Hang Gliding & Paragliding Vol38/Iss04 Apr 2008

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APRIL 2008 Volume 38 Issue 4 $4.95

USHPA, Publisher: info@ushpa.aero Nick Greece, Editor: editor@ushpa.aero Greg Gillam, Art Director: artdirector@ushpa.aero Martin Palmaz, Advertising: martin@ushpa.aero Staff writers: Alex Colby, Steve Messman, Dennis Pagen, Mark “Forger” Stucky, Tom Webster Staff artist: Jim Tibbs Staff photographers: Josh Morell, Jeff O’Brien

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.

OFFICE STAFF Paul Montville, Executive Director: paul.montville@ushpa.aero Rick Butler, Information Services Director: rick@ushpa.aero Martin Palmaz, Business Manager: martin@ushpa.aero Erin Russell, Office Manager: erin@ushpa.aero Michelle Burtis, Member/Instructor Services Administrator: michelle@ushpa.aero

HANG GLIDING & PARAGLIDING magazine is published for footlaunched air-sports enthusiasts to create further interest in the sports of hang gliding and paragliding and to provide an educational forum to advance hang gliding and paragliding methods and safety. Contributions are welcome. HANG GLIDING & PARAGLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING & PARAGLIDING editorial offices email: editor@ushpa. aero. ALL ADVERTISING AND ADVERTISING INQUIRIES MUST BE SENT TO USHPA HEADQUARTERS IN COLORADO SPRINGS.

USHPA OFFICERS and EXECUTIVE COMMITTEE Lisa Tate, President: lisa@soaringdreamsart.com Riss Estes, Vice President: parariss@yahoo.com Rich Hass, Secretary: richhass@comcast.net Mark Forbes, Treasurer: mgforbes@mindspring.com REGION 1: Rich Hass, Mark Forbes. REGION 2: Dave Wills, Urs Kellenberger, Paul Gazis. REGION 3: David Jebb, Rob Sporrer, Brad Hall. REGION 4: Steve Mayer, Jim Zeiset. REGION 5: Lisa Tate.

REGION 6: Gregg Ludwig. REGION 7: Tracy Tillman. REGION 8: Gary Trudeau. REGION 9: Felipe Amunategui, L.E. Herrick. REGION 10: Dick Heckman, Steve Kroop, Matt Taber. REGION 11: Gregg Ludwig.

REGION 12: Paul Voight. REGION 13: Dick Heckman. DIRECTORS AT LARGE: Leo Bynum, Riss Estes, Mike Haley, Jon James, Dennis Pagen.

EX-OFFICIO DIRECTOR: Art Greenfield (NAA).

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

HANG GLIDING & PARAGLIDING (ISSN 1543-5989) (USPS 17970) 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) 632-6417. PERIODICAL postage is paid at Colorado Springs, CO and at additional mailing offices.

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

Canadian Post Publications Mail Agreement #40065056. Canadian Return Address: DP Global Mail, 4960-2 Walker Road, Windsor, ON N9A 6J3 DISCLAIMER OF WARRANTIES IN PUBLICATIONS: 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 © 2008 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@ushpa.aero, as may letters to the editor. Please be concise and try to address a single topic in your letter. Your contributions are greatly appreciated. If you have an idea for an article you may discuss your topic with the editor either by email or telephone. Contact: Editor, Hang Gliding & Paragliding magazine, editor@ushpa.aero, (516) 816-1333.

For change of address or other USHPA business, call (719) 632-8300, or email info@ushpa.aero.

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.

Photo by Jeff Beck

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TO INTEGRATE OR NOT TO INTEGRATE In the market for one of the hot new various? Get the details on the latest models.

EDITOR

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PILOT BRIEFINGS

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AIRMAIL

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USHPA

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FOUNDATION

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SAFETY BULLETIN

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REVIEWS

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CENTERFOLD

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CALENDAR

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MARKETPLACE

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USHPA STORE

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CLASSIFIEDS

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SWISS STYLE

RATINGS

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Who hasn't lusted over the Heidiesque, carpet smooth hills of the Swiss Alps? Get a first hand report of every paraglider pilot's dream launch.

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by Dean Stratton. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

AMERICAN IN PAKISTAN Flying in Pakistan brings a whole new meaning to getting high. Join Brad at the top of the world.

by Brad Sander. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

by Chuck Woods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

FLIGHT OF THE BUMBLING BEE Set your wayback machine for the early days of paragliding in the US and get ready for a bumpy ride.

by Pete Keane. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

King MOUNTAIN ON THE COVER

A day-by-day from one of the greatest hang gliding competitions of them all.

Olivier Laugero grabs an amazing shot from the top of the elevator over Quixada, Brazil.

by Bill Snyder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

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April 2008: Hang Gliding & Paragliding – www.USHPA .aero

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HANG in there Part 2 | ADVENTURES WITH TOWING Flat kites, ski ropes, ramps, oh my!

by Mark “Forger” Stucky. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

FORBES FLATLANDS Big air, big spaces and many happy faces at this hang gliding competition down under.

by Jeff Shapiro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

Chelan xc classic A full report from the 2007 event along with final results.

by Paul Dees. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

CONFESSIONS OF AN ADVANCED RATED NOVice pilot John reminds us that the wing doesn't necessarily make the pilot.

by John Stokes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

GALLERY | Leroy Grannis Some old school slides and a little Q&A with one of hang gliding's cool cats.

by Brad Hall. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

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pring is here! The longer days ahead that mark the opening of flying season are a most welcome relief. The contagious excitement among flying friends is like students on the last day of school before summer.

Like many of you, I’ll be headed for spring flying... mine in Southern California and Salt Lake City to dust off my kit and begin my hang gliding journeys.

As my commitment to expanding my own personal skill envelope, I’m also headed to France to experience the speed riding possibilities of the Haute Alps. Stay tuned for photos and words from the front lines of a recent hybrid craze that combines skiing and ‘high’ speed paragliding. With more than 7000 feet of relief, fun is sure to abound in extremely high doses.

We’ve heard from gaggles of members supporting the new magazine’s staff first issue and we thank you all for ideas and input. It’s great to have the advantage of community to showcase the broad member experience.

Hopefully, members will continue to comment on the design changes as we explore ‘what’s hot and what’s not’ in the evolution of the magazine.

I recently visited with a pilot who was convinced he lived near the best flying site in the country, but lamented about how to share it. So, I’m putting out a call to all clubs to write in about their flying site in an effort to share data and photos cataloguing the best flying community in the USA. Hope you like the April issue, and you find something inspirational within the pages. See you out there!

Get well Berndt, photo by Peter Volf

New | Improved | Buzzworthy

PilotBRIEFINGS NEW HANWAG DISTRIBUTOR ▼

SUP’AIR ACRO-3 2008 ►

Hanwag has appointed Airtime of San Francisco as their new North American distributor for Hanwag’s fly series of boot.

Hanwag makes two boots specific for footlaunched aviation, The Super Fly GTX and the Sky GTX.

This harness is equipped with dual reserve parachute pockets.. One beneath the harness ( drawer style ), and one six flap dorsal container with dual safety pin system. The pilot can choose an up right torso position, or laid back. The harness is replete with reinforced stress junctions, steel Sup’Air self-locking carabiners, Safe-T strap, low attachment points, and 30 mm shoulder trim buckles. Not to mention the Adjustable back rest with reinforced and protected trims, seat plate and chest trim adjustments, BumpAir 12 cm back protector pocket, and a large storage pocket.

Also, comes with foot stirrup, and re-enforced wood seat plate. There is an optional leg and chest strap padded protection kit available. www.supair-usa.com.

NEW SUP’AIR HARNESS ▼ Derived from the prototype harnesses used last year by many pilots in the 2007 Red Bull X-Alps, this long awaited harness, is the racing version of the now famous AltiRando Airbag. Just about the same weight, extremely light, it comes standard with a carbon fiber seat plate, a foot rest, a new padded back rest, an integrated air bag, side zipping pockets, side trims, speed bar pulleys, light mountain buckles and a tight fitting skirt. Fully adjustable, the harness is reversible and used as a backpack to accept a standard size wing. The storage compartment will, via an inner valve connecting the lower portion of the dorsal storage area to the partially pre inflated bottom air bag, pressurize a few seconds after takeoff, though, offering additional back protection. www.supair-usa.com

PLUSMAX ONAIR HELMET ► A new type of helmet is now available on the market. The PLUSMAX OnAir, eliminates the need for separate radios between the instructor and the student with an integrated system. The receiver is built into the helmet. No more need for a radio pocket, adapters, wires or jacks, dropping the radio during takeoff, etc.... Probably the best way to coach students. A hands free, crystal clear reception makes the OnAir system a real plus for everyone. www.supair-usa.com

MOUNTAIN WINGS MOVES Mountain Wings Hang Gliding in Ellenville, New York has moved their shop to a new 3000-sq/ ft building.

The shop is located at the Flight Park, on Hang Glider Road, across from the Ellenville mountain landing field. This modern facility offers showers, bathrooms, a pro-shop, and glider repair. We specialize in Aeros and North Wing, but service and have parts for

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all brands of gliders as well. The site is replete with a virtual reality simulator, classroom, covered BBQ area, giant fire pit, and training hill. The Flight Park borders the Rail Trail so bring your mountain bike. The Rail Trail leads to waterfalls, caves, and hiking on the west side of the Ellenville Mountain. It’s possible to hike straight up the side of the mountain from the Flight Park to Mountain

Wing’s launch ramp. Of course most folks utilize the drive up option. Mountain Wings has two trailer-equipped ATV’s to haul gliders and students up the training hill after each flight. This helps make learning to fly easier and less time consuming. Mountain Wings has been teaching hang gliding since 1981. We utilize two different training hills to cover nearly all wind directions, and hill heights up to 180 feet. Greg Black is a master rated pilot, with an advanced instructor rating. He started flying hang gliders in 1975. For more information on Mountain wings flight school go to: www. mtnwings.com, or call 845-647-3377.

NEW SKYLINE DISTRIBUTOR Skyline has appointed Airtime of San Francisco as their new US distributor for Harnesses and Flight Gear.

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

TEVA MOUNTAIN GAMES ▼ The Teva Mountain Games (TMG) has been coming to Vail, Colorado for several years.

It is the premier spring event that includes many of the top athletes in sport climbing, biking, kayaking, and more. This year the

The competition registration will open on March 1, 2008 at tevemountaingames.com.

We will have an attendance cap of 50 pilots.

The idea of this competition is fun, education, awareness, and camaraderie for the athletes, and the public. For more information contact Greg Kelley at 970-376-0495 or at paraglidevail@gmail.com.

VOLUNTEERS NEEDED FOR KING MOUNTAIN

TMG is interested in incorporating a paragliding event as part of the games. This showcase event will be a cross country race to goal. The tasks will launch from sites around Vail, Colorado. Turn-points will be spattered around the Vail valley with goal primarily located at Ford Park—a large field in the center of town. The TMG includes parties, concerts, and lots of prizes from sponsors. They expect up to 50,000 spectators to visit the games over the weekend.

Volunteers are needed to help with the 2008 King Mountain Hang Gliding Championships. The King Mountain Hang Gliding Championships is the largest foot launched hang gliding event in the U.S. held July 14-19 near Moore, Idaho. Located in the pristine mountains of Idaho, this week long event generally draws from 80 to 120 pilots each year. The King Mountain Hang Gliding Championships is the sole fund raiser for the Idaho Hang Gliding association which maintains the site. Volunteers needed to assist on launch, with registrations, BBQ's, and other meet logistics. For more info on the meet, please check out www.flykingmountain.com To volunteer, please contact Lisa Tate, Meet organizer at lisa@soaringdreamsart.com or lisa@lisatateglass.com

NEW SHORT FILM FROM ATRAMIZ & CORDIDO ▲

Cordido have come together again to work on a new short film. ‘Because...’ will be released in May, following the present release of a trailer and the opportunity for pilots around the world to comment on the movie and enter a contest relating to it. We have often asked ourselves why we fly. It’s a natural question for most pilots. ‘Because...’ is what happens when a couple of friends get together and use their imagination to create a project that may explain the free flight emotions we feel and sometimes struggle to describe. See the trailer and participate at: http://because.flyozone.com/

U.S. WOMEN'S NATIONAL TEAM T-SHIRTS ▼ Your T-shirt purchase will help send the U.S. Women's National Team to the 2008 Women's World Championship in Italy.

We'd gladly accept a donation above the selling price of the shirt. Order one today and own a great piece of original art by Roger Boxer. Shirts are $20. Send an email to gottafly@frontiernet.net Include your phone number.and e-mail address.

The minds behind ‘The Neverending Thermal’ are at it again. Jorge Atramiz and Herminio

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

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A Closer Look

Photo by Reed Gleason

Back in the previous century, there lived a hardy breed of Oregonians who dreamed of becoming winged creatures. These pioneers of the sky opened the door to hang gliding and paragliding in the Northwest.

In the early 1970s, the State wanted to ban hang gliding after a pilot was killed at Cape Kiwanda, a few miles south of Oceanside, the site of the longest running foot launch event in the Northwest. This threat hastened the forming of Oregon Hang Gliding Association, the twenty- year host of the Oceanside Open. Tom Pelett, who was considered by his much younger peers to be not only a responsible pilot but also a “silver tongued devil,” was appointed spokesman. Because of Tom’s powers of persuasion, hang gliding in Oregon survived.

The first flight at Oceanside occurred in 1972 when Russell Tworoger flew his Jobe Standard hang glider off of Maxwell Mountain. In 1986, Russell organized the Newberg Open Hang Gliding Competition, but due to non flying conditions at Newberg’s Chehalem Ridge, the event was moved across the Coast Range to Oceanside. Only a handful of pilots attended and the overall winner was Greg McMurtrie.

The following year, the Newberg Open

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by John Kraske

became the Oceanside Open. The word was out. More than fifty pilots participated, including Chris Bulger, Ken and Rod Brown, and Joe Evens. Joe was the overall winner.

After the popularity of the site became known, paragliders started showing up.

Dave Raybourn recalls being one of the first to fly a paraglider, a Pro Design Challenger 23, at Oceanside, in the fall of 1992. The following spring of 1993, paragliders were invited to participate in the Oceanside Open, and it’s been a biwingual event ever since.

One of the advantages of this location on the Oregon coast is that there are numerous flying sites that work with varying wind directions. If the winds are from south to west, the event will be held in Oceanside.

With northwest to west winds, the event might take place a few miles to the south, at Cape Lookout’s Anderson Point. The first flight from Anderson was a sledder by an unknown hang glider pilot who launched from a large stump near the parking lot.

Later that week, Dick Gammon soared his hang glider from the guardrail above the canyon south of today’s launch.

If the coastal sites aren’t working, the event can be moved about twenty miles easterly, into Tillamook Valley. Before the development of today’s launches at Sollie

Photo by Ancil Nance

OceansideOPEN

▼ The Annual Oceanside Open is happening April 19 20. It’s a fun competition for both Hang Gliders and Paragliders on the scenic Oregon Coast. For more information contact: CB Schmaltz at cbsres@gorge.net (503) 806-1525 or Mark Forbes at mgforbes@mindspring.com.

and Kilchis, John Ford flew from a wide spot of the Sollie Smith logging road in 1972. In the mid 70s, Tillamook resident and hang pilot, Glen Linshied, flew from Sollie 30 miles south to Neskowin. Glen held the XC record at Sollie for a significant time.

When I first started this article, I considered interviewing Reed Gleason and Dave Raybourn, expecting them to report that they had taken a lot of grief at the hands of the hang pilots who might have looked down on them for switching to paragliders.

But the severe animosity that had been rumored didn’t exist. After some deliberation, I concluded that it is the relaxed, friendly attitudes of the Oregon pilots that make this event such an enjoyable time for both hang gliders and paragliders.

This year’s Oceanside Open is being hosted by the Cascade Paragliding Club.

Oceanside and the surrounding area is rich in recreational opportunities for kids of all ages, making the Annual Oceanside Open a rich venue for families, not just foot launch pilots.

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

Rants | Raves | Ramblings

AirMAIL OOPS!

there was a really great shot of one, so I proWhen I got home from Ecuador last ceeded to save it to my desktop to use as a referweek, I had in my inbox this email from ence. I then sketched a Moose and pilot diving to avoid a power line as described in the story. staff artist Jim Tibbs: Well, somehow I sent you the “borrowed” photo Funny story for you. Remember that final instead of my illustration! I haven’t a clue who assignment you gave me before you retired as took the photo, but you must think I’m a real mag editor? Well, guess what? I screwed it up. schlep to try to pass it off as my artwork!

And worse yet, I didn’t catch it until I opened my February magazine today! And worst of all, Funnier yet is that George and I both I inadvertently plagiarized a photo! looked at Jim’s “artwork” as I was rushing As usual, I opened up the mag and flipped to get everything together before I left for through it before settling in to read the articles. Ecuador, and both of us thought, Hmmm, I came across a familiar photo and noticed the this isn’t like Jim’s usual work. He must be notation “Artwork by Jim Tibbs,” and recalled playing around with Photoshop to create that illustrating the article was that final as- something that looks really realistic (and signment. “Wow!” methinks, “What are the a danged good job he did of it, too!). And odds that they would use the exact same photo because I was so rushed getting that final for that article that I downloaded from the mag together, I didn’t take the time to call Internet to use as a reference for my artwork? Jim and check. So, if Jim’s a schlep I surely And speaking of artwork, why isn’t my illustra- share his schlepdom. tion in the mag?”

Our apologies (and thanks!) to the You see, when you gave me the assignment, photographer of the Pliable Moose image the first thing I did was do a Google image used without permission on page 46 in search to see if there were any photos of a Pliable the February issue.

Moose, since such a craft was no longer in use by the time I got into hang gliding. Lo and behold, C.J. Sturtevant, USHPA #37684

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

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[from left, clockwise] Paul Voight on the course, photo by Desiree Rhinesmith. Paul Voight going for Bulls-eye, photo by Desiree Rhinesmith. Most of the competitors on day 1, photo by Paul Voight.

A Closer Look

Big winner Billy Vaughn certainly was happy! He had never managed to clinch first until now. Both Dylan Sirbaugh and Travis Hall, in the novice division, were from Oklahoma!

After the Spectacular awards, the annual-presentation of the newest inductee to the Francis Rogallo Foundation Hall of Fame occurred. 2007’s inductee was none other than Rob Kells of Wills Wing. Rob is well known not only for his position as President of Wills Wing, but also for his many years of active competition. Rob gave an eloquent

by Paul Voight award reception speech, and then proceeded to tell some of his famous “there I was of points for flying the courses, and I had - thought I was going to die” hang gliding great placement in the bulls-eye landings. adventure recaps. That guy has had some Unfortunately, I allowed the base tube to of the wildest hang gliding episodes imagtouch the sand twice--which voids the land- inable. ing scores. I was not in the eight-way fly-off.

As we drove home to New York after Ryan, however, was, along with the cream the meet, Ryan and I were already planning of the crop of the previously mentioned as- for 2008. Personally, I just have to rememsemblage of dune-goons. ber not to drop the bar! I hope to see you The round was flown, and the meet of- there! ficials scampered away to hash out the results.

An hour later at the infamous awards barbecue, the results were announced and awards and prizes presented. The final results were:

KittyHawkSPECTACULAR The longest running U.S. annual hang gliding fly-in is coming in May ... the Kitty Hawk “Spectacular”.

The 35th annual Spectacular, held in 2007, was an absolute blast! Kitty Hawk Kites able staff, headed up by Bruce Weaver and Andy Torrington, did an awesome job of running a seamless, fun, and safe event.

As you may remember (or may not!), two years ago my son, Ryan, won the meet, with his proud dad coming in second. Given this ... we had to go back and defend our titles.

However, it seems that someone didn’t want us Yankees coming down to have an easy time of it, as they contacted the largest assemblage of alumni Kitty Hawk Kites instructors ever (over sixty of them!) for a reunion during the meet. This was a veritable all-star cast of dune flying experts.

The competition was (as you would expect) very tough with about eighty participants, and very unforgiving of ANY low scoring flight.

Sparing the minute details of each round ... by the end of the last day, there was a mysterious fly-off of eight of the top pilots.

We were not told what was being determined. I had flown really well with scads

FINAL RESULTS Novice Division

Dylan Sirbaugh Chuck Simon Travis Hall Advanced Division

Billy Vaughn George Reeves Ryan Voight

▼ The 36th Annual Kitty Hawk Hang Gliding Spectacular is taking place May 16th - May 19th, 2008 at Jockey's Ridge State Park in Nags Head, NC. For more information point your browser at: http://www.hangglidingspectacular.com or dial 1.877.FLY.THIS.

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April 2008: Hang Gliding & Paragliding – www.USHPA .aero

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A Closer Look

LakeviewNATIONALS When I heard that the 2008 HangOn, Hang Gliding Nationals will be held in Oregon, I had an adrenaline rush. This means the Nationals will be a long overdue classic-style foot launched event. With the competition returning here to Oregon, my home state, I feel that I’m being given another chance. The last three times the Nationals were held here, competing wasn’t on my mind. I hadn’t yet been introduced to the incredible thrill and adventure of flying in a competition with others. However, over the past few years I have found traveling and flying with such great people to be very rewarding. I will finally get my chance to compete in rockin’ Lakeview, Oregon.

Mike and Gail Haley of MPHSports are

by Dave Scott

hosting the competition this year. Classes 1, 2, and 5 along with sport and women’s events are available. Everyone is encouraged to participate in what is going to be another stellar competition in the Hang Gliding Capital of the West.

When Lakeview was chosen for the Nationals in 1993, it was a busy place; it seemed as if everyone wanted to come see the magic here. They might have heard about the eight different sites to fly, the rumors of epic glass-offs where you couldn’t get down, or the good times to be enjoyed with hundreds of other pilots and their families and friends. Pilots flew hard during the day and partied even harder at night. It seemed everyone had a different story to tell, and some were outrageous. As the days and years progressed, Lakeview became the epitome of good locations in the West. Called the Hang Gliding Capital of the West, Lakeview attracted visitors from all over the globe who came to dip their wings in its powerful desert thermals.

The town responded by getting involved and supporting the sport. For the town of Lakeview, it was an exciting time. Virtually

every business showed support for hang gliding in some way or another, and there were plenty of smiles to go around. This year, I’m sure the town will once again give another great performance.

So what do you do during a racing competition here? Well, that depends. In the 1997 Nationals, I did my best to sacrifice myself to the gods as a wind dummy. Pilots had just arrived from the King Mt meet, and were in the mood to rip up the sky. There were some 81 pilots entered and a handful of free flyers. The courses picked worked well; most days would be flown from Sugar off to the north or northeast, including several 50-80 mile downwind and out-return goals. I think Larry Tudor mentioned that it was the best meet he had ever attended.

The meet scored seven 100% valid days, with a total of 19,801 miles flown.

Lakeview also hosted the 2000 Nationals.

With three Nationals Championships having been located here, all successful in their own years, there is no doubt that Lakeview has what it takes for some of the best competition flying in the Northwest.

Flying competitively teaches you skills you didn’t think you could have. It also makes you a better pilot, provides new friendships, teaches teamwork and patience, and , regardless of whether you win or lose, it provides you with experiences that you can’t find elsewhere. Whether you’re a newbie to the sport looking for some extra adventure, or a seasoned veteran looking to be the next US National Champion, Lakeview and this year’s Hang-On Championship is where it’s at. Be sure to add Lakeview to your list of competitions for 2008!

[from top left, clockwise] Setting up at the 1997 Nationals, photo by Dave Scott.

Hang glider sign, 1997, photo by Jeff Obrien.

Flying north at Doherty Slide, photo by Dave Scott. Steve Reid launching Palisades, 1997, photo by Dave Scott.

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April 2008: Hang Gliding & Paragliding – www.USHPA .aero

Mission | Policy | Membership | Involvement

MentoringPROGRAM The USHPA is happy to announce the new Mentor Program as another membership benefit. The purpose of this new program is to help members progress through the rating process, stay excited about flying, and get in touch with other local pilots.

The Mentor Program is designed to help advancing Novice and Intermediate pilots better their flying and decision-making skills as well as introduce them to new sites, new challenges, and new friends.

This can be accomplished by pairing Novice and Intermediate pilots who join the program with experienced local pilots who volunteer, and are qualified to be mentors.

MENTORED PILOTS Once a pilot achieves a Novice rating and has the skills and judgment requisite of that rating, he or she can request a mentor. The best way for the pilot to find a mentor is by contacting a local USHPA Chapter. Alternately, in areas where there are no local Chapters, the pilot can contact the USHPA directly. The USHPA can only facilitate a pilot finding a mentor. Once a pilot and mentor are introduced, it’s up to them to establish a relationship. It’s best if the two pilots discuss what each wants to get from the relationship. For example, the pilot might want only to develop the skills to achieve the next rating level.

In that case, the pilot would be best served by finding a mentor who is also a rating official. On the other hand, mentors, being volunteers,

may be looking for something from the relationship too. As an example, a mentor may be looking to sponsor pilots who want to learn XC skills and will eventually join the mentor on XC excursions. The pilot and mentor need to understand and agree on what they want to achieve for a successful match to occur.

MENTORS Pilots who fulfill certain requirements may become mentors.

Mentors must be Intermediate, or Advanced rated pilots and can only mentor pilots one rating level below their own. Mentors must be practiced at judging pilot skills and providing advice to help the pilot stay within safe flying boundaries. A mentor must be able to easily communicate and have a friendly and supportive demeanor. They do not need to be a rating official (Observer or Instructor), but many Observers and Instructors have the same qualities that would make them excellent mentors. When the mentor is not an instructor, he/ she must not provide instruction to the pilot. If a mentor determines a pilot’s skills are deficient, he/she may recommend the pilot obtain further instruction from an USHPA instructor.

THE MENTOR PROGRAM The Mentor Program works through cooperation between mentors, USHPA Chapters, the Mentor Coordinator, examiners, regional directors and the office staff. Any pilot looking for a mentor should first contact their local chapter. Chapters are encouraged to nominate prospective mentors to an Examiner for appointment and to help pilots find a local mentor. When Chapters can’t do this, the office staff and the Mentor Coordinator can help. The Mentor Coordinator is a new USHPA position dedicated to oversee the mentor program, and if needed, fine-tune the program to make it work better.

San Francisco Bay Area pilot Wayne Michelsen is the new Mentor Coordinator. Wayne has been the president of the Wings of Rogallo hang gliding and paragliding club for the past few years, and has a lot of personal experience as a mentor.

The USHPA Membership and Development Committee has been working on this program for over a year. Yet, the Mentor Program is new and will take some time to work out the bugs. There are still a few details that need to be implemented before you can use the program, but we’re really close. Expect the final roll out in the coming months.

by Dave Wills USHPA Director, Region 2

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

15

Preservation | Safety | Education | Competition Excellence

Henson’sGAP

by Stephen Onstad Trustee, Foundation for Free Flight

Conservation Easements & Tennessee Tree Toppers Secure Open Space

after more legal fees had been paid, that the conservation easement was accepted by the land trust. What took so long for the agreement to be put into effect? There were many processes and reorganizations that were higher priorities (bigger land deals) for the Land Trust for Tennessee than Henson’s Gap-all outside of TTT’s control.

The idea of requesting an easement developed a long time before 2003 or the Foundation’s involvement. TTT is a proactive club whose members believe Will Rogers was right: “Buy land, they ain’t making any more of it.” They purchased the launch in the late 1970s and paid it off by collecting dues. In 1992 an opportunity to own the LZ, where they had been landing by permission, arose. They purchased it, too, agreeing to develop 16 lots, eventually selling them to offset a portion of the cost of retaining 45 plus acres that they wanted. Club dues also paid off this balance.

Now what? They owned the land; why consider giving any portion of it away? It’s un-American. TTT realized that the land was financially attractive and because of today’s litigious society, a conservation easement was a sound option. Giving a conservation easement lowers the overall value, making it less attractive and use restrictive. The lower value also lowers the real estate tax, which is not a big issue at Henson’s Gap. Consequently, they began the process by finding a land trust to accept the easement and eventually selected the Land Trust for Tennessee. Land trusts are usually local, depending on different state land laws. An important question in the selection of a land trust is, “Do they have the

A conservation easement is a valuable tool in the effort to preserve our flying sites. It’s a legal agreement between a landowner and a land trust, or government agency, that permanently limits the use of the land to protect its conservation value.

For the free flight community, the easement specifically states that the open space be used predominantly for hang gliding and/ or paragliding. The documents needed are not difficult to develop, but you must have patience since the process works through all the parties.

The Foundation for Free Flight has researched conservation easements since its reorganization in 2000, believing they would be a viable option in preserving flying sites, especially with today’s accelerated land value and development. An opportunity to implement easements developed in 2003 when the Tennessee Tree Toppers (TTT) approached the Foundation (then the US Hang Gliding Foundation) about a conservation easement grant to protect Henson’s Gap. Henson’s launch, which sits 1450 feet above the LZ, is located just north of Chattanooga, Tennessee, about a 35-mile drive into the Sequatchie Valley. The grant requested funds to pay for the legal expenses associated with document preparation and conveyance of a conversation easement to the Land Trust for Tennessee.

Because the original application lacked detail, it was resubmitted in 2005. At that time, the trustees approved the request for 3015 dollars.

But it was only in December of 2007,

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▼ The best source on land trusts and conservation easements is the Land Trust Alliance: www.lta.org. Over 1600 land trusts are members of the Alliance and their search map narrows your search to the county level.

For specific information on the Henson’s Gap conservation easement, contact the Tennessee Tree Toppers: www.treetoppers.org. They will share the document that was prepared for them financial resources and expertise to defend the easement?” The conservation easement was drafted in coordination with the land trust. Besides stating that the land be used predominantly for hang gliding, it allows for agricultural and other uses, some of which are required by the land trust.

YOU DON’T HAVE TO OWN THE LAND to seek a conservation easement for your site. In addition to conservation, your landowner may have many financial reasons for protecting the land with a conservation easement. The financial benefits can be substantial and include the following: * Tax deductions on current income * Reduction of capital gains tax * Reduction of inheritance tax * Reduction of property tax If your landowner is a farmer or rancher, the benefits can be significant. In 2006, the US Congress passed a Pension Reform Bill that financially helped moderate-income landowners who make conservation easements. The bill: * Increases the maximum deduction up to 100% of adjusted gross income for farmers

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

Photo by Dan Shell

all those who contributed and helped make the grant to the Tennessee Tree Toppers possible. With your tax-deductible contributions, we will be able to continue assisting in the preservation of free flight

and ranchers (from 30% to 50% for others) * extends the carry forward from 5 to 15 years. (Wow...the possibility of 15 years of no tax while being able to work your farm or ranch!)

Your club may have to introduce the conservation easement concept to the landowner. This may take time, but start now and be proactive in preserving your

site. Contact the Foundation early in the process if you need assistance.

In our flying community, many have expertise in conservation easements. We hope they will come forward with additional information and resources and push those of us sitting on launch. The Foundation and the USHPA value your input.

The Foundation for Free Flight thanks

April 2008: Hang Gliding & Paragliding â&#x20AC;&#x201C; www.USHPA .aero

The Foundation for Free Flight works to preserve free flight through site preservation, safety, education and compeition excellence.

PO BOX 518 DUNLAP, CA 83621

www.USHGF.org

888.262.4264

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Analysis | Preparedness | Incidents

SafetyBULLETIN MAKING THE SWITCH I’ve only received two accident reports over the past two months. I know the flying is on hold for the winter in many parts of the country, but many regions (including mine) fly year-round. We can surely do better with our reporting–I can think of a dozen local incidents over the past year that never got reported, and that’s just on my tiny island.

Please consider reporting any accidents or near-accidents that you are involved in, or that you witness. Your fellow aviators are eager to learn from the misfortunes and narrow escapes of their peers! Of course, details are freshest if we can find the time right away, but lessons can be learned even long after the fact, as we see in one of the reports described below that was submitted a year after the event.

For this column, I would like to focus on a theme suggested by one of the recently submitted reports, and corroborated by another pair of reports submitted at different times over the past year. For further insight, I solicited input from Rob McKenzie, a Southern California instructor of both paragliding and hang gliding who has been recognized by multiple USHPA awards over the years.

The most recent report was from a very experienced hang glider pilot who was still only an intermediate at paragliding. Flying midday on a DHV 2-3 wing at a desert mountain site, the pilot was scratching in a weakening cycle very close to the terrain below launch, when he suffered a large asymmetric collapse and spiraled into the hill, breaking his pelvis. In his analysis, the pilot admitted he lacked the experience for flying a performance paraglider, especially close to the hill midday. [He] thought about his reserve but realized he didn’t have sufficient altitude for deployment. The opinion of other witnessing pilots was [that the pilot had been] hot dogging around in disrespect of the dangers of paragliding, and he got “whacked”.

As Rob notes: It sounds like a combination of complacency and flying a high performance wing in somewhat turbulent conditions, and also a bit of wrong place, wrong time. Additionally…the pilot was

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by Alex Colby, Staff Writer with assistance from Rob McKenzie

within the danger zone (close to the terrain).

With a lot of altitude we have more time to re-inflate a wing and/or deploy a reserve.

When close to the terrain, we need to realize our options have narrowed, and fly accordingly.

In another report received this past summer, from a thirty-year veteran of hang gliding who was likewise just an intermediate paraglider pilot, a similar sequence of events occurred at a high western mountain desert site: flying a DHV 1-2 glider in the late afternoon, the pilot was working thermic lift as he made a pass 30 to 40 feet above launch. His glider experienced a sudden large asymmetric collapse that swung him hard into the granite slope, resulting in a back injury and other broken bones.

Even though I couldn’t find a good way to include it in a column at the time, that report made a strong impression on me, not only because of its content but also because it was written by hand and mailed to USHPA. I hope our readers don’t mind if I present the pilot’s heartfelt analysis here in its entirety.

30+ yrs of hang gliding without injury undoubtedly fostered an overconfident attitude towards flying paragliders. The pilot had very little experience in flying in thermic conditions of even light to moderate strength and had no SIV background training. Watching other local pilots flying in the immediate area without “obvious” turbulence made him think “no problem”.

Hang gliding experience has very little to do with the skills required to actively pilot a paraglider in thermic air. That can only come from practice and instruction in progressively more dynamic conditions.

Be BRUTALLY RATIONAL when evaluating your own ability/experience. Listen to the locals and drill them with questions regarding everything about the site and any possible complications due to the terrain/airflow interplay if you are not site familiar. Always remember that the closer you are to the terrain, the smaller your chance for recovery and that the more you point away from the hill when “polishing granite” the less you will have to turn away should an inside wing collapse and turn in. Understand that the

amount of active piloting it may be taking to prevent collapses may not be obvious from watching some distance away. Don’t rush to launch if locals with orders of magnitude more experience are not. DO NOT ALLOW the “it won’t happen to me” syndrome into your head, or it surely will. Be careful out there.

Rob McKenzie notes: I’ve watched pilots going from hang gliding to paragliding and vice-versa. For some reason paraglider pilots, on average, seem to approach hang gliding with a strong respect and fear (perhaps more than needed on occasion), and hang glider pilots, on average, tend to get relaxed fairly quickly in paragliders, but not always. Maybe it’s just the way the wing types look. Hang gliders look fast and difficult to fly to someone used to floating in a paraglider. Paragliders appear easy to fly, and perhaps this is a bit deceptive. In mellow conditions with a mellow wing, flown correctly and with good distance from the terrain, a paraglider really becomes a wing that is easy to relax in. I like to think of them as having the potential to be far safer than hang gliders. But potential and actual results are different things. Fly paragliders close to the ground, and mix in thermal, or terrain induced turbulence and the dangers increase.

What is also misleading is that flying a paraglider in a variety of attitudes--like what one might do at an SIV clinic--the dangers of flying in moderate turbulence and close to the terrain are greatly reduced. Perhaps not eliminated, but at least reduced. Less experienced pilots watching experienced pilots logging many hours in rough air can be easily misled into thinking the dangers are negligible.

And finally, in another report submitted earlier last year, a hang glider pilot new to paragliding described an accident that he had experienced a year before he filed his report. He had recently taught himself to fly on DHV 1 paragliders, but on this day he decided to try a used DHV 2-3 he had obtained for a bargain price. Shortly after launching into a 30-degree crosswind at an intermediate site in the Rocky Mountain foothills, the pilot encountered a sixty percent collapse and spiraled into the hill below launch, breaking both legs and ankles, and sustaining a moderate head injury.

The report attributed the collapse to mechanical rotor turbulence, but the pilot

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

didn’t offer much analysis of the event aside from some understandable self-recrimination. He wrote, I was very cocky and stupid . . . I have no argument for my actions, they were very stupid last year. I used to fly hang gliders, and switched to paragliding so I can fly here . . . I now am doing it right. I have almost completely recovered, and am now flying a brand new DHV 1-2 wing, with an instructor. I now have a P2, and about 150 flights/6 hours.

Rob McKenzie notes: Wing collapse and loss of control in a paraglider is always a possibility. Factors affecting the odds of it happening include piloting ability, wing certification level, and wind conditions. After that, the odds that remain could be seen as happening at random. For the sake of argument, let’s say in a given combination of wind, wing, a severe loss of control with a 100’ rapid loss of height to a recovery happens in every 1,000 hours of airtime. What is left is whether one is within 100’ of terrain when this event occurs. If one spends 3% of their flight time within 100’ of the ground, then impacting the ground from such a control happens on average every 33,300 hours of airtime. Far more than most pilots would get in many lifetimes of flying. But if one spends 100% of their flight time within 100’ of the ground, then the impact happens every 1,000 hours of flight time, on average.

Playing the odds...let’s put it into the perspective of someone who buys lottery tickets. Let’s say the odds that any ticket is a winner are one in a million. And let’s say that a win is the equivalent of that one in a 1,000 hours loss-of-control situation. That’s 1,000 ticket purchases per hour to get a million tickets in 1,000 hours. Or, every 3.6 seconds that this pilot is flying, he is doing the equivalent of buying a lottery ticket. But in this case a win is really a loss because it means a loss of control. To me the odds of problems are acceptably remote. But I like to minimize my chances of problems by keeping to a minimum my time spent near the ground in rough air. This way if a ticket is a “win” it isn’t one of those impact-theground type of “wins”.

Also, hang gliders have “odds” of trouble as well. Like with paragliders, don’t get in tight to the terrain or to others in the air when in rough air. It may not be a collapse, but a huge change in heading from sudden

lift under one wing is always a possibility. So, one must play the odds whether they are in a hang glider or a paraglider.

These three remarkably similar incidents help to illustrate the downside of one of the most important ongoing challenges we face in flying–estimating our own skills. And for pilots who are making a transition from another airsport or aircraft, it can be especially difficult to know when we’re flying too far outside the limits of our new paragliding experience. The temptation to upgrade to higher performing paragliders can be tough to resist when we’re used to flying hang gliders that have inherent speed and glide advantages. Patience is truly a virtue as we gain experience under a different type of wing. Heeding conservative advice from instructors and fellow pilots can help us know when we may be ready to progress to higher performance wings. We all need a certain amount of confidence under our wings in order to make headway and improve our skills, but we also need to ensure that our confidence is in reasonable alignment with reality.

For those of us who answer the call of the dark side, and venture to explore the characteristics of the other type of wing, there is no simple way to gauge our level of preparation. Perhaps we can refer to benchmarks of progress we achieved within our original airsport. We might consider the advice we would give to someone in the intermediate stages of switching to our own primary airsport, and try to apply it to ourselves as we find ourselves on the other side of that equation. But the real difficulty here is the epistemological problem of figuring out what we don’t know.

Some hang glider pilots will aver that paragliders are inherently unsafe compared to hang gliders, because paraglider canopies collapse. These three severe accidents that occurred to paraglider pilots with hang gliding experience would seem to reinforce that argument. But I think that line of thinking misses some important factors that differentiate the types of risks faced by pilots of the different craft. Flying a collapsible wing requires a very different understanding of how to manage the wing in a given parcel of air. The best paraglider pilots will prevent collapses before they happen through the process of pitch management, and they will also draw upon their experi-

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

ence of the types of air they are likely to encounter at a given site on a given day. In addition, a collapse that can be managed could well be preferable to the experience of finding our wing below us.

Hang gliders and paragliders require us to consider different parameters of weather conditions and flight experience in order to safely manage the risks. The key to safe flying is developing a realistic understanding of both the limits of your wing and the limits of your experience under that wing.

Flying in light lift or turbulence near the terrain can be hazardous no matter what you are flying. On the other hand, we all know pilots who have flown each class of wing for many accident-free years. Few of us will achieve a perfect record, but I hope we can all strive to emulate that kind of healthy selfawareness, and fly within safety margins we can tolerate.

Thanks for your reports. Please keep them coming!

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Films | Books | Sites | Links | Gear

FlyingOverEVEREST

by Ryan Voight

Flying Over Everest is the story of one “to fly over Everest in a hang glider, without man’s quest to fly over the highest moun- an engine, challenges the limits of human tain in the world, Mount Everest. At 8,848 endurance.” After seeing this film, it’s hard meters, roughly 30,000 feet, this is no easy to disagree. Flying above Everest at 30,000 task— no matter what you fly! Angelo feet, in temperatures of 40-50 degrees D’Arrigo, a bi-wingual (hang glider and below zero, is truly a remarkable accomparaglider) pilot, and an avid adventurer plishment. with too many accomplishments to list, In addition to recounting D’Arrigo’s atwoke up one morning with the dream of tempt to fly over Everest, the film depicts flying a hang glider over Mount Everest. his plan to complete this flight with two Flying Over Everest is a documentary- steppe eagles. The two eagles, one male style film that illustrates the preparation, and one female, are Angelo’s co-stars. determination, and difficulties faced by Early in the film D’Arrigo explains that he D’Arrigo in his journey to realize his dream. intends to fly over Everest with the eagles, As the narrator of the film eloquently says, and, while there, release them into the wild.

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Steppe eagles are all but extinct in that area, and D’Arrigo hopes the released male and female will reproduce the species.

This film includes the major components of an awe-inspiring documentary—a man attempting the impossible in a larger than life location. While the plot is compelling, it is the cinematography that really brings the journey to life­­; never before have I seen either Everest or eagles appear so stunningly beautiful. The images within this film pique your interest and curiosity as you view the wonders of nature. Rome based SD Cinematografica (the production company), and, especially the director of photography, Maurizio Felli, deserve the highest praise for their work on this film. It’s no wonder that this film won at least 18 prizes in International Film Festivals!

Equally impressive was the production quality of the film. Throughout the film, there’s outstanding attention to detail— each and every shot is exceptional and serves a purpose (there is no “filler”), the editing is tight and precise, and the audio is crystal clear. The DVD also includes great menus and contains bonus features, options that even the biggest films often overlook.

Although this film isn’t action-packed from start to finish, the story and imagery will keep you seated and wide-eyed from beginning to end. The only criticism of this film that I have stems from a pilot’s perspective; since the focus of the film shifts from D’Arrigo to the eagles to Everest, hang gliding and paragliding don’t get much attention. D’Arrigo’s amazing feat seems like a great way to attract positive publicity to the sport, yet the film only briefly touches on

D’Arrigo’s aircraft. This is hardly a flaw in the film, however, since that was not one of the film’s goals. It’s simply something I would have liked.

Flying Over Everest is an exciting, entertaining, and emotional journey that belongs in every hang glider and paraglider pilot’s DVD collection. The film is intended to appeal to a wider range of audience than just free-flight pilots, so nonpilots could enjoy it as well. The running time of the film is 60 minutes, plus an additional 30 minutes of DVD bonus features.

Both the audio and subtitles are available in Italian and English.

To purchase the film visit USHPA’s store at www.ushpa.aero

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

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2

INTEGRATE OR NOT 2 INTEGRATE?

I guess it all depends on where you draw the line. Free flight purists would argue that all you need is your basic flight gear, good hiking boots and a can of mixed nuts. It’s hard to argue with that but I sure like the advantages of the latest flight gadgets-the variometer(vario) and GPS. Varios have maximized our efficiency in the air, and the advent of the GPS has given us a whole new world of information. If you’re planning to use both a vario and a GPS, it makes sense for you to step up to an integrated vario. I made the switch to an integrated vario early last year and now realize what I had been missing. Not only did it clean up my flight deck, it also reduced my flight instrument stress and hassle to a fraction of what it had been before.

Integrated varios, which have been around for a few years, continue to improve.

These units are all about options and convenience, and most come with features that aren’t available with a stand alone GPS or vario. Since explaining all the great features of these instruments requires a 20-30 page manual, I’ll just cover some of their finer points.

Space: Space on a flight deck is very limited. If you fly with a flight deck, all the flight instruments available are probably causing your deck to look a lot like a garage sale.

Putting an integrated vario on your flight deck will free up much needed space (so you can add even more clutter). Most integrated varios are about the same size as a normal GPS unit. If you don’t fly with a flight deck, it makes even more sense to use an integrated vario because it will reduce the number of items strapped and/or dangling from your body.

Cost: The high price of integrated varios used to be an issue, but some models currently available can be purchased for about the same price as a vario and GPS bought separately. Other models cost a bit more, but the features and benefits they offer make them well worth the cost.

Flight Log and Analysis: Whether you’re

22 22

a beginner or veteran pilot, you’ll really appreciate the software that comes with these units. Most come with flight log software that allows you to download/upload all your flights/waypoints to your personal log or unit with just a couple of keystrokes. It often seems as if the more you fly, the less motivated you are to log your flights, but using this software makes it simple and painless.

For the hard- core techies, varios offer a comprehensive analysis of your flights through the software. Another nice feature

Photo by Brett Hazlett

of the software is its ability to connect your unit to a PC/Mac, customize its settings, and make any needed changes.

Thermal Tracking: Almost all of the units have the ability to track and relocate thermals on-screen. This is very useful for less experienced pilots; it’s like having your own personal thermal coach. On most units, a touch of a button brings up a page that displays your track and indicates the distance and direction to the last lift-a feature that’s very helpful if you’re in desperate need of a second chance before hitting the dirt.

Adjustable Vario Tones: Audio thresholds, volume and tones are all adjustable in most of the units. This comes in handy if you like to personalize your instruments.

These units provide the ability to determine the thermal average for the day- a big plus.

Once the thresholds are adjusted correctly, it will help you determine if you’re actually climbing in light conditions and/or broken lift or wasting your time.

Speed To Fly: I think most of us have heard of McCready’s “Speed to Fly” theory.

Before integrated varios, it was necessary to do some quick math and guesswork to figure out what speed was needed to get the best glide in a variety of conditions.

Integrated varios have taken all the guesswork out of that calculation by giving real time information on the screen that indicates just how fast you should fly to be most efficient. It takes into account the wind speed and direction, as well as the average thermal strength for the day. To make the most of this function, you must input the polar curve for your glider into the unit, and make sure your speed probe is calibrated correctly. If you don’t want to use a speed probe, most units have a pitot tube or other sensors within the unit that function very well. In fact, most pilots have eliminated speed probes, feeling that the integrated sensors are sufficient. In either case, if the McCready function is an important element for you to have, then you can be sure that integrated varios are the answer.

Photo by Jeff O'Brien

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

Auto-Pilot: No, integrated varios will not fly for you, but they will do practically everything else. Auto-pilot is a reference to some unique features of these units that are invaluable when it comes to navigating tasks that require GPS track log verification.

If you are flying in any event or competition (organized or not), that requires a start time, a route, and turn points with cylinders, then you’d be very wise to use an integrated vario. All the units profiled allow you to input start times and request an audible alert when you have entered or exited the start cylinder on time. Once on course, you will hear the same alert if you have successfully entered each turn point cylinder, and, again, when you cross the goal line for the day. If you’ve entered all the data correctly before you start the task, the integrated vario will do the rest for you. The unit will automatically switch from the start cylinder to each turn point and, then, on to goal, without any input from the pilot; it’s virtually hands free. All units retain all the data fields, showing relevant information about the start, turn point, and goal cylinders. The audible alert gives you confidence that you

Flytec 6030

(http://www.flytec.com/index.htm) This is the latest and greatest from Flytec and is the successor to the very popular 5030. The 6030 is considered to be the Cadillac of integrated varios. This unit has all the bells and whistles, including an SD card slot for future expansion. It comes with 2 separate banks of NiMH rechargeable batteries that automatically switch when one bank gets low, and claims up to 40 hours of use. Should you forget to recharge the NiMH batteries, you can use AA’s as well. The 6030 is Blue Tooth compatible and has a USB connection. Track log time is nine hours at two-second intervals, or 291 hours at 60-second intervals. Airspace restriction maps can be uploaded to the unit through the website. A high resolution display and unmatched attention to detail should put this unit on everyone’s wish list.

Warranty Size Weight Flight Log Cost

2 years 6 3/4” x 3 3/8” x 1” 12 oz.

Yes, on website $1399 (MSRP)

have completed the course correctly. These units also provide critical information about current glide ratio and glide ratios required to reach turn points and goal. Some of the units also have on-screen data fields that indicate a continually updated altitude above goal that can be expected upon your arrival, as determined from your current position on course-one more piece of information that helps you decide when to go on final glide.

Whether you’re flying in local club events, XC leagues, or organized competitions, these are critical tools for success. Mistakes are too costly in competitions; these units make it easier to avoid them.

Power: Some of the units have rechargeable lithium batteries while others have rechargeable NiMH with AA’s as alternative sources. The most important point about power is that there must be adequate battery life in the unit. If you might forget to charge the unit before your next flight, you’ll want batteries that last for more than a few flights before needing to be recharged. It’s a good idea to have the option of inserting AA’s into your unit should you find out before launching that the unit has little

NiMH life left. Rechargeable batteries are great, but having the AA’s as an alternative is especially important if you find yourself in an area with poor recharging options.

I’ll briefly review some of the characteristics of six of the most popular GPS/ vario models currently available. Each has enough information available at its online website for you to make an informed decision as to which one will be right for you. This article will be a cursory overview of information given online. In the meantime, technology is advancing fast while prices continue to drop, so maybe it’s time for you to take another look at purchasing an integrated vario.

Here’s how they stack up: (Note: Flytec and Brauniger respectively manufacture several of the varios to be considered. It’s been rumored these two were actually the same, but I found out they are definitely two separate companies. They have formed a relationship of cooperative development, and shared technology in the hope of gaining an advantage over their competitors. However, their products do have subtle differences. )

Flytec 6020

Aircotec XC-Trainer Dual

(http://www.flytec.com/index.htm) This unit comes in the same color, size and housing as the 6030. It was designed to have most of the features of its big brother, the 6030, but with a smaller price tag. The display is high resolution and all the features of the unit can be accessed easily through the keypads. It has two separate banks of NiMH rechargeable batteries that automatically switch over when one bank gets low and boasts up to 40 hours of use.

AA batteries can be used as well and PC connection is through a USB cable. Track log time is nine hours at two-second intervals or 291 hours at 60 second intervals. It also has an SD card slot for future expansion. Airspace restriction maps can be uploaded to the unit through the website.

Warranty Size Weight Flight Log Cost

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

2 years 6 3/4” x 3 3/8” x 1” 12 oz.

Yes, on website $1050 (MSRP)

(http://www.aircotec.com/cms/front_content.php) This unit is very popular in Europe but hasn’t quite established a presence here in the U.S. It’s the most compact of all the units in this review.

The unit is color customizable due to the ability to change the housing.

Power is supplied through an internal lithium-ion battery with usage time of 15 hours per charge. PC connection is through a serial cable, and infrared. The display is not high resolution as are the Flytec and Brauniger units. Airspace restriction mapping can be uploaded to the unit. I do like the size of this unit, but I’m a little curious about the ease of accessing all the functions of the unit through just three buttons on the face. I’d like to get my hands on one of these units to see how accessible the functions really are.

Warranty Size Weight Flight Log Cost

2 years 5.4” x 2.5” x 1.1” 5.2 oz.

Yes, on website $1000 (MSRP)

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Digifly Leonardo Pro

(http://www.digifly.com/WEB3/HOME_UK/home_uk.html) Digifly is the latest company to jump on the integrated vario bandwagon. Power is supplied through AA or NiMH rechargeable batteries with up to 40 hours of use. The unit is Blue Tooth compatible and connects to a PC through a serial cable. Airspace restriction mapping currently cannot be uploaded to the unit but is supposed to be an available option soon. The display is not high resolution as are the Flytec and Brauniger units. There seem to be enough function buttons to access various pages and information on the face of the unit. The price of this unit forces it to compete with the Flytec 6030. Whether it can compete successfully or not remains to be seen.

Warranty Size Weight Flight Log Cost

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3 years 5.6” x 2.8” x .9” 8.4 oz.

Yes, on website $1160 (MSRP)

Brauniger Compeo+

(http://www.braunigerusa.com/index.htm) Brauniger has a solid reputation among pilots and the Compeo+ is their flagship. Like the 6030, it, too, has everything you could want from an integrated vario. It’s blue tooth compatible and has a USB connection.

Track log time is nine hours at two-second intervals or 291 hours at 60-second intervals. It has two separate banks of NiMH rechargeable batteries that automatically switch when one bank gets low. It can give you up to 40 hours of use per charge and allows you to use AA’s as well. The unit is blue tooth compatible, has a USB connection, and an SD card slot for future expansion. With exceptional styling and a high resolution display, you’ll want this bad boy in your gear bag as well.

Warranty Size Weight Flight Log Cost

2 years 6.75” x 3.375” x 1” 12 oz.

Yes, on website $1399 (MSRP)

Brauniger Competino+

(http://www.braunigerusa.com/index.htm) This unit comes in the same color, size and housing as the Compeo+.

It has most of the features of the Compeo+ but with a smaller price tag. The display is high resolution and all the features of the unit can be accessed easily through the keypads. PC connection is through a USB cable. Track log time is nine hours at two-second intervals or 291 hours at 60-second intervals. It also has an SD card slot for future expansion and airspace restriction maps can be uploaded to the unit through the website. It has two separate banks of NiMH rechargeable batteries that automatically switch over when one bank gets low and boasts up to 40 hours of use. AA batteries can be used as well.

Warranty Size Weight Flight Log Cost

2 years 6.75” x 3.375” x 1” 12 oz.

Yes, on website $1050 (MSRP)

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

For me, one of the biggest issues when strument that knows when I’m in the turn "Pilots always ask how they can practice considering buying anything technical is point and drops a track point instantly with- competition flying. These GPS/vario units whether or not I can get good service and out me having to worry about it. I can pro- allow pilots to simulate and practice one support for the product should something ceed through a task almost entirely without of the most important portions of any race go wrong with it. After all, these units will touching a single button."

- the start. On any decent soarable day a - Dustin Martin pilot can simulate many different types of be nothing more than vario/altimeters Top US Hang Glider pilot start windows and race types without ever if you can’t figure out how to use all their great features or have technical issues that having to venture far away from launch or nobody can help you with. Service and sup- "A good integrated flight instrument allows the nearest house thermal. The visual and port are just as important as technology hands-free speed optimization, efficient audible feedback provided by the units help tagging of the start and turn points, and pilots develop this critical racing skill." and price.

- Len Szafaryn All the integrated varios reviewed in technical final glides. The audio ‘coaching’ Top US Paragliding Pilot this article have good websites detailing has also improved my feel for speed and their products. I also advise you to search range even when flying without instruthe online forums to check out the pilot ments."

- Brett Hazlett feedback for each of these units. I found a Top Canadian Hang Glider pilot wealth of information from pilot feedback for these products at www.paraglidingfo"My favorite feature of a combined GPS/ rum.com and http://ozreport.com/forum . vario, such as my Flytec 6030, is the L/D TESTIMONIALS: Goal data field. This gives the glide ratio "I like the reduction in workload. Instead of around the remaining turn points on the two devices with ten buttons each, I have course. There is also the Altitude above one. A recurring problem I had in my ear- Goal data field, which requires less initial lier comps was missing sectors by only thinking, but more second guessing."

KHK USHPA 08 flying proofwith 3:Layout 1 2/14/08 2:58 PM Page 1 - Josh Cohn meters evenad while two backup Top US Paragliding pilot GPS’s. There is nothing like having an in-

36th Annual

Hang Gliding Spectacular May 16th - May 19, 2008 • Jockey’s Ridge State Park • Nags Head, NC

EVENTS INCLUDE: Dune Competition Film Festival - Private pre-release screening of “Big Blue Sky” Instructor Alumni Reunion • Woody Jones Memorial Street Dance Rogallo Foundation Hall of Fame induction ceremony

877-FLY-THIS www.kittyhawkkites.com www.hangglidingspectacular.com

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

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National Weather Service

BulletinNo.3173 The following announcement appears as a service to our readers and presents a unique opportunity for the right pilots to fly while benefiting the public:

DATELINE: BOULDER, COLORADO-1-14-08

all possible methods of coping with current drought conditions and the possibility of the spread of drought as warming continues.

The main duties of the pilots will be to show up promptly at the test sites designated and to participate in flying events.

Most of these events will be competitions, so competition experience is desirable, but many events will simply be fly-ins. Those who do not compete may still be asked to fly before or after the competition rounds, so all pilots of intermediate and above skills are welcome to apply. Pilots will be required to fill out questionnaires after each event relating to their flight, including where they flew and, number of thermals used and amount of time spent in each thermal. GPS units will be issued to pilots without them to help with this data collection. All pilots will be compensated for their time and expenses, with larger remuneration going to the pilots who spend most time on the circuit and hence in the air.

The tentative event schedule is to start in the Southeast of the US and work westward to end up in California or Washington State. However, this schedule will be subject to change as drought areas develop and vary throughout the summer. With this moving event schedule, it is expected that pilots can readily return home at some point to take care of personal business. If enough pilots sign up for the project, there can always be some absent and the study

Photo by Ancil Nance

The National Weather Service office located at the National Center for Atmospheric Research (NCAR) in Boulder, Colorado has issued an invitation for all interested pilots to apply for a summer research project.

Beginning in the first week of June 2008 and continuing until late August, there will be a series of events and tests conducted on a large scale throughout drought areas of the United States. Both paraglider and hang glider pilots are needed to participate in a carefully controlled double-blind study relating to aviation and weather. Only pilots free for at least one week a month and all weekends throughout the summer will be accepted.

NCAR has received a generous grant to fund this study from the agriculture department as well as donations from private enterprises concerned with agriculture and the effects of global warming. Because the federal administration does not acknowledge the existence of global warming, NCAR cannot use itâ&#x20AC;&#x2122;s normal federal funding, but has set up a separate facility and organization-the Federation of Atmospheric Research Service at Englewood-to handle this and other studies. The idea is to explore

Reported by Pria Kator

can still progress unhampered.

The idea of the Liquidification and Mechanical Entropy study (as it is called) is to test the efficacy and validity of the common assumption that scheduling aerial sporting events results in inclement weather and especially rain. By holding a series of events under carefully controlled conditions, the Federation of Atmospheric Research Service will determine if the amount of rainfall can be influenced by external means. Of course pilots participating in competitions have long bantered about such a notion, but it has up to now only been a matter of speculation.

I called the number supplied with this bulletin and talked to the head of the project, Dr. Ian McSchlusselmaus. He explains the science behind the study thusly: â&#x20AC;&#x153;Large groups of gliders in the air cannot help but cause some local effects. Namely, they turbulate the thermals, resulting in increased mixing with the surrounding air. The effect is to entrain much more surface moisture upwards, but even more importantly, more dust is being carried aloft by the convection currents and this dust serves as the allimportant condensation nuclei that result in water droplet formation, cloud and subsequent rain. A pilot study at three flying events in July 2007 showed us that indeed there seems to be a connection to large numbers of gliders flying and the amount of subsequent precipitation measured, both in the area of the flying and downwind for a distance of several hundred kilometers, depending on the wind. At least two thunderstorms materialized during the course

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April 2008: Hang Gliding & Paragliding â&#x20AC;&#x201C; www.USHPA .aero

of those meets, and one lingered with sporadic precipitation for a day and a half. Now it’s time to test our theories rigorously in an experiment we can control.”

We (the USHPA) will continue to update pilots throughout the coming months, but time is short and a roster of at least 100 pilots is needed for a full complement of pilots with good skills and time flexibility to be able to fly many days in a row all summer long for hire. Interested pilots can download an application and get additional information about required equipment, scheduling and venues on the Federal Atmospheric Research Service at Englewood website:

www.FARSE.com. Readers can expect a full pre-signed by President Bush intended to report to appear in this magazine at the end award American farmers for exemplary of the year with results and some profiles production. The awards read: “Presented and photos of the participating pilots. In our on behalf of the American people view, this study presents an ideal opportu- to__________________ for achievenity for committed pilots to live the dream ment in hog farming and contribution to of a summer-long paid flying trip while con- the nation’s prosperity. Congratulations and tributing to a worthy cause. good luck. Signed George Bush, President The institution has reported one other of the United States of America. FARSE related item. Apparently, since the govern- figures they can photoshop “hog” to read ment does not officially sanction the LME “high” and “farming” to read “flying.” study, FARSE cannot obtain standard certificates of participation and citizenship.

However, FARSE has managed to secure over 100 certificates suitable for framing PRIAVERA-KATOR

is an award-winning journalist specializing in events relating to institutions along the Front Range in Colorado. These institutions include the Air Force Academy, the University of Colorado, Coors brewery, the Rocky Flats Weapons Facility, NCAR and the Pearl Street Mall. She has worked for the Raleigh, North Carolina News and Observer and is now feature editor at the Rocky Mountain News in Denver. She learned to hang glide at Kitty Hawk Kites in 1995 and has taken two paragliding lessons in Golden Colorado last summer.

Pria can be reached for comment at pvk@ rmnews.net.

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AMERICAN IN

words & images by BRADSANDER

P

akistan, to put it simply, offers the highest, most incredible flying on Earth, and you don’t have to be a “skygod” to enjoy it. Pakistan’s rich diversity, complex history and welcoming people make the traveling equally as rewarding as the flying. So how does someone end up paragliding in Pakistan?

At one time I was a wild-land fire fighter during the summer months stationed in Alaska. Since that job gave me the freedom to do what I wanted the rest of the year, I traveled the world-paragliding. Each year I discovered the more I put into flying, the more it gave back. In the fall of 2006, I decided to give up my job (at least for a summer) and follow my heart to the biggest flyable mountains I could find.

My search led me first to Patagonia where, in January of 2007, I met Olivier Laguero, a French photographer.

He showed me amazing photographs from Pakistan and regaled me with stories about John Silvester, a paraglider who had nearly com- ©Dmitryp|dreamstime.com pleted a circumnavigation of Nanga Parbat, a 26,000 foot peak in the Karakorom Mountains. Sitting with Olivier,seeing his pictures and hearing his first hand account of Silvester’s feat, blew my mind! Does a place like this exist? Can cloud base really be over 23,000 feet? And are the people really as nice as he says? This encounter compelled me to seek answers to these questions. Spurred on by my curiosity and enthusiasm, I planned a trip to Pakistan.

After leaving South America, I journeyed to Nepal,

followed by India. Throughout the spring I tried to persuade other pilots to come with me to Pakistan. Many expressed interest but only one, Fernando, a Spanish pilot, agreed to join me. We arrived in Pakistan in early May. Wary of how Pakistanis would respond to an American, and erring on the side of caution, I considered letting Fernando do the talking while I pretended to be a Spaniard incapable of speaking English.

However, after crossing overland to Pakistan from India, my fears diminished and I began to relax. The innate and unreserved hospitality of the Pakistani people was something we experienced throughout our travels in so many meaningful ways and in a variety of unexpected situations. Once, a man sitting next to me on the public bus paid my fare simply because I was a guest in his country. The following day, in Peshawar, a man sitting next to me paid for my mango shake and then left, asking nothing in return. It was a refreshing change from India and Nepal where tourists are often seen primarily as sources of revenue, or in South America where robbery and theft are common. Here, I was a “guest” in the country. During the five months that I was in Pakistan, I never claimed to be anything but an American and never experienced a hostile reaction.

After Peshawar, we proceeded overland to Chitral, a peaceful province (in part due to its remoteness) far up in the northwest part of the country. The only

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[previous page] Self portrait over the Hunza Valley with Rakaposhi in the background. Public transportation in Islamabad. [this page] At the base of Tirch Mir - I would eventually fly up and around the left.

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road from Peshawar to Chitral crosses the 10,000 foot Lowari pass--impassable during the winter. In early May the normal 12 hour drive from Peshawar took 18 hours due to a heavy snowfall and the poor condition of the road. The city of Chitral, home to 30,000 people, is nestled in the mountains. The town surrounds a mosque and an historic fort that borders the landing field where soccer and cricket are often played.

Fortunately, Fernando and I were not heading into totally uncharted territory. A paragliding friend had flown there two years earlier for a couple of days and had given me contact information for a local paraglider, Siraj Ulmulk, owner of the Hindukush Heights Hotel.

His name sounded familiar. I had just finished reading “The Great Game,” a book given to me by my friend Jamie Messenger, a paraglider who lives in Nepal. The last story tells of the British interference / influence in Chitral during the Russian-British campaign to gain control over the entire area lying between Russia and India. In 1895, after a 46-day siege, the British appointed Shuja-ul-Mulk to be the last Mehtar (Prince) of Chitral. Siraj is the grandson of that man. A retired Pakistan International Airlines captain, Siraj used to free-fly; although he no longer flies, he is keenly interested in seeing more pilots come to Chitral and gave us a warm welcome. Needless to say, my first exposure to Pakistani culture was fascinating. We were flattered and fortunate to have a Pakistani prince act as our site guide!

The road to launch, easily drivable by car, takes 45 minutes. Before there were motorized vehicles in Chitral, Siraj’s grandfather had the road built to access his summer palace. It was constructed for the one newly introduced car in Chitral, an Austin (the it’s time to fly! It’s the view of Tirich Mir that radiates British equivalent of the Model T). The car itself was what I associate with flying Pakistan-- the feeling of disassembled, carried by hand over the Lowari pass being a very small, fragile paraglider amidst breathand reassembled in Chitral. The crumbling remains taking scenery. It’s humbling and extremely intimiof the Mehtar’s Summer Palace provide a picturesque dating. Luckily, Fernando agrees it’s a good idea to fly; backdrop for a huge easy take-off area that faces north, alone I might not have the courage. east and south. Launch is 3500 feet above the valley Once in the air, I’m in my element. Spring thermals floor, which is 5000 feet above sea level. The moun- in the Hindukush are easy to find, but staying in them tains to the east and west are impressive, but it is is challenging. Small strong cores and the associated Tirich Mir to the north, at a height over 25,000 feet, turbulence demands significant attention to keep my that commands attention.

DHV-1/2 wing open. Flying a four-hour cross-counAfter seeing these magnificent mountains, I decide try takes everything I have mentally and physically, April 2008: Hang Gliding & Paragliding – www.USHPA .aero

“I’m exactly where I’m supposed to be in life.” but the rewards are phenomenal. Past high flights in India and Argentina have given me a perspective on the world, but my second flight in Pakistan takes me over 18,500 feet. It’s my highest to date, but it’s not the numbers that make it so special. It’s something about seeing the world from above these mountains, supported only by fabric and string, and using the natural environment combined with my knowledge to arrive there. I suddenly realize I’m exactly where I’m supposed to be in life. Something in me is changing.

A

fter a hard day’s flying I need to rest in order to process recent events as well as to make contact with those I love back home. It’s easy and inexpensive to call back to the U.S.(only seven cents a minute) and great to share my thrilling experiences with my father and sister. My excitement is so contagious that my Dad, even though he’s only a novice paraglider, decides to join me in September. “Pakistan has to be experienced to be understood,” I tell him.

When the weather becomes un-flyable, I use my time to get to know a couple of active local pilots. As novices at a remote site, Farhad and Saif are eager to

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[below] The final match at the Shandur Polo Festival, my landing zone for the day.

get advice on paragliding. My advice: “Don’t fly when it’s thermic!” After the first flights from Chitral, I’ve had an epiphany. The mountains, people, scenery, and flying are better than anything I ever hoped for.

Wanting to share this with other pilots, I email all my friends and invite them to come! I even make a webpage offering to organize logistics for those who don’t have the time to do it themselves.

Fernando and I decide to head to Booni, a nearby town, to look for a high launch to complement the already stellar local flying. On the way out of town a honking taxi pulls up beside us with a man waving a familiar pouch. The man is Faroq, owner of the hotel where we’d been staying, and the pouch is mine. It contains a big wad of cash and copies of important documents that I’d left stashed under my bed when checking out of the hotel! Nothing’s been touched, and Faroq is very pleased to have been able to help me.

En route to Booni we learn a bit about the problems facing the locals of the area, witnessing a dramatic example as we stop to visit a school that was filled with mud by a recent landslide. Sikander, a new friend, attributes it to the unusual weather this year combined with deforestation from fuel-wood gathering, an increasing practice causing devastation and

man-made calamities in the Himalayas from Nepal through India to Pakistan.

For three days in Booni we don’t have suitable flying weather, but we do locate a road leading to a 12,600 foot launch that we’re convinced has a lot of potential. Because of inclement weather and snow blocking the road, however, we only manage a glide down to the plateau 6500 feet below. It’s here that we also get our first taste of polo. Teams from Chitral and Gilgit, the major cities on either side of the pass, will be competing in the famous Shandur Polo Festival.

The winner will be determined after three days of matches. Sikander is not only the Nazim but also captain of the Chitral team and its star player. From wielding his polo club, Sikander has mild tendonitis, a condition I developed rock climbing. I’m able to give him some helpful treatment advice, a small return for his hospitality.

We decide it’s time to move on, so Fernando and I wend our way to Gilgit and Karimabad in the Hunza Valley. The Hunza Valley is different from Chitral and Booni because of its location on the Karakoram Highway, making it easily accessible to tourists. There are many hotels, restaurants and shops that cater to foreigners; consequently, it’s a very comfortable place, but, thankfully, it hasn’t taken on the sometimes-irri-

tating patterns that a traveler runs the risk of facing at full-fledged tourist haunts.

to see.

In late June Fernando returns to Spain, the weather warms up, and I journey back to Booni. The road is n Hunza, I experience a different kind of flying, now open all the way to the launch, but getting there one that will come to be more the norm than the is a challenge. Although I’ve been looking at scenery first gut-churning, fear-filled rides I experienced like this every day for two months, these mountains during early May in Chitral. On June 11th, I’m climb- still take my breath away. I’m small, I’m scared, and ing alone, Fernando’s I’m alone at a brand new been weakened by a linlaunch site. But my prepgering chest infection aration for this moment and is on his third round has been good. I rememof antibiotics. The climb ber my high wind launch is strong, sustained at technique and soon take 1200 to 1600 feet per off and easily climb up minute but not turbulent, for a three hour explorand easy to maintain. I’m atory flight, crossing the climbing evenly through 8 mile wide valley, getthe turns when I come ting to over 20,000 feet, level with Bublimotin and landing at the Booni peak and recognize exactly where John Silvester polo ground, not far from my hotel. flew. Holy cow, now I can appreciate his flight even The locals here are Ismailis, a moderate and promore than on the Youtube video I Googled long ago. gressive group of Muslims. Education is widespread No way am I going in as close as he did to that big so having children speak to me in English is not rock face. I go on glide at 18,000 feet and snap a few unique. A boy asks where I’m from, a common quesphotos; then I hit another elevator. Strong easy climbs tion, but his second surprises me, “Did you fly all the are exactly where you expect to find them, and I do! way from your country using that?” He points at my That is Pakistan on a good day. All thought is erased folded paraglider. I laugh, shake my head, “No, I took as the Earth falls away below me, leaving only awe a plane from America to get here.” and wonder as row upon row of mountains and glaThe route I’m thinking about flying now would ciers are revealed with every turn. It’s sensory overload, have seemed ridiculous, unthinkable or impossible but all systems are online and fully functioning as I for me when I first arrived in Pakistan. But that was reach the base of a newly formed cumulus. My heart two months ago, two months of experiences. I’m a rate has climbed to 136, GPS groundspeed is 30 mph different person now. Again I study the terrain, using and elevation, 23,200. I’ve surpassed 23,000 feet-- a Google Earth, and come up with a plan for the next number I thought only sky-gods capable of reaching! day, July 7, the first of a three day polo tournament This seems to be an achievement beyond my abilities, on Shandur Pass. It’s five hours of rough road by jeep, but here I am and it was easy. I’m almost directly over but by air it’s only two ridges and 36 miles away. My my hotel so it’s not a remote area. experience tells me it’s possible to fly there; I’ll just I immediately go on glide because I think it’s safe need a little altitude. to assume that a person shouldn’t linger at this altitude, A shepherd watches as I prepare my wing behind no matter how good they feel. More importantly, the the windy take off, then kneel and close my eyes, cold makes me desire a lower altitude. Hands folded trying to rein in my emotions. When I stand, the under my arms, I contemplate the next step. shepherd is watching me. “I will fly to Shandur, InFernando helped me plan a possible route on shallah” (Arabic for “If god wills it.”). It’s easy to my laptop using Google Earth, and from here the have grand dreams and still remain humble in these route looks solid. Three thermals are working into big mountains. During the flight I consider landing a light headwind, and I’ve gained the north ridge of a few times, due to turbulence and due to the threat Rakaposhi and giant glaciers at over 20,000 feet. It’s of overdevelopment. Pushing on, I’m rewarded with late in the day and I’ve pushed myself hard enough an unforgettable flight which words fail to describe. I that I do a quick top up at a predictable climb and land at the polo field on top of Shandur Pass between glide back to town 19 miles away. I have two options a machine gun placement and TV camera van, to the for landing-- a small field close to my hotel or a larger cheers of the Pakistani military. The first game starts open area next to the river. Today I choose the easy an hour later, and, shortly thereafter,a gust front rolls option. In a flight of less than 4 hours I’ve crossed through. terrain that would take weeks for a mountaineer, and Polo, I learn, is fast and action packed. My time I’ve seen views only a handful of people may ever get at the tournament follows suit. I meet pilots from

I

“‘Did you fly all the way from your country using that?’

He points at my folded paraglider.”

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33

Islamabad who, like many Pakistanis, will soon surprised to find incredible weather, with a high cloud become my friends. My comrades from Chitral who base and long days with no overdevelopment.

In the time that I’ve been here I’ve seen a change in are here are able to enjoy flying with me over the next myself.

The more I fly, the more comfortable I become. two days. This consists of hiking up an hour, then I see additional possibilities on the horizon. Is there an flying down to land on or near the polo field-- rather end to my ideas?

Not quite. I’ve gained invaluable selftame for me but a highlight for them. We wait to fly until helicopters bringing important government of- awareness and knowledge of another culture, both ficials have landed. Pervez Musharraf, the President, of which whet my appetite for further adventure. In does not come this year due to the country’s internal Pakistan, my interaction with the locals and my exproblems. The final match is exciting: in a close game traordinary travel experiences have been as captivating that goes into over-time Sikander leads Chitral to vic- as the superb flying! I plan to return in September. My tory, while his brother Siraj broadcasts the match for father will come, and I’ll bring my tandem. Who else the thousands in the stands and a national television will come and what more will we do? audience.

After the tournament I return to Booni with Freddy, a French pilot I met in Shandur. It’s mid July so we’re expecting monsoons to end the flying. We’re [above] 21,000 feet going XC over Shandur Pass. The polo field is next to the lake. [right] Warm reception by the locals at the Booni Polo Ground. [opposite] Over the Karakorum, photo by Philippe Nodet, courtesy of www.flyozone.com

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April 2008: Hang Gliding & Paragliding â&#x20AC;&#x201C; www.USHPA .aero

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â&#x20AC;˘

SWISS Style W

word & images by CHUCKWOODS

hen one thinks of Switzerland, visions of alpine glaciers, flower covered meadows, bell bedecked cows, and decadent chocolate come to were made on the internet with Stu and mind. For a paraglider pilot, all of this is Mike Belbas, twin brothers and owners complemented and enhanced by an abun- of Verbier Summits, whose advice on dance of foot launched airtime. their website (http://www.verbier-summits.

My companion, Jo Stefan, and I went com/) turned out to be totally reliable. We to Switzerland in eager anticipation of a opted for the full meal package, includparagliding adventure. Our primary goal ing 5 star accommodations, breakfast and for the two weeks we had available was to dinner each day, guides, rides, and unlimcapture as much airtime and European ited flying with retrievals. Their assurance experience as possible. Our arrangements that all skill levels could be accommodated

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was important for us. Although I have flown hang gliders since 1978 and logged over 3000 hours on them, I was new to baggies, and Jo was just beginning her flying career.

We flew into Geneva and opted for a rental car in order to have flexibility; however, the train system in Switzerland is efficient and will get you anywhere you desire.

The highway system in Switzerland is also excellent. The drive to Verbier took less than 2 hours, with a route around beautiful Lake Geneva that went deep into the

April 2008: Hang Gliding & Paragliding â&#x20AC;&#x201C; www.USHPA .aero

“Our initial impression of this site - a grassy gentle slope with wildflowers - was sheer ecstasy."

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Alps.

Arriving in Verbier, we were greeted by cumulus filled skies and all manners of soaring crafts high above the peaks. A quick call to Stu by cell phone informed us that we would be met in town and taken to our home base for the week. This turned out to be a luxurious chalet overlooking the town of Verbier and the valley below.

As Stu and Mike promised, our flying adventure began immediately.

We loaded into one of the two summit vans and were whisked away to our first flight. Our destination was the Les Ruinettes launch (latitude 46° 5’26.82”N, longitude 7°15’7.30”E). You can access this launch directly by a gondola from the town or drive to it along a 2 wheel dirt road.

Being from New Mexico, we’re not accustomed to green, obstacle free launches, so our initial impression of this site-a grassy gentle slope covered with wildflowers-was sheer ecstasy. Since Jo is a newbie to para- thermals, and an opportunity for some gliding, her first flight was a tandem with real altitude gains that allow for exploring Mike as the pilot in command. I watched the Verbier ridgeline and peaks. The eveas they successfully launched and pro- ning flights are typically made up of larger, ceeded to focus on my own liftoff. Light smoother thermals that have mellowed out winds favored a forward launch technique and can be worked till dusk if conditions and I was aloft in moments, finding light allow. thermals in the cool of the late evening. I This day’s early 10:00 a.m. flight was was able to work sufficient thermal lift to right on par with the norm and consisted stay slightly above launch level and logged of an extended sledder working light theralmost an hour of soaring before head- mals in just under an hour of airtime. The ing out to the Champ Sec LZ. This LZ is next flight that day was at 3:45 pm. Jo had large, grass covered, and the perfect end to joined us from her morning training and our day. After a great flying day, Stu and flew another tandem with Mike. The conMike treated the group to a BBQ dinner ditions consisted of stronger, punchy therat a nearby campsite complete with all the mals that enabled me to gain over 3000’ wine and beer we could handle. above launch and allowed me to venture Our typical schedule consisted of an early breakfast, weather briefing and launch site determination.

The primary launch site is Les Ruinettes; it is located on the ridgeline best situated for thermaling. Each day’s objective is to get as many flights as possible to accommodate the varying levels of pilot skills. Early flights are generally marked with light thermal lift and a time to work on maneuvers.

The mid day flights are generally filled with stronger April 2008: Hang Gliding & Paragliding – www.USHPA .aero

back to the peaks and get an extraordinary visual of the alpine lakes and glacierssimply awesome. While enjoying the views and working a tight core, I was joined by Mike and Jo flying tandem, and we worked the lift together while I snapped pictures of them and the surrounding vistas. After a couple hours of this fun, it was time to head to the LZ and join the camaraderie of our group who were sharing stories of the day’s flights. Jo was concerned that the nausea she was feeling during her flights could be a problem when she soloed. I told her that it would be like riding in a car: when you’re a passenger you might get nauseous, but when you drive, it all disappears. Time will tell.

Awaking to another morning in paradise and looking forward to the day, Jo planned to take her first altitude flights from a 500’ launch site. I joined her for this morning adventure. The launch was a short hike from the road and consisted of an open gentle slope, but the LZ was definitely tight and situated midway down the ridge above the valley. It was bordered on the upslope and downwind sides by high trees and on the approach side by chalets and power lines. Adding to the complexity was a road on the down slope side and a golf course across the road. I decided to fly first so I could test the air and be at the LZ when Jo made her approach for landing.

From the LZ I could see Jo’s launch and videoed the entire flight. She had radio contact with Stu who was in the LZ and guiding her on approach. Upon landing, she had a wide smile. When I asked her if she got nauseous during the flight, she laughed and said she never had time to think about it.

What an extraordinary accomplishment for her! The vans picked us up and we returned to the launch for another 500’ flight, which was just as successful as the first. After a quick lunch, we headed to Les Ruinettes launch with hopes of getting Jo a 4000’ AGL flight.

However, Mother Nature was not cooperating as a Foehn, a strong southerly flow, existed that day and created poor flying condi37

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tions for Jo. When I took a flight, I was Through the instruction she was receiving, Les Ruinettes and racked up 4.5 hours of met by rowdy, turbulent air as I climbed she began to work on knowing her canopy, airtime. She was never nauseous again in above launch. I decided it was best to stay initiating big ears, and perfecting weight flight and is eagerly awaiting further advenat launch level or lower to avoid the turbu- shift directional control with big ears. She tures. I was able to accumulate 18 hours of lence, so I boated around for an hour and learned directional control with D risers airtime and now feel more confident in my called it quits for the day. for the time when her brakes might not baggie. The portability of paragliders truly be available. Landing approaches became lends themselves to adventures such as this. he next five days were filled with more intuitive and her target area became Overall, we felt we were successful in our multiple flights, primarily from smaller and smaller with each flight. What primary goal of getting an abundance of airtime and experiencing the European Les Ruinettes. The Foehn subsided an awesome way to learn to paraglide! lifestyle.

We look forward to doing it and cumulus clouds returned, marking We had eight continuous days of flying again. the thermals. Many flights were to cloud in varying conditions. A weather system base and you could venture along the was predicted to move in the next day entire Verbier ridgeline above the high and bring rain, so we decided to explore peaks. Hang gliders, paragliders, and sail- the area and headed to Zermatt, home of planes all took advantage of these great the Matterhorn. Although conditions were CHUCKWOODS days and shared the sky. On one notable not flyable while we were there, the area is has been flying hang gliders since 1976. He’s a master rated HG with flying day, the cloud base was low, slightly breathtakingly beautiful. Riding the train 3000+ hours. He’s new to paraglidup the mountain to the Gornergrat allows above launch level, and out over the valley ing and recently acquired his P3. He’s you to view 6 glaciers that flow from the the cums formed lower and arose as they an executive with a National Title high peaks and merge together in the valley neared the ridge. Each of those days Jo Insurance company. below.

It was simply an amazing view, esgot to fly in the smooth morning and evepecially for someone from the desert. ning conditions. Her skills progressively When all is said and done, we had a improved with her launches becoming more confident and aggressive each day. fabulous adventure. Jo got 12 flights from

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PHotos: Till Gottbrath

Is progress still possible?

Nova team pilot Ingo Kallmayer during test flights in autumn over the achensee (Tyrol).

MENTOR – THE NEXT STEP

3-year warranty on materials and craftsmanship included.

Tr y the Mentor and make your opinion! Nova only replaces a glider by a new one, if the new one is clearly improved compared to its predecessor. This time the level is pretty high due to the Mamboo.

Including a 1-year full warranty.

Please note: International warranty differs from regulations in Austria, Germany and Switzerland.

DISTRIBUTION USA

NOVA HEADQUARTERS

SUPER FLY INC, | 8683 Sandy Parkway · Sandy, UT 84070 , USA Tel. 801.255.9595 · Fax 801.256.9898

NOVA INTERNATIONAL | Bernhard-Höfel-Str. 14 · A-6020 Innsbruck, Austria Tel. ++43 (0) 512 - 36 13 40 · info@nova-wings.com

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P E R F O R M A N C E

P A R A G L I D E R S

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April 2008: Hang Gliding & Paragliding â&#x20AC;&#x201C; www.USHPA .aero

Photo courtesy of www.flyozone.com

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Photo by Fre d Stockw

ell

When Ken and I got to the launch area at the top of the cliff, he unrolled his state of the art Feral E-10 glider that John had just sewn him. He began to unravel, untwist, and uncombobulate the lines that seemed so very complex to me at the time. It was the maiden voyage for this machine.

Ken was nervous. I was glad I was watching.

The launch area consisted of a 10-15 foot running area before the edge of the ne warm New cliff.

The pilot had only a second to decide Hampshire winter day in if the canopy was flying correctly before he 1988, my climbing partner was obliged to step into the void. At the Ken asked me if I’d a company him time it didn’t seem too unreasonable to me. up the Webster Cliff trail to help This is what I thought paragliding was all him launch his paraglider from the about-some sport for psychos who wanted a top of the ridge. “Sure,” I thought, diversion from climbing.

“I’m not doing anything anyway.” I Finally he hooked in to his rock climbing packed a six-pack of beer and some harness with two pieces of webbing and I held lunch and we headed up. The snow the leading edge up. I couldn’t help feeling a little on the trail was broken out, so we bit amped.

I remember my palms beginning to made pretty good time while sweat.

It just didn’t look as if this wing of nylon Ken told me all about unpowered and thread would inflate with air, let alone carry flight. I had seen John Bouchard fly off a human being down from the top of this preciWhitehorse ledge while I had been rock climbing pice.

Ken grabbed hold of the risers and tugged. the previous autumn, and thought it looked cool.

The canopy listed a little to the right, but he ran Then another day I had seen my friend Jeff come off the cliff anyway, charging at the abyss with a up short on the landing zone and put his glider sense of vigor in Echo Lake with a frenzy of splashing. Things that I had didn’t look too appetizing then. Above all, I was sure I would never get into it. It was far too dangerous compared to rock climbing, I rationalized, and besides, who could afford the $800 to buy a chute? No, this sport was definitely not for me.

O

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never seen him demonstrate before. He was airborne and dreds into his hand, unknowingly sealing my fate forever going up. As my jaw went slack and smashed into the as an airhead. “Good,” said John, “I’ve already called Jay ground, my heart skipped a beat and I stood there watch- Jamison and told him that you were going to be coming ing with incredible amazement. Ken was flying, attached out to Salt Lake. I told him you would be giving him a call to the air only by nylon and string. He flew out over the for lessons. He’s a real nice guy and a great instructor. He’s valley, made a couple of 360’s and landed in a patch of expecting your call.”

Oh great, I thought, now I’ve really done it. I’ll have to grass surrounded by 100 foot trees 2200 feet below.

All at once I was shocked, blown away, and jealous that take lessons now that John has so thankfully set everything it was Ken instead of me who had just landed. I sprinted up.

“It just so happens,” he continued, “that I’ll be out there down the trail as fast as possible. I had to get one of these airbags; there were no two ways about it. I suddenly forgot about the same time.”

Well, I thought, might as well have signed my name in all the danger that I had perceived before. I was hooked blood to this agreement. on flight.

Racing across the country in my ratty old Datsun, A few days later I called John Bouchard. “I heard through the grapevine that you had a used glider for sale.” flight dominated my thoughts. I had one scheduled stop in “Sure,” he said, “I’ve got a seven cell that flies pretty well, Aspen to visit with some friends and then it was on to Salt but you’ll probably want a nine for your body weight. I Lake to fulfill my fantasy of un-powered flight. During the could sew in two extra cells. But you’re going to have to long cross-country drive I slowly accepted the idea that one promise to take lessons, and the best place to do that is in day’s lesson in flight might not be a bad idea. There was the oddball chance that I might learn something.

Salt Lake City, not here.”

In Hays, Kansas my water pump blew wide open on “Sounds great to me,” I replied, trying to suppress the trembling excitement in my voice. I was on my way now Easter Sunday forcing my plans to grind to a standstill.

One frustrated open bivouac on the high plains and a and there was no turning back.

A week later I talked to John again. He had flown the morning of onsite auto maintenance had me rolling westglider with the two new extra cells in it and he felt some- ward once again, with majestic dreams of flying filling my caffeine-infested brain. thing was weird about it.

Once in Aspen, I called Jay Jamison to firm up our “It didn’t feel right,” he said, “but I’ll tell you what. Rick Wilcox is going to trade in his nine-cell for a bigger one, so plans to go flying. “No, John never told me you were you could buy his from me for $800. It’s a good glider, it coming,” he said. “I’m going to be out of town during that time.” I at once felt like an idiot. John had tricked me into won the competition at Salt Lake last year.”

Psyched out of my mind I went down to the factory to this from the start.

“Give Fred Stockwell a call. He’ll be around and he’s the hand over the cash. He took me upstairs to his oval office for the transaction, as if what he was going to say next was other instructor in the area.”

A few phone calls later, I got a hold of Fred. Since he was of the utmost importance and had to be completed in relarecommended, I decided to go out and do my one token tive secrecy.

With the sound of sewing machines grinding away lesson with him. Maybe he knew something that I didn’t.

Finally, the day came to leave Aspen and head a bit furfrom below, he looked at me squarely in the eye and said, “If I sell you this glider, you’ll promise me that you’re going ther west to Salt Lake City and the Point of the Mountain.

Heading out of town, my automatic choke quit working to take lessons... right?”

I sat back and thought for a moment. Now if I don’t and my Datsun quickly ceased to exist as I knew it, once promise him, I thought, he’s not going to sell me the glider. again stopping my countdown to lift off. I limped in to the On the other hand I really don’t want to take any lessons closest repair shop and begged them to fix the choke that anyway. I mean how hard can it really be to fly one of these afternoon. There was no way they could do it, they were things? But if I don’t agree then he might not want to sell just too busy. Since my specialty wasn’t automotive electrito me. There is no way in hell that I’m going to pay any cal repair, I had to resort to crude Neanderthal techniques more money to take lessons. Only idiots and conformists in order to make my date with Fred the next day. I shoved my perfectly flexible toothbrush in my carburetor to hold would take lessons for something as easy to learn as this.

“Sure,” I said after this incredibly reflective series of the choke open and the old beast ran quite well. I closed thoughts. “I would have never even thought to try flying the air filter cover tightly with the wing nut to hold the without proper instruction John,” I said in my most prom- mighty brush in place and sped out of town with renewed ising voice. “Besides, I’m moving to Oregon in a few weeks, hope that I just might make it to Salt Lake that night after maybe I can stop by the Point of the Mountain on my way all.

The drive went fairly well and I found myself cruising through.” the outskirts of town well after midnight. I pulled over “OK, you got the money on you?” near the prison and threw down my sleeping bag on the “Yeah.”

“Grease my palm,” he said. I slapped eight crispy hun- side of the road for a few hours of shuteye. In the mornApril 2008: Hang Gliding & Paragliding – www.USHPA .aero

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ing, there was bad news. Fred said the conditions didn’t look good for training. My heart sank with perpetual bum out.

“What were you going to do today anyway?” he asked.

“Nothing planned.”

“Why don’t you come out and watch us fly. You might pick up a few things.”

All morning long I watched Fred, Claudia, and Bouchard fly off the North Side, while I relentlessly drove the truck back down that evil road, thinking that I was going to roll that sucker over the drop off and hit the LZ perfectly. I watched launch after launch. Everyone except for me caught air, and I was twitching for a dose. Near the end of the day Fred offered me a tandem ride in exchange for all my diligent driving. I tried to gracefully accept the offer not wanting to let Fred know how much I was burning to get in the air. I was trying to look somewhat cool on the outside while on the inside I was screaming.

Clipped in and standing at the top of the north launch at the Point, I was mildly gripped to say the least, as this was going to be my first rag-bag flight. I was glad that Fred was piloting. It was fairly windy and it took three people to hold us down. The glider was sizable so we had no difficulty getting yanked into the jaws of the proverbial soarable envelope. Once off, I couldn’t believe that we were soaring suspended by little more than shoelaces and the material that wind jackets are made of. I especially remember the sagebrush looking like little dots on the ground and, even

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more important, the leg loops digging into my privates. I felt like I was going to fall out of my harness the whole time, but Fred reassured me that as long as I didn’t move too much I wouldn’t. Unfortunately Fred felt he was slipping out of his harness too, which wasn’t very comforting since neither of us had a reserve. We proceeded to fly around for what seemed like eternity to me but probably was only a few minutes and then began to set up for the landing. Fred coached me on what to do upon contact with Mother Earth, but I was still nervous anyway. We came in hot, the glider shooting over our heads and whapping into the ground. When the dust settled, I was laughing with boyish delight. I had my first taste of flight.

This first taste wasn’t the best idea necessarily. It was kind of like sampling the forbidden fruit. Now that I had flown in a glider, I was sure it wasn’t going to be very hard at all to maneuver one myself. Smug and complacent, I knew I could do it. I had, now, enough sketchy knowledge of flight to get myself in real trouble. In other words I was capable of getting the thing in the air and after that I didn’t have much idea of what I was doing. I was an accident waiting to happen.

That evening it looked as though the weather really wasn’t going to improve for training purposes. I told Fred I would call him in the morning if there looked like any possibility of me flying the next day, all the while knowing I was never going to call. I had this paraglider thing wired, I thought to myself, just pull it up and go as long as it’s blowing less than twenty miles per hour. I had all the training I’d ever need.

As soon as Fred, Claudia, and John left, I jumped into action. It was just before sunset, and I had barely enough time to poach a flight on one of the smaller north facing hills without any of the instructional gang seeing me. I reasoned that I had enough knowledge after the day of watching to pull it off; after all I had actually flown on the tandem glider. Being a climber, I hated any formal regulations telling me that I couldn’t do what I wanted to. I figured that if they didn’t see me try to fly, they wouldn’t find out that I was breaking the rules.

I ran up the hundred foot hill, heart beating through my skull and lungs screaming for me to ease up on the pace.

I was rushing. Too fast, I thought to myself, slow down. I couldn’t. I was racing the setting sun, and I was nervous about getting caught by one of my superiors. I got up to a place to lay out the wing and get hooked in. Having never actually flown a paraglider before I devised a complete clipin system on the spot with three locking carabiners, two pieces of webbing, and my old and abused rock climbing harness. I attached a carabiner to each riser, connected a piece of webbing from the riser to the harness, and connected both pieces of webbing to a single locking carabiner on my waist belt. The single point clip-in was light years ahead of its time. Attached to the paraglider as best as my limited knowledge base allowed, I was now ready to jettison. The wind seemed less than twenty so I decided to

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

reasoned that it could work. “Besides,” said Bill, “I made it give it a try.

I grabbed the front risers as I had seen others do during across last time I tried.”

We set out with a third friend, Jon Patterson, and after the day and pulled. The kite waffled over my head and crashed on its side. Some simple brake input and more ag- about an hour and a half of huffing we were sitting on gressive running would have solved that problem, but I was the launch pad staring down at the torturous landscape. far too ignorant of the fact that I hadn’t a clue of what I was A light uphill breeze greeted us and we began laying our doing. I laid it out again, rushing around like a person pos- gliders out. Bill pulled up first and blew it. I pulled up sessed. I kept making mistakes and kept redoing it. Finally and started running. My left side listed as I was launching after the sun set in the red western sky, I felt that I had and it dragged through the branches of a tree. I kept going matters at hand sorted out to the best of my ability. In the anyway and managed to get aloft. Now I suddenly felt that dark, I again pulled on the front risers, harder this time. I had bitten off more than I could chew. Being suspended Not even looking up, I ran. Sprinting down the hill over 1000 feet above the ground on my fourth flight exceeded rocks and sage brush, the L/D of the primeval glider did my fun threshold just a bit too much. I glided out and not want to exceed the slope of the hill. I was sort of flying made a straight flight path for the gorge crossing, hoping and sort of running down the hill. I guess the Air Gods and praying the whole time that my lines weren’t going to were arguing about whether or not I should be allowed to break at this height. About a third of the way across the leave the ground. They suddenly must have reached the gorge it became painfully clear that I wasn’t going to make conclusion of their debate and evidently must have de- it. I abruptly turned back towards the dirt road in hopes cided to punish me. Before I knew it I was skimming the rocks at top speed. Then my feet scraped the ground and I immediately faceplanted, tasting sage as I hip-checked Mother Earth. I got up right away as a reflex, and quickly realized that I was still intact. A little soreness in my right arm, a tangled glider, and a bruised ego were all my injuries amounted to. I was lucky and began to start realizing it in a very detached manner. Maybe there was something I still needed to learn about this crazy sport. I stuffed my wing in the Datsun and headed north to McDonalds for a welldeserved Big Mac. Maybe I’ll have better luck in Oregon, I thought to myself; the weather is no good for flying here.

A week or so later I found myself standing atop a small hill in the desert about twenty miles east of Bend. Kneedeep sagebrush enveloped my lines. I was poised and at the ready. It was midday and a few swirls of dust were spinning in the air, but of course I thought nothing of it. Conditions seemed adequate for flight as I knew it. My girlfriend, Cathie, held up the glider over the sage as I pulled on the front risers. I began to sprint over rocks and bushes and all at once I was airborne. Not like last time, either-I was really flying. I got punched up fifteen feet or so and then back that I would still be able to make that. I got the feeling that down by some seemingly weird air currents that I wasn’t Someone was on my side because I had plenty of altitude able to explain. Ten seconds later, I cleared the barbed to line up for a safe approach on the road. I set up for my wire fence and augered in, making a distinct trench in the landing and kept getting pulled side to side by the swirling desert floor. I was laughing like a little kid, who had just air around the gorge. It dawned on me at this point that I gotten his new toy for Christmas. As I picked the dirt out had very little margin for error. Fifteen feet to the right and from between my teeth, I realized I was happier than I’d I would plunge into the irrigation canal, riding my glider through airless underground tubes. The same distance to been in a long time, maybe since childhood.

My self-appointed apprenticeship drew to a close after a the left and I would have to land in junipers and boulders few flights from the small knoll, and I decided I was ready or, worse yet, bounce over the edge of the gorge and sample for big air. Bill, my boss at the climbing school where I the delights of the pesticide-infested Crooked River. Barely was working, also had a paraglider. We decided that we able to control my over-correction oscillations, I greeted would hike up the 1200 foot hill behind Smith Rock and the dirt with a wham and established my trademark trench fly across the gorge of the Crooked River. There was a small as my personal landing mark. What an incredibly gripping dirt road with a raging irrigation canal on one side which flight it had been! Somehow I had again gained sinister we could use as a possible landing spot before committing satisfaction from cheating death and it was starting to to the crossing of the gorge. It wasn’t an ideal LZ but we become addicting. While I was packing up my bed sheet, I April 2008: Hang Gliding & Paragliding – www.USHPA .aero

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watched Bill’s approach and incredibly smooth landing. When he came over I asked him how he was able to land standing up. I hadn’t been able to pull a stand up landing yet.

“Pull the brakes all the way down just before you’re about to hit. The glider slows down and just sets you on the ground. It’s called flaring.”

“So that’s what I’ve been doing wrong,” I said. “I had no idea I was supposed to do that.”

“Try it sometime,” laughed Bill, “it makes for much softer landing.”

“I think I’ll try it-pile driving in is getting old,” I said, slowly realizing that my apprenticeship wasn’t really over yet.

Over the course of the summer I finally perfected my stand up landing technique. Its amazing what a little braking can do. I flew alone all summer, mostly at Haystack Butte, and at Smith Rock. The hills east of Bend didn’t seem steep enough to bother with, although I flew a few times out there.

Pine Mountain was the biggest hill east of Bend where all the hang gliders flew. After learning a little bit more about the sport, it seemed like it was the place to fly. Phil Pohl, my die-hard flying partner, and I fantasized about flying off the north peak of Pine, but only if I could clear the trees. He had flown the north side and his Condor SP-11 could easily clear the trees. My Feral nine cell was another story. I had attempted to fly off the north side twice before and both times I had to land on the flat bench below the summit pyramid.

Finally one day in late November, we were surprised to find a light north breeze blowing up the peak. We were overjoyed. It was the time we had been hoping for. Phil laid out and popped off, flying out over the trees with plenty of altitude. I laid out, pulled up my glider and made a course for the northeast point hoping that I could clear it and the trees below. My goal was to land at the base of the training hill and go where no man had gone before... in a Feral nine cell that is. As I approached the drop-off, I began dropping down. It became clear that I wasn’t going to make it. I landed right on the edge, opting for a safe landing instead of a treehanging session. I quickly wadded up my glider and hiked back up determined this time to make it. If only I could succeed on this flight, I thought, it would be a real feather in my cap, maybe even an end to my apprenticeship. I again laid out, waited for a good cycle and launched. I ran hard, trying to maximize my speed and pointed it towards the northeast knoll. I was losing altitude, but not quite as bad as the last attempt. As I flew over the point, I lifted my legs to clear the ground and skimmed over the cliff. Great, I thought, I’m actually going to make it. Now the trees were rushing up to meet me, so I picked a course and flew between some of the larger ponderosas, much to Phil’s amusement I’m sure. I made it between the trees and pointed it towards the LZ where Phil was waiting for me. I came up short with the trusty Feral, but this time it didn’t matter-I had flown the North Side and emerged unscathed. Now I knew that my apprenticeship was not over, it was just beginning.

PETEKEANE

is a professional guide in the Cascades and Tetons. His writing has appeared in Climbing, Transitions Abroad, Oregon Parks and other magazines.

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Photo by Ernie Camacho

Photo by Kurt Bainum

Competition | Gatherings | Clinics

KingMOUNTAIN

year they open up the Moore city park for free camping and cook us a great breakfast one morning during the week. There are plenty of motels and RV parks in the area for those who prefer those options.

King Mountain is located in south central Idaho. This 10,400 foot mountain is the first mountain on the south end of the Lost River Range, which encompasses the highest mountains in Idaho. The Lost River Range runs over 60 miles, offering 5,000 to 6,000 feet of continuous steep vertical with copious amounts of landing areas and a highway

along the base. King Mountain has hang gliding written all over it. There are several launch sites on King Mountain--the upper one is at 8,100 feet--and interesting routes.

Over the back of King, and within easy reach, is the south end of the Lemhi Range, which parallels the Lost River Range. Over Photo by Donna Mathias

The King Mountain Hang Gliding Championship is much more than just a hang gliding meet. It’s a family reunion--a time to see old friends and make new ones. It’s a world where everyone speaks hang-babble.

My pilgrimage to King Mountain each year is the highlight of my flying season. I usually get higher and go farther than any other time during the season. Not only is King Mountain in Moore, Idaho, one of the most spectacular places to fly, but also it’s a great place to be when grounded. The local community could not be more gracious. Every

By Bill Snyder

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Photo by Ernie Camacho

Photo by Kurt Bainum

the back of the Lemhi Range and within reach of a hang glider is the south end of the Beaverhead Mountains, which run parallel to the Lemhi Range. To the south of all three ranges is high desert. This unique geography makes the area ideal for hosting a meet because of its great flying conditions and multiple route options.

The competition format used in the meet is open distance along a declared route with bonus goals. Final scores are determined by each pilot’s best three flights out of a five day period. A handicap system is in place, so that single surface, king posted double surface, topless and rigid wing gliders all compete against each other. Competitors may choose between Open Class and Recreation Class. The Recreation Class is restricted to pilots who’ve never flown over 75 miles prior to registration. There’s also a team competition. Teams consist of five pilots, at least one of whom has to be a recreation pilot. Each team’s pilots’ daily scores are added together and divided by five. The team competition is an enjoyable addition because even if you are blown out of the individual competitions, you still have a chance to win a trophy in the team competition.

The 2007 King Mountain Hang Gliding Championship was one of the best I can remember. This year the date of the meet was moved from the third weekend of June to

48 48

July 11th. This gave the weather conditions time to mellow, allowing for great flying conditions. We had five days of superb flying.

Every day someone flew over 50 miles; on two of the days, some pilots flew over 100 miles. While 39 pilots competed in the open class, 24 pilots were in the Recreation Class.

Eight teams fought for bragging rights in the Team Competition. Pilots came from as far away as New York, Virginia and Alabama, as well as the usual large contingents from California and Montana. In the end, 61 pilots flew 4,782.6 miles in a week of glorious cross-country flying.

DAY ONE The task committee called Route 3--a route that takes you 114 miles over the back of King Mountain and over or around the end of the Lemhi and Beaverhead Ranges to Henry’s Lake Airport. Four bonus LZs are located on the way, depending on which class you are in. Tom Pierce won the day in the Open Class with the day’s longest flight of 103.8 miles. He was able to get going early and got ahead of the storms. Dan Gravage took 2nd with a 59.6 mile flight and Gerry Pesavento took 3rd with his 51.9 mile flight. In the Recreation Class the two brothers, Dave and Fred Clement, won the day with 48.7 miles. Dugan Gravage, Dan’s son, took 2nd with a 44.3 mile flight and I came in third with 33.3 miles. The Blazing Bubble Heads won the day’s competition

with a score of 33.8.

DAY TWO The committee called Route 3 again.

Even though pilots were able to get off both launches easily enough, it was a tough day. The lift was weak and an inversion around 11,500 feet made it difficult to get

[above 3, from top] Fred Clement (on right) 1st place in recreation class with Brother Dave Clement. Winners of the team competition, the Blazing Bubble Heads: Ben Dun, Bruce Bousfield, Wayne Michelson, Gerry Pesavento, and Dallas Willis.

Jointly sharing the Eiji Yokoda Memorial Trophy given for the longest flight of the meet: Kurt Bainum 3rd place open class, Bill Soderquist 2nd place open class, Tom Pierce 1st Place open class. Photos by Lucy Snyder.

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

Photo by Kurt Bainum

high enough to jump. I heard one pilot say he got up over 15,000 feet, but he was in the minority. A big cell coming toward us from the valley in front of King Mountain shut down a lot of us. Many pilots landed in the 1st LZ, and most of the pilots who went over the back landed in the Howe Valley, just behind King Mountain. Dan Gravage won the day in the Open Class with the day’s longest flight of 52.1 miles in a Talon. Kurt Bainum also flew 52.1 miles in his Atos but, because of the handicap system, was in 2nd place for the day.

Gerry Pesavento once again was in 3rd place for the day with a 27.9 mile flight. In the Recreation Class, L.J. O’Mara won the day with a 15.3 miler. Fred Clement took second for the day (because of the handicap) with a 15.9 mile flight. And I took third again with my awesome 7.3 miler. Captain Gravity and the Ground Skimmers won the day’s Team Competition with a score of 18.1.

DAY THREE The organization called Route 1 (the Milk Run), which takes you the length of the Lost River Range up the Salmon River to Salmon, Idaho, and then to Anaconda, Montana, for a total of 166 miles. Long distances usually are flown on this route, and today was no exception, once a pilot had launched. A westerly wind split the spine on the upper launch. Because this west wind also created a lot of dust devils on that launch, it took all day for pilots to get off the hill. For example, I couldn’t get off until after 4:00 p.m., after standing on launch dressed for high altitude and sucking O2 for two hours in 90+ degree temperatures! It was a classic King Mountain day in that there were gliders scattered all along the base of the range.

Once you got past Pass Creek, you could fly from one 12,000 foot mountain to the next until you got to Double Springs Pass, where you wanted to be high to cross. Then you got up on Dickey Peak and cruised down Victory Ridge to the north end of the Lost River Range. Most pilots jumped the Lost River Range at this point and flew to the May Airport bonus LZ at the base of the Lemhi range-- a 65.5 mile flight. It sounded as if everyone who got there arrived low. Even though 12 pilots went down in that area, four pilots got back up and flew to Salmon, Idaho, to complete 100 mile flights. Bill Soderquist, Kurt Bainum, and Tom Pierce tied for the day’s longest flight in Open Class by landing at the rodeo grounds for a total of 105.4 miles. After the handicaps, Bill, in his Litespeed topless, won

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

the day and Kurt and Tom, in their rigid wings, tied for 2nd place.

Marcus Venturini landed at the 100 mile mark for 3rd place.

DAY FOUR The day began with a sumptuous breakfast provided for the pilots by the town of Moore. After the meal, the daily pilots’ meeting convened, at which time John Kangas gave a great weather briefing.

Next, the names of all the pilot and driver participants were placed in a bag and drawn to determine winners of prizes. I was happy to see that the drivers made out with lots of loot. What a great way to reward the drivers for their sacrifices! The task committee called Route 3 again on day 4 because they thought incoming moisture would lead the ranges to overdevelop. And they did. It turned out to be a tough day with south winds in the Howe Valley between King Mountain and the Lemhi Range. Twenty-five pilots went down in the Howe Valley even though many of us got to the Lemhi’s fairly high. However, when you have as many high caliber pilots as we had at the King Mountain Hang Gliding Championship, there are always some competitors who make long flights on any given day. This day was no exception. Dan Gravage won the day in the Open Class with a 54.6 mile flight. Bill Soderquist flew 49.6 miles and Steve Rudy was close behind with 49.4 miles for 2nd and 3rd in the Open class.

Taylor Blain was the only pilot in the Recreation Class to get over the Lemhi’s. He won the day with a 31.9 mile flight to the 4 Corners bonus LZ. The Blazing Bubble Heads won the day’s competition with a score of 25.1. We ended the day with the annual EMT’s fund raising barbeque.

DAY FIVE The day started out clear, but a line of moisture was encroaching.

The task committee called Route 3 again to get us out of the ranges and away from potential storms. The clouds moved in about the time the launch window opened and stayed most of the day, with squalls

49 49

Meet director Lisa Tate compiling results, photo by Duane House

FINAL RESULTS Open Class

1 2 3 4 5

Tom Pierce Bill Soderquist Curt Bainum Dan Gravage David Koehn

216.8 198.0 180.4 172.9 166.4

Recreational Class

1 2 3 4 5 occurring up the valley. Pilots were in the air over King Mountain from 12:00 noon until almost 8:00 that evening. Most pilots chose to land at the 1st LZ either because they figured they could not improve their scores enough to advance or they wanted to get

Fred Clement Dugan Gravage Bill Snyder Taylor Blain Dave Clement

79.5 75.3 64.3 62.7 45.1

an early start home. Some of the pilots that went for the gold were blessed with surprisingly good flights. David Koehn won the day in the Open Class with a 71.7 mile flight.

He described the flight as one with light lift and strong sink in-between. Like most good

flights, he got lift when he needed it. Bruce Engen had the second longest flight of the day with his 59.7 mile flight. Bill Soderquist won third for the day in the Open Class with a 50.6 mile flight. The Geezer Heads won the day’s Team Competition with a score of 24.6. That evening we had a barbeque followed by the award ceremony where the winners received their coveted trophies.

The Blazing Bubble Heads won the Team competition. The team consisted of Ben Dunn, Bruce Bousfield, Wayne Michelson, Gerry Pesavento, and Dallas Willis.

Bill Soderquist, Kurt Bainum, and Tom Pierce will all have their name engraved on the Eiji Yokoda Memorial Trophy for sharing the longest flight of the meet.

I would like to thank Lisa Tate for giving up the time to run such a fun meet every year. Also, a big thanks to the meet staff : Blaine Perkins, John Kangas, Connie Locke and the many drivers and pilots who helped Lisa with the daunting task of running a major meet. I can’t wait till next year. See you there!

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East Wenatchee, Washington 98802 April 2008: Hang Gliding & Paragliding – www.USHPA .aero

Technique | Safety | Training | Flights

HangInTHERE PART 2 : ADVENTURES WITH TOWING There are multiple ways to safely tow a hang glider or paraglider and each method has its advantages and disadvantages. Just which method to use tends to be one of the most parochial aspects of our sport. If you travel across the country you’ll find areas where they tow with a fixed-length (static) line, areas that use payout winches, areas that use stationary reel-in winches, and areas that aerotow (hang gliders). You’ll also likely find tow operators that will insist their method is the only safe method and those that don’t prescribe to it are cheating death.

In the ‘60s there were numerous water ski shows that featured manned kites being towed behind boats. These small flat kites required a fast tow speed and any sudden loss of tow pressure resulted in an immediate crash - there was no gliding. Australian, John Dickinson, is credited with the first application of the now-conventional triangular control bar to the Rogallo wing. John towed his contraption behind a boat using water skis just like the flat kites. Fellow Aussies and flat kite enthusiasts Bill Moyes and Bill Bennett recognized the market potential of Dickenson’s wing and both men were instrumental in developing, popularizing, and marketing the emerging sport.

My first towed flight was on a 16-ft Rogallo that was attached to a speedboat with 500 feet of ski rope. In those days smaller gliders were stronger than those sized for free flight and thus were favored to handle the added stresses of towing.

The towrope attached to the basetube and the entire control bar was purpose-built of stainless steel to handle the loads.

of altitude possible by towing with excess speed and releasing under pressure at the top of the tow so they could slingshot even higher. Such overtowing was a contributing factor to fatal accidents due to structural failures, lockouts, and low altitude rope breaks.

In 1976 there were two hang gliding pilots living in my small town - myself and my high school buddy (who somehow survived my “instruction” and still remains a close friend).

One day, for a brief moment in time, a third joined our pilot ranks. William Grainger had purchased a used standard and decided his

by Mark “Forger” Stuckey first attempt at flight would be a car tow using 200 feet of rope. Kansas is renowned The tow launch itself was eye watering. for blustery winds and on this day the wind To reduce the potential for a tube bending was blowing over 35 mph. William tied the and body bruising wipeout we didn’t use rope to the rear bumper and had his budthe added complication of water skis - we dies hold the nose down until he was ready. foot launched from the shore. What made the launch so dramatic was we did not start with a taut towline or with enough running room to launch. Instead we literally stood on the shoreline with the boat backed up as close as possible and with the towline neatly coiled at our feet. When everyone was ready the boat driver slammed the throttle to the firewall and the pilot stood his ground watching the line rapidly uncoil.

When the line went tight the glider would slingshot forward and the pilot - hanging on for dear life - would take a single step on land and a Jesus step on water before rocketing skyward.

Such launches were possible because of two things: 1) the high amount of stretch (50%) in the nylon or polypropylene ropes of the time, and 2) nobody had yet heard of the term “weak link”.

Towing in this fashion was little more than a novelty for me. Being forced to follow the boat so closely took away the sense of freedom that was so integral to my enjoyment of the sport. There was no soaring to be had; rather the high sink rate of the small standard ensured I was flaring to land within seconds of tow release.

This period was already the most lethal in the history of hang gliding and towing only added to the danger. Since glider per- [top] The small tow gliders afforded little time for free formance, pilot skills, and knowledge were flight. [bottom] Bill Bennett inadequate for thermalling, a typical tow displays his Delta Wing Kite, competition only evaluated gliding duration ready to tow. Photos courtesy of and spot landing. Therefore pilots were en- ParaPublishing and Bill Bennett. couraged to squeeze out every extra foot

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

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[left] George Dyer pilots a flat kite under tow. Photo courtesy of George Dyer.

They let go and before the car even began moving William roared skyward, immediately arcing over in a lockout and diving to his death.

Towing eventually became an attractive launch method for me in the late ‘70s once glider performance had increased to the point that thermalling flight was possible in the flatlands. Luckily about this time there was a major advance in the science of towing - Bill Bennett’s Mountain payout tow winch that maintained a safe tow tension regardless of tow speed and wind gusts.

The fantasy of hopping from thermal to thermal under Kansas’ summer popcorn cumulus-filled skies was as compelling and frequent of a daydream as the one that involved Patti McGuire, the 1977 Playmate of the Year. But both seemed destined to remain mere fantasies for a college student that was so perennially broke that he didn’t have enough money to pay attention.

Then the July ‘78 issue of Hang Gliding magazine arrived and on page 18 was a short story titled “Condo Soaring”. It told the story of a couple of Florida pilots who had towed up their new high aspect ratio wings from the beach, released, and then proceeded to ridge soar some high rise condominiums. They did not use an exotic and costly winch to regulate the tow tension; these pilots simply had a couple of friends running into the wind while holding the towline by hand. Now this method was something that was within my means!

My fantasy (the flying one, not the Playmate one) involved soaring thermals, not condos. I realized I wouldn’t have a chance to succeed using a short condolength towline. So I scrounged up the money and bought 2000 feet of polypro

52

rope. I also realized that even though I had some athletic friends, I couldn’t expect them to run a mile to drag me up to my desired 1,500-foot altitude.

I reasoned the beauty of the people-tow idea was that it was a simple way to regulate tow pressure, so why not just have two buddies hold onto the rope while sitting comfortably in the back of a moving tow vehicle? I rounded up someone with a station wagon and set up to tow on a seldomused grass strip using two curious university dorm mates.

I fashioned a control bar release by tying one end of a six-foot length of line to the left corner of the control bar, threading it through a loop at the end of the tow rope, and wrapping the other end of the release line three times around the right corner of the control bar. I could hold the line in place with my thumb and release was simple and quick.

I briefed some visual signals and the tow began. The no-wind takeoff was easy and my high aspect ratio Elite was climbing beautifully through four hundred feet AGL when the tow pressure suddenly dumped.

I was surprised to see the wagon slowing to a stop with so much runway still ahead.

Then I noticed my two rope handlers dusting themselves off and slowly walking back towards the car.

The problem was simple trigonometry. If there is a 200-lb tow force pulling upward at a 30º angle, then 1/2 of that force is lifting vertically. We hadn’t thought about how to hold the rope and they did what was natural, they wrapped the line around their arms several times as if preparing for a tugof-war. When the station wagon hit a bump big enough to make them bounce, the tow

forces lifted them up and out before they had time to react. Both of them suffered rope burns, bruises, and one guy lost his watch in the tall grass.

With that lesson learned I returned to the basic people-tow idea. To my chagrin my next tow attempt most likely set the all-time world record for near death experiences per flight hour. You’ll read about that adventure next month!

It is an aviation truism that seemingly minor changes to procedures can often result in unanticipated and severe consequences. It is also important to seek out the lessons learned by our predecessors.

Unfortunately, the fatal lesson learned by William Grainger was relearned nearly two decades later by a paraglider pilot with the same tragic outcome.

If there are two critical lessons to be remembered regarding safe towing they are: 1) There must be a means to regulate the tow tension to keep it within the proper limits. There are multiple methods to do this and include: automatic load-relieving reels (i.e. disk brakes or hydraulic winches); tow operators that actively monitor tension and regulate the pressure (static tows with a tensiometer); towing with winches that do not have the power to exceed a given tension (scooter tows); and operating with a “fuse” or weak link to limit the tow tension.

2) The relationship of the tow force to the center of gravity, the aerodynamic center, and to the control forces is critical to the glider stability, controllability, and performance under tow.

I would be remiss if I failed to give credit to the out of the box thinking of Texans Don Hewitt and Jerry Forburger. Hewitt, a physicist, was the first to advocate (against vehement opposition) moving the towrope attachment from the control bar to the pilot, dramatically increasing controllability and resistance to lockouts. Forburger further refined the payout winch concept and demonstrated the radical idea of launching from a moving vehicle once flying speed was achieved.

Our sport continues to develop better equipment and procedures because of the designers and pilots that intelligently push the limits. Fly safe and think before you leap!

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

Competition | Gathering | Clinics

ForbesFLATLANDS At the beginning of the year pilots from 15 countries arrived in eastern Australia and piled into the small town of Forbes, NSW, for one of the best hang gliding competitions in history. Although the area had been experiencing a debilitating drought lasting more than seven years, a miraculous two week long rain before the meet turned everything green. Forbes was transformed from the dry, arid paddocks we raced over last year. Since the rain had stopped two weeks before our arrival, the ground had dried out just enough to make the flying conditions

by Jeff Shapiro images : Joerg Bajewski

consistently epic. Most of us were feeling pretty lucky to be in an XC comp during such a seemingly perfect weather window.

DAY ONE A stellar practice day further convinced us that the race conditions would be good for day one. Worried about potential flooding in the lowlands, the task committee called a short 77.5 mile (124.8km) down wind task from the Forbes Airfield to Burgooney. The day was blue with semistrong winds out of the east, southeast, the best lines being marked by the occasional

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

dusty. After having to survive a bit at the beginning, the day turned on and got fast.

Flooding was a non-issue and the racing was amazing. Attila Bertok won the day with an average speed of almost 45mph.

He was followed in by Michi Friesenbichler and Gerolf Heinrichs. Goal was crowded with smiling pilots.

DAY TWO Like day one, day two had a fresh wind that prompted the task committee to call a long one from Forbes to Hillston, 139.1 miles (224 km) away. The day was overcast with a thick cirrus band which had most of us feeling pretty social. Large gaggles moved toward the sun line in the distance but the going was a bit slow for most. After about 24.8 miles (40 km) of not getting much over 4700’agl, the climbs got better and we started topping out around 7000’agl. It was strange to cover so much distance under such a dark sky, but again, many pilots made goal. Balazs Ujhelyi won the day with an average speed of around 35mph and a total task time of 3:57. Attila and Michi both blazed in within 20 seconds of Balazs.

DAY THREE Day three was a 86.9 mile (140 km) open ended triangle from Forbes to Condobolin, cross wind to Fifig, and completed by going up wind to Trundle. Since I was a bit late to start this day, I found that the day had already turned on by the time I was racing for the first TP. Climbs were strong under actively forming cumulus clouds. Because of fast ground speed, I caught the lead gaggle around the first turn point. We pushed together to get to Fifig which was on the far side of a tree covered mountain. Almost directly over the TP hung a huge, black cloud that, although not threatening, shadowed everything and shut off the consistently strong lift we had been experiencing. Many pilots landed here or shortly after. Climbing slowly under the cloud, I saw a dusty ripping about 6 miles (10 km) out and decided to go for it. The dusty disappeared as I flew over gliders in survival mode trying to reach it, but, fortunately, just beyond I saw a Wedge Tail Eagle climbing and flew over to

53

join him. Just when my final glide numbers looked good, another glider came ripping under me toward goal, prompting me to giggle and pull in to pursue. I was glad to have â&#x20AC;&#x153;a little extraâ&#x20AC;? because we had pushed so hard toward goal; my friend didnâ&#x20AC;&#x2122;t make it in, landing one paddock short. I was lucky to cross the line with 40â&#x20AC;&#x2122; to spare, going 55 mph and laughing out loud. Mario Alonzi won the day, followed by Gerolf and Attila.

The average speed of the winner was just over 31mph.

DAY FOUR Day four was a 900 point day that saw no one in goal. It was a difficult task with strong, dynamic conditions. The task committee called a 109.5 mile (176.3 km) triangle from Forbes to Peak hill, on to Trundle and then directly up wind to Forbes. The first leg was blazing fast with strong lift down streets of dark bottomed cumulous clouds. The second leg involved angling up wind to stay on course line because the thermal drift was strong. Long sections of blue between clouds began to form and the wind made progress slow. With this leg taking much longer than the first, many

pilots landed around the second turn point (including me). A few fast guys skillfully made it around the TP for slow, up wind glides towards goal. Michi won the day getting within 5.2 miles (8.5 km).

DAY FIVE Day five was another big triangle was called, this time a 100 miler (161 km).

Although the task committee at first had difficulty trying to get us going in the correct direction for the dayâ&#x20AC;&#x2122;s conditions, this was one of the best tasks of the comp. After four pilot briefings, they sent us under dark bottomed cumulous clouds on fast glides with just enough wind to make efficiency challenging. It was a day that dreams are made of. The top three places for the day were Attila, Jonny Durand Jr., and Mario.

Their average speed was all close to 33mph, finishing the task in a hair more than three hours.

DAY SIX Day six brought a bit of grumbling from the pilots about wanting a rest day. Feeling sympathetic, Attila and Jonny called for a â&#x20AC;&#x153;rest day taskâ&#x20AC;? from Forbes to Boorowa, 88.9 miles (143.2 km) down wind. The

clouds, like the day before, were epic and working well. The day was fast and indeed restful (in comparison) but turned a bit dramatic when Attila, Michi, and Balazs, along with several other pilots who were doing very well in the comp, landed just short because they forgot to, or didnâ&#x20AC;&#x2122;t know how to, program in the altitude at goal. Luis RizoSalom finished first for the day, followed by Roland Woehrle and Chris Jones.

Day seven was a crazy day for me-one Iâ&#x20AC;&#x2122;ll remember for a long time. It was to be a 114.5 mile (184.3 km) straight line course from Forbes to Grong Grong. The day started out blue, and thinking that the day would turn on soon, I decided to take a risk.

I hoped that by taking an early start clock, I might build up some lead out points. I left the start circle with Trent Brown, Phil Schroder, and Julia Kucherenko. As we worked together in light, disorganized lift, never getting high enough to feel any room for error, we began to feel stressed. I got a low and was concerned, knowing that the lift had been found only after long glides.

Not having much to work with for the glide, I was now in survival mode. I flew alone at

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April 2008: Hang Gliding & Paragliding â&#x20AC;&#x201C; www.USHPA .aero

best glide, hoping to get to a rock ridge covered with tall trees. By the time I got there, I wasn’t even sure I would clear it with enough room to land in the paddock on the other side. I was cursing like a Compton rapper unzipped, and thinking I was about to bomb 96.3 miles(155 km) from goal. Suddenly, out of the corner of my eye, I spotted a Wedgie (eagle) fly out of his perch and get ripped into the sky. I turned 90 degrees just as the trees in front of me bowed over, violently knocking a flock of white cockatoos out of the canopy. I held on tight and, from low over the tree tops, banked it up to 70 degrees. Now climbing in rowdy 1200 feetper-minute lift, I was screaming out loud, filling my mouth with airborne Australian dust. Relieved, I felt like a freshly released prisoner. When I finally won some breathing room, the lead gaggle came blazing over to my climb, and I was lucky enough to race the remaining distance to goal with them.

Dave Seib smoked everyone in by 10 minutes to win the day.

DAY SEVEN The final day of the comp had us racing a short but aptly-named dog leg task of 84.6 miles (136.2 km) from Forbes to Grenfell and on to Barmedman. It was a fast day of connecting clouds that ended with many

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

smiling pilots in goal, a perfect way to finish a perfect comp. Attila won the day, followed by Michi and Jonny Jr. In the end, Jonny Durand Jr. won the Forbes Flatlands for the second year in a row. Balazs took second and Michi third.

During the eight race days we flew just over 800 miles (1300 km). Many pilots got between 35 and 40 hours in the air. Vicki Cain, Bill Moyes, Drew Cooper, all of the amazing volunteers, and tug pilot aces once again did an incredible job at running a safe, professional and overwhelmingly fun hang gliding comp in the flats of Australia. I’ll be counting the days until next year’s Forbes Flatlands meet.

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Competition | Gathering | Clinics

ChelanXCCLASSIC Sunny Jim looked forlorn, standing with his thumb stuck out as he tried to hitch a ride along the main drag in Chelan. It was a hot one and Jim had just landed on a postage stamp sized patch of ground known as “The Fingers” right next to Lake Chelan.

He had just sunk out and his arch rival, Tom Johns, had just gone back up to launch after also sinking out. It was day 6 of the 2007 Chelan Cross Country Classic. Tom and Jim were running neck and neck in the single surfaced hang glider class, and if Jim could get back up to launch and fly further than Tom, he would have one last chance to vanquish his esteemed competitor. Because I was merciful, I gave Jim a ride back up to the top and saw him get off safely for a late day second attempt.

Another scenario we witnessed on day six was paraglider pilot James Thompson flying a 101 miler to Reardon-one of the best flights of the meet-- showing all of us hang glider pilots how it’s done!

These moments help capture the spirit of the annual XC Classic. Forty-three pilots were flying whatever class of hang glider or paraglider they chose, charting their own course and flying wherever they wanted from the butte. All of us not only enjoyed the friendly competition but also sharpened our skills and filled our log books. The weather was usually cooperative. A few hot days sweating in the launch line only doubled our usual desire for an excellent driver equipped with cold drinks for the long ride

56

words & images by Paul Dees

back to town. The theme on the T shirts was “Dancin’ with the Devil,” featuring a detailed graphic of a furious brat of a dust devil making the varios of a bevy of gliders scream with glee.

Two major changes were made to the rules for 2007. First, the rigids were combined with the topless flex wings, using the handicapping rules from the Big Springs competition. Because the topless class was extremely competitive, the top six pilots were listed in this combined class. Second, we added a driver’s competition this year.

Since our drivers work so hard, we thought they deserved to have some friendly competition as well. They earned points from their pilots as well as extra points for pick-

ing up other competing pilots. It was a hotly-contested division with Larry Snyder’s nephew, Chris Snyder, coming out on top.

In 2007 many flights were longer than 100 miles, including Darren Darsey’s first 100 miler. That’s not bad for the guy running the meet.

Day one was only 85 degrees and 20 of us sunk out to the soccer field. The pilots who got away flew triangles; two of our rigid wing pilots went over 100 miles. Paraglider pilots James Thompson and Conrad Kreick got to Mansfield and then both flew on toward Brewster. Conrad sunk out but James made it a bit past Brewster.

Day two was warmer and the pilots flew great triangles. Doug Campbell took the day in his Talon 2 with a triangle to Farmer, Sims and back to the junkyard. David Kestner had the best paraglider flight of the day by going to Sims and most of the

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

way back. Many made it back to the designated LZ’s for the extra points.

Day three was like day 2, only better, with even more pilots getting great flights and earning extra points for making it back to the LZ’s. Topless Litespeed pilot Dave Scott took the day with a great triangle, beating out our rigid pilots point wise. Paraglider pilot David Kestner made it to Sims and part way back.

Day four was blisteringly hot; many pilots had great flights and seemed to be settling into a groove. Sixteen pilots made it back to the LZ’s, which were close enough to the Columbia River to give us the opportunity for a cool swim. Of those 16, eleven were topless and rigid wing pilots who had great triangle flights. Dave Scott won the day again point-wise.

Day five had a bit more wind so many chose to go long. Rigid pilot Mike Daily flew 132 miles to Spokane, Tom Pierce went 128, Larry Jorgensen went 127, Litespeed pilot Chris Smith flew 111, and meet direc-

tor Darren Darsey got 101 - his first 100 miler. Paraglider pilots Conrad Kreick and James Thompson made it to Sims and part way back but could not penetrate. We had our pilot picnic at the soccer field LZ where all the talk was about which flight was our favorite and who was in contention. Many were getting tired but most were well satisfied.

Day six saw some powerful efforts to knock off the leaders, while others simply chose to fly less aggressively and preserve their places. Peter Gray had a great 120 miler

in his Laminar and paraglider pilot James Thompson flew 101 miles, the best paraglider flight of the meet. Doug Campbell made 98 miles.

All you readers should be there in 2008.

Go to www.cloudbase.org for information, set aside June 29 to July 4, 2008, and stay tuned!

FINAL RESULTS Drivers Total Points

1 Chris Snyder 2 JR Davenport 3 Lori Lawson

13763 12991 7157

Topless/Rigid Glider

1 2 3 4 5 6

Tom Pierce Mike Daily Larry Jorgensen Doug Campbell Dave Scott Peter Gray

4567 4287 4112 4063 3867 3431

Kingpost

1 Darren Darsey 2 Jimmy Culler 3 Mark Salese

2234 1283 993

Single Surface

1 Tom Johns 2 Jim Fenison 3 Konrad Kurp

1739 1467 245

Paraglider

1 James Thompson 2 David Kestner 3 Doug Hoffman

2317 1688 1174

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

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s n o n i a s s f e o d il ot e t Conf a P R okes t S e d c n e i h c v n o

by Jo a N v Ad

I

am an advanced-rated pilot who flies a novice-rated wing. Now and then, I even fly a beginner-rated glider. I also fly with wheels. There, I put it in print and I am not ashamed. In fact, I am somewhat proud of those statements. I’ve been flying for 33 years and in the last 9 of those, I have had as much fun as I did in my early days as a beginner and novice pilot. The difference is that I am wiser now.

About 15 years ago, I finally realized that I am mortal.

In my early days I got a good whiff of intermediate syndrome and felt as if I should be wearing blue tights and a cape (not that I did that) and have a big “S” emblazoned on my chest. But, an attitude (and altitude) adjustment occurred (read here-CRASH) and made me realize I could actually get hurt slipping the surly bonds or more accurately, returning to terra firma.

I re-thought my flying and progressed as a safer pilot. I went back and flew lower sites to which I was more accustomed. I started flying more often and gradually built on my experiences. By the mid to late 1980s, I was in my heyday, flying a lot, sometimes several times a week. If I didn’t get an hour or two each flight, I was disappointed! I was really dialed into my glider...you know, when

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the wing feels as if it’s part of you. I probably would have continued flying at this rate, but I had a bad landing on a cross-country flight. Mix together a little complacency, an unexpected thermal lifting off, producing a low left wing and slow pirouette to that side, sprinkle in no wheels to speak of, and Voila! a nice spiral fracture of my left arm!

Funny thing is... (and it is hard to think funny thoughts when the muscles in your broken arm are undergoing spasms), I had virtually no damage to my glider, save for a grass stain on my nosecone. Larger wheels would have helped and maybe even prevented the fracture. And to hear pilots say, “I don’t fly with wheels because I know how to crash!” is kind of like saying, “I don’t use a seatbelt because I know how to fly through a windshield!” Everybody has the right to break a downtube. Or an arm.

This wasn’t my first mishap. Hey, a few years earlier, I had gotten rolled upside down by a strong thermal at 6600 feet AGL in Arkansas. That caper turned out okay, except for my being a little rattled. (If you’re not doing aerobics, it feels strange to look at the clear blue sky framed by your control bar.) Time stood still. A Cliff Notes version of my life passed in front of me...there’s where I left those car keys!...In an instant,

the glider rolled back to a normal flight attitude. While holding my parachute handle, I quickly checked my glider and all was fine.

After coring every bit of sink I could find in the next thirty minutes, I was able to land safely. This didn’t deter my pursuit of flying; it just made me re-pack my parachute more often.

After my arm healed, I flew as soon as I could. I was a little apprehensive, but I knew my crash and subsequent orthopedic adventure were just bad luck. That return flight and landing went fine. About the same time, I had to cut back on my flying time because my job got hectic. Maybe I was also a little frightened and making excuses as to why I couldn’t/shouldn’t fly. Once again I rethought my flying. For the next couple of years, I limited myself to short flights off the training hills and a couple of trips to Kitty Hawk. I wasn’t quite ready to return to the mountains.

Eventually, I was ready to re-engage in the type of flying that I did before my accident. What I didn’t realize, though, was that my flying skills were not at the same level. Ego is a strange beast. It seems to have hypnotic powers to make you forget important stuff, like, I’m married or I haven’t done this in a while or I haven’t done this

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

at all. I decided that I needed to get rid of my trusty, familiar Sport and get something a little newer, something a little more advanced. Ego was happy! I went through several gliders over a two year period. I flew them when I could, or had the courage, and I slowly began to realize that I no longer had the skills required to effectively use these gliders. I put ego, along with a few other voices in my head, in a soundproof box and decided that I needed something easier to fly.

I had aerotowed a Falcon a number of times and was impressed with how easy and it was to fly; I later foot-launched and soared a Falcon for over an hour. Shortly after, in what could be described as a Eureka moment, I decided to buy a Falcon, a singlesurface beginner glider. This is when my flying changed and fun began anew. (I also had an intermediate glider that was fairly easy to fly (with a fin), but it started seeing less airtime and more hang time in the garage.) Once I began flying the Falcon, my anxiety levels dropped; every time I landed, I had a smile on my face like a ten year old boy with a stack of Playboys. After one of my flights, someone asked me, “Why are you flying THAT glider with the experience you have?” “Because it’s a lot of fun!” I gleefully replied. I began to look at flying from a different perspective. I didn’t need to fly the latest and greatest glider to enjoy myself. I started using the word fun a lot to describe my flying. I also changed my thinking about what flying conditions I accepted as safe or

tolerable. I started flying late in the day or in the morning. Also, I flew on thermally light days and in lighter ridge lift and wonder winds. I discovered that on windier days, I needed a little more penetration.

My next purchase was an Eagle-a newer novice glider that could handle more wind. Now I was set. I had the makings of a “quiver”...I could pull out whatever glider I wanted for the wind. At the same time, my girlfriend (and now wife) Dale was coming along in her training.( I was a basic instructor at the time and she was my student.)

The Falcon was the perfect glider for her to continue her training; she made her first mountain flight on it. In fact, Dale liked the Falcon so well that it became hers. I continued to take a few flights on it now and then, especially when we moved to California and flew places like the Anthill in Bakersfield (with its Point of the Mountain type of air) and Marina Beach near Monterey. I also had a lot of fun on the Eagle, but sold it when we moved back east to NW Georgia, picking up a used Spectrum which served me well for the next few years. Now I fly a 160 Horizon. This glider gives me all the performance and handling I need. And, even if I don’t get to fly often, I don’t feel any anxiety when I want to go up again. Since my wife now has a Pulse, I do still fly the Falcon when conditions are very light.

I have nothing against the higher performing gliders. I am impressed with what can be done with a topless or rigid wing glider under the direction of a capable pilot.

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

But these gliders aren’t for me. I don’t fly often enough now to justify owning one.

Lower performance gliders can be equally satisfying for many pilots. There are a number of beginner/novice-intermediate gliders now being flown by advanced-rated pilots. In fact, in my Region 10, the pilot who put in close to 1500 X-C miles in 2007, Greg Heckman, was not flying a topless or rigid wing, but a Sport 2. He remarked that he was having fun on all of his flights! Isn’t that why we all started flying in the first place?!?

stra nge BEAST.”

“Ego

is a

JOHNSTOKES

began his foray into flying in 1975 in Memphis at the tender age of 19.

He currently resides with his wife, Dale, near Lookout Mountain Flight Park. During the summer, they present Birds of Prey Programs at the local attraction Rock City (seerockcity.com). Their blogspot is: www. soarsouth.blogspot.com. If any other advanced pilots would like him to hear their confessions, he’s available at johnstokes@hotmail.com.

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GALLERY | LEROY GRANNIS

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April 2008: Hang Gliding & Paragliding – www.USHPA .aero

If you’ve been around the hang gliding scene long enough to have a gray hair or two, you’ve heard about LeRoy Grannis. If you are relatively new to the sport (less than ten years of flying) you will enjoy this introduction to “Granny”, as he is known to many.

L

eRoy is as well known in surfing circles as in hang gliding. In the surf world, LeRoy Grannis is an icon. He grew up in Hermosa Beach, began surfing at age 14, and was still surfing at 80 and several years beyond. LeRoy fondly remembers the winter swell of 1938 when he and a few other surfers in California paddled out in frigid conditions, well before wetsuits, on 100 pound homemade redwood planks. Granny turned 90 in August of this year. Due to some health problems, he finally had to stop surfing, but will never lose the stoke. His surf photography is known and sought after worldwide. He has published several books of his photos and has had a few hugely successful art shows. He and his wife Katie live in Carlsbad, California, and are my favorite two people on earth.

Recently I sat down with LeRoy to interview my friend of 25 years. When I told him I would like to go through his hang gliding photos, he just smiled and said good luck. Now, after looking through forty binders filled with thousands of slides covering more than three decades, I know why he was smiling.

When did you first see HG? In the early 70’s, while driving along the coast highway, Katie and I came upon a group of early HG pioneers at Torrance Beach. Of course, the cameras came out to record this early history in the making, and Katie had to drive home to get more film. Over the next few months I shot hundreds of slides of early pilots such as Dave Cronk, Jim Mahoney, Dave Muell, Pete Brock, Taras Kiceniuk, Volmer Jensen and many more. Jim and I started one of the first publications, HG Magazine. I started traveling to all the meets and contests: SoCal, Guadalupe Dunes, north to Grouse Mt. for 10 consecutive years, Telluride for 20 years, Yosemite, many east coast events, and Europe and Hawaii.

When did you start flying tandem?

My first tandem flight for aerial shots was with Bob Keeler at Palos Verdes,the Domes. I first flew Torrey Pines with Burke Ewing on his WW 110 G. Later we flew tandem at Grouse Mt. and Ft. Funston. I flew with Herb Fenner at Torrey Pines on Herb’s big black & yellow Moyes glider. We flew often and

transitioned to Herb’s Sundance B model with twin swing seats. This made it easy to switch cameras or change film without having to land.

Who else did you fly with?

I flew in Hawaii at Makapu'u in 1975. I remember this flight because I dropped my film and lost it. I flew with Dave Ledford at Torrey.

I know you used to do camera set-ups on hang gliders for pilots’ point of view shots. Who were some of your favorites?

My first was Bob Thornburg at Makapu'u Pt. I remember setting up a camera at Grouse Mt. for Steve Pearson to use on a tandem flight with a girl.

They had a bit of a rough landing and destroyed my camera. Others include Steve Moyes in Austria.

Eric Raymond, Burke Ewing and Ledford. Jack Schroeder and Tom Peghiny. There are probably more I don’t recall at the moment.

What are your favorite places to shoot?

I really liked Pt. Fermin. I got some great sunset shots there. Of course Telluride, Grouse and Torrey Pines. Hawaii was always special. Hard to get a bad shot there.

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March 2008: Hang Gliding & Paragliding â&#x20AC;&#x201C; www.USHPA .aero

Close calls & your accident?

One year while flying tandem with Burke at Grandfather Mt., we had a close call with a helicopter. The photo made the newspapers. I broke my ankle on a hard landing with Herb at Torrey. This is when Katie told me my flying days were over. I did take one more flight with Ledford after that, but don’t tell Katie.

I know you traveled the world shooting surfing and HG’ing. Any parallels?

Yes! There are so many great people in both sports. I have made many lifelong friends and got to travel to lots of places. My shots of both sports have been in National Geographic, the London Times and others.

T

he most difficult part of this interview was trying to pick the photos. I saw many great shots that didn’t seem to fit the story. It’s hard to do justice to twenty years of work by picking out a small assortment of slides. However, it was a fantastic journey for me to see many places I had flown in the early days, and many I wish I had. All the pilots were so damn young and fit. Weren’t we all? Some are gone, and I am thankful Granny captured them forever doing what they loved the most.

Many are still active pilots after 30 plus years. If you are interested in seeing more of Granny’s photos, tell the Editor, and I will submit some more for publication.

Interview by BRADHALL

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CALENDAR Calendar 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, see our Calendar of Events at: www.USHPA.aero Sanctioned competition HG April 20-26 ► Casa Grande, Arizona. Santa Cruz Flats Race. Registration opens February 1, $495 until March 15, $545 after. Includes towing.

More information contact Dustin Martin at flydustin@hotmail.com.

HG June 1-7 ► Ridgely, Maryland. 2008 East Coast Hang Gliding Championships. Registration opens March 1, $225 before April 15, $275 after for Class 1 & 5. $175 before April 15, $225 after for Sport Class. More information: aerosports.net.

PG June 8-14 ► Woodrat Mt., Ruch, Oregon. West Coast Paragliding Championships. Registration opens February 15, $325 until April 15, $395 after. More information: mphsports.com.

HG PG

June 29-July 4 ► Chelan, Washington. Chelan XC Classic, crosscountry flying for hang gliders and paragliders. Score is best 4 out of 6 days.

Registration $80 until April 30, $100 after, or come for part of the week and pay $25/day. Includes T-shirt and barbecue. Best 4 out of 6 days. More information: cloudbase.org.

PG July 6-12 ► Woodrat Mt., Ruch, Oregon. Paragliding Rat Race. Registration opens February 15, $395 before April 15, $450 after. Introduction to competition with education and training in GPS use and competition strategies, mentoring program, evening classroom discussions, much more. Additional information: mphsports.com.

PG July 27-August 1 ► Chelan, Washington. Chelan Paragliding XC Open. Registration opens March 15, $285 by June 26, $325 after. More information: chelanXCopen.com.

HG

August 17-23 ► Lakeview, Oregon. Hang-on Hang Gliding Nationals.

Registration opens March 15, $295 postmarked by May 15, $350 postmarked May 16-July 31, $425 after. More information: mphsports.com.

PG

September 14-20 ► Bishop, California. Owens Valley US Paragliding Nationals. Registration opens April 1. Contact: kari@karicastle.com or upperlimits@hotmail.com. More information: www.2008USParaglidingNationals. com.

Competition PG March 29-30, April 12-13, May 17-18, June 21-22, July 19-20, August 9-10, September 6-7, October 4-6 ► Dunlap, Potato Hill and Owens Valley, California. 2008 Northern California XC League. $10/task for pre-registered pilots. Prizes awarded on Saturday nights. For more information email Jug at scpjka@gmail.com, or go to www.santacruzparagliding.com.

HG PG

April 19 - 20 ► Oceanside, Oregon. The Annual Oceanside Open.

A fun competition for both Hang Gliders and Paragliders on the scenic Oregon Coast. For more information contact CB Schmaltz at cbsres@gorge.net (503) 806-1525 or Mark Forbes at mgforbes@mindspring.com.

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HG PG

June 5th-8th ► Vail, Colorado. Teva Mountain Games Paragliding Competition. Fun Competition, Cross Country Race to Goal. This will be a Showcase event in an effort to make it a regular part of the Teva Mountain Games. Hopefully sanctioned next year. The dates are June 5th-8th. There will be give-aways, drink specials, parties galore, and mingling with other extreme athletic enthusiasts. Prizes will be medals for the two divisions-open and serial class. Sign up will begin on the website March 1st, tevamountaingames.com. More information: call Greg Kelley at 970-376-0495, or write to paraglidevail@gmail.com.

HG July 14-19 ► King Mt., Idaho. 2008 King Mountain Hang Gliding Championships, in Idaho’s Lost River Range, near Arco and Moore. Open, recreation, and team classes, driver awards, raffle, trophies and more! Collectors-edition shirts designed by Dan Gravage! Free camping, BBQ’s, prizes, and tons o’ fun...PLUS some of the best XC flying the sport has to offer! For more information and registration forms, go to www.flykingmountain.com or contact Lisa Tate, (208) 376-7914, lisa@soaringdreamsart.com.

HG PG

July 27- August 2 ► Boone, North Carolina. 3rd Annual Tater Hill Open. XC and Race for paragliders and low performance hang gliders w/ concentration on new XC pilots. Registration opens April 1, $275 until August 1. Per day rate for weekend only. More info: www.flytaterhill.com or contact Bubba Goodman at 828-773-9433.

HG September 28 - October 4 ► Dunlap, Tennessee. The 2008 Tennessee Tree Toppers Team Challenge. Pilot check-in and registration starts Saturday September 27. Competition strategies with a focus on mentoring, and fun. More information: treetoppers.net.

HG PG October 31- November 2 ► Puebla, Mexico. Vuela Puebla 2008, Paragliding and Hang Gliding Open Championship. FAI/CIVL Category 2 Events. Competitions will occur at same time at two different launches.

Great flying, and cool colonial city. 75$ entry fee. More information: www. vuelapuebla.com.

Fly-Ins HG PG April 19-20 ► Oceanside, Oregon. Oregon Hang Gliding Association and Cascade Paragliding Club invite you to the annual Oceanside Fly-In. Fly coastal and inland sites along the beautiful Oregon coast, with a dinner and party at the Oceanside community center on Saturday night. Pilot meetings 9am Saturday/Sunday at the center, fun competitions, raffle prizes and more. Lots of adventures for non-flying family while you’re getting your share of airtime. More information: www.ohga.org.

HG May 2-4 ► Glassy Mountain near Greer, South Carolina. South Carolina Springtime Fly-In! Come and enjoy flying and competing in spot landing, duration, X-C, and balloon toss events at this beautiful south-facing mountain. Plaques awarded to all 1st, 2nd and 3rd place finishers in all competitions (except balloon toss). $20 entry fee for competition flying, and $10 for fun flying. Fly-In T-shirts available. Contact: Paul Peeples, (828) 553-3777, or pbrannenp@msn.com. Paragliders cannot be flown at this site due to tree restrictions at launch.

HG PG May 24-26 • King Mt., near Moore, Idaho. 2008 Spring Fling at King. Welcome the mountain XC season with this fun-filled event. Open XC with 1st place cash prizes for hang gliding and paragliding. All-you-can-eat outdoor buffet, with dessert. More information from www.kingmountaingliders.com or (208) 0390-0205.

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

PG

June 21-29 ► Girdwood, Alaska. Come fly under the Midnight Sun! Peak to Peak Paragliding Kay Taushcher will lead a trip (experienced P-2s and up) for some amazing flying during the Arctic Airwalkers’ annual flyin. For details see www.peaktopeakparagliding.com or contact Kay at (303) 817-0803 or info@peaktopeakparagliding.com.

HG July 3-6 ► Lakeview, Oregon. Umpteenth Annual Festival of Free Flight. Hang glider and paraglider pilots will compete for cash prizes and a chance to catch the thermals that rise over the high desert. This year’s festival includes a flour bomb drop, as well as a pig roast for pilots and their families.

Cash prizes for the hang glider trophy dash from Sugar Hill to Lakeview, and spot landing for both hang gliders and paragliders. Paraglider pilots compete to accumulate the most air miles during the contest. More information at www.lakecountychamber.org.

clinics, meetings, tours March 29-30 ► Santa Barbara, California. Thermal and XC Clinic with Rob Sporrer of Eagle Paragliding. This two day clinic is open to pilots of all levels. The clinic includes ground school, and air to ground radio coaching in our local mountains. More information: www.paragliding.com.

March-April ► Various sites in Colorado, Utah, New Mexico & Arizona.

Three-day over-the-water paraglider courses with Peak-to-Peak Paragliding.

More information: www.peaktopeakparagliding.com, email info@peaktopeakparagliding.com, phone (303) 817-0803.

April 4-5 ► Santa Barbara, California. Tandem Paragliding Clinic with Rob Sporrer of Eagle Paragliding. Classroom and practical training at our world-class training hill in Santa Barbara. More information: www.paragliding.com.

April 12 ► Salt Lake City, Utah. Tandem 1 Class with Ken Hudonjorgensen. Thorough preparation for your tandem clinic with all of the study materials you will need. Contact information: (801) 572-3414, or twocanfly@gmail. com. More information: www.twocanfly.com.

April 12-19 ► Lake Atitlan, Guatemala. Join Matt Combs, Rob Sporrer, Nick Greece, and local flying guide Christian Behrenz for a flying adventure in Guatemala. Based in Pana we will explore the volcano dotted lake for great flying as well as one day of SIV training under the expert tutelage of Jackson Hole’s maneuvers coach—Matt Combs. We’ll journey across the lake to San Marcos, by boat, to sample thermal flying under the watchful gaze of 13,000 foot volcanoes. Contact: mcparagliding@hotmail.com, or nicogotz@hotmail.com.

April 13, 14 ► Utah. Ridge soaring, side hill & top landings and high wind kiting with Ken Hudonjorgensen. Special emphasis on the asymmetric inflation technique. Contact: Phone (801) 572-3414, or email twocanfly@ gmail.com. More information www.twocanfly.com.

April 19-21 ► Salt Lake City, Utah. Instructor Training with Ken Hudonjorgensen. Phone (801) 572-3414, or email twocanfly@gmail.com. More information: www.twocanfly.com.

April 20-21 ► Salt Lake City, Utah. Instructor re-certification with Ken Hudonjorgensen. Phone (801) 572-3414, or email twocanfly@gmail.com.

More information: www.twocanfly.com.

April 25-30 ► California. Over the water maneuvers clinics in southern California with Eagle Paragliding. Top all around acro and competition pilot Brad Gunnuscio will be coaching with our state of the art towing set up. More information: www.paragliding.com.

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

April 26-27 ► Salt Lake City, Utah. Tandem (T2 & T3) with Ken Hudonjorgensen. Phone (801) 572-3414, or email twocanfly@gmail.com. More information: www.twocanfly.com.

May 1-22 ► Jackson, Wyoming. Maneuvers training courses. Come tow at the beautiful Palisades Reservoir with the Jackson Hole Paragliding Team.

Contact Scott Harris, (307) 690-8726, www.jhparagliding.com.

May 3-4 ► Santa Barbara, California. Competition Flying Clinic with US Champion Dean Stratton and Eagle Paragliding. Review strategy and tactics for competition flying, and participate in task meetings before we fly the task together. More information: www.paragliding.com.

May 9-19 ► European Alps. The first annual Nova XC Flying Camp organized by Nova team pilot Kay Tauscher and Peak-to-Peak Paragliding. Join Kay and some of her fellow Nova team pilots to learn XC flying skills or become a better cross-country pilot in places with amazingly consistent XC conditions. For P-2 through P-4 pilots. Space is limited and the trip is already filling quickly. More information: www.peaktopeakparagliding.com, email info@peaktopeakparagliding.com, phone (303) 817-0803.

May 15-18 ► Tow XC Clinic. This is the easiest way to get high and go far.

With our payout winch expect to get 3000’ high and just start turning in lift.

Parasoft has offered these clinics since 1999 and seen pilots rated P-2 and higher fly many miles XC. See details at http://www.parasoftparagliding.com/ lessons/xc _ clinic.php.

May 15-25 ► France, Switzerland, Italy. Experience the Alps where it all began! Join Luis Rosenkjer and Todd Weigand to fly world-famous sites every day: St. Hilaire, Annecy, Chamonix, Mieussy, Verbier, La Madeleine, Les Saissis and more. Luis has been guiding international pilots to France for the last six years – last year one group was able to fly from the Aiguille du Midi on Mont Blanc, launching at 12,000 feet and landing in Chamonix, 9000 feet below! More information: www.atlantaparagliding.com, luis@atlantaparagliding.com, or Todd at wallowaparagliding@gmail.com, www.paraglidefrance. blogspot.com.

May 24-26 ► Owens Valley, California. Rob Sporrer of Eagle Paragliding joins American free flying icon Kari Castle for a three-day clinic. Clinic includes site introductions, and thermal and cross-country flying with Kari in her own backyard. More information: www.paragliding.com.

May 28-June 2 ► California. Over the water maneuvers clinics in southern California with Eagle Paragliding. Top all around acro and competition pilot Brad Gunnuscio will be coaching with our state of the art towing set up.

More information: www.paragliding.com.

May 30-June 1 ► Jackson, Wyoming. Tandem clinic. Presented by Scott Harris at the Jackson Hole Mountain Resort. (307) 690-8726, www.jhparagliding.com.

June 5-8 ► Utah. Cross-country competition clinic; a friendly introduction to cross-country flying with instruction from US and North American XC record setter, and 2005 US XC Competition Champion Bill Belcourt, and Ken Hudonjorgensen. All aspects of XC & Competitions will be covered. Utah XC sites. Phone (801) 572-3414, or email twocanfly@gmail.com. More information: www.twocanfly.com.

June 6-8 ► Jackson. Wyoming. Instructor clinic. Contact Scott Harris, (307) 690-8726, www.jhparagliding.com.

June 21-22 ► Utah. Mountain Flying and learning how to pioneer new sites with Ken Hudonjorgensen. Phone (801) 572-3414, or email twocanfly@gmail.com. More information: www.twocanfly.com.

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CALENDAR June 27-July2 ► California. Over the water maneuvers clinics in southern California with Eagle Paragliding. Top all around acro and competition pilot Brad Gunnuscio will be coaching with our state of the art towing set up. More information: www.paragliding.com.

July 18-19 ► Utah. Central Utah Mountain flying and site pioneering with Stacy Whitmore and Ken Hudonjorgensen. Phone (801) 572-3414, or email twocanfly@gmail.com. More information: www.twocanfly.com.

August 9-21 ► French and Swiss Alps. Join Rob Sporrer, Jamie Messenger, Bob Drury, Nick Greece, and our local guide and weather guru for amazing flying during what is typically the most consistent part of the Alpine summer. This annual tour to the Haute Alps, will be based in Grand Bornand, at our own flying lodge, we will work on cross-country flying strategies and tactics in the finest terrain imaginable. Every night eat five star meals after our debriefs. Plan on flying at least six different sites ranging from Grand Bornand to Interlaken depending on the weather. More information: http://eagleparagliding.com/?q=node/27#30.

August 28-30 ► Utah. Central Utah Thermal Clinic with Stacy Whitmore, Ken Hudonjorgensen & Bill Belcourt. Phone (801) 572-3414, or email twocanfly@ gmail.com. More information: www.twocanfly.com.

SeptEMBER 6-8 ► Utah. Thermal Clinic at Utah flying sites with Ken Hudonjorgensen. Phone (801) 572-3414, or email twocanfly@gmail.com. More information: www.twocanfly.com.

September 13-16 ► Ridge Soaring Clinic, near Grand Junction, Colorado.

Otto's Ridge is an undiscovered ridge-soaring paradise. We soar above our tents in the morning, midday we tow up in building thermals, and in the evenings we enjoy glass-off flights. P-2 pilots will learn to ridge soar and tow up into thermals. Details at http://www.parasoftparagliding.com/lessons/ridge _ soaring _ clinic.php.

September 23-28 ► Santa Barbara, California. Instructor Certification Clinic with Rob Sporrer of Eagle Paragliding. This three day clinic is open to basic and advanced Paragliding instructor candidates, and those needing recertification. More information: www.paragliding.com.

SeptEMBER 27-28 ► Utah. Mountain Flying and learning how to pioneer new sites with Ken Hudonjorgensen. Phone (801) 572-3414, or email twocanfly@gmail.com. More information: www.twocanfly.com.

October 3-5 ► Santa Barbara, California. Instructor Certification Clinic with Rob Sporrer of Eagle Paragliding. This three day clinic is open to basic and advanced Paragliding instructor candidates, and those needing recertification.

More information: www.paragliding.com.

November 1-5 and 5-9 ► Phoenix, Arizona. Come to warm Phoenix for some last flights before winter. Parasoft offers pilots rated P-2 and higher a chance to improve your skills in warm thermals. Fly into Sky Harbor on these dates and we will take you flying nearby. We have hotel, transport and guiding all arranged. Details at http://www.parasoftparagliding.com/travel/phoenix.php.

Nov 8-15 &/or Nov 15-22 ► Iquique, Chile. Flying sites w/Ken Hudonjorgensen , Bill Belcourt and local guides. A great trip to what many pilots consider to be the best place to fly in the world. Phone (801) 572-3414, or email twocanfly@gmail.com. More information: www.twocanfly.com.

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April 2008: Hang Gliding & Paragliding – www.USHPA .aero

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fun are packed into these digital archives. Watch technique and technology evolve. Learn how sites have opened and closed.

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Photo by Dan Roland

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RED BULL X-ALPS 2007 DVD | $45.95 Americans Nate Scales and Honza Rejmanek tested themselves at last year's edition of the Alpine torture device known as X-Alps.

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April 2008: Hang Gliding & Paragliding – www.USHPA .aero

Kase Van Rees, 8 year old paragliding prodigy, gets ready to launch with his tandem co-pilot. "Flying is way better than XBOX", says Kase, "but my mom makes me take my little sister with me and she always screams when I do wingovers. Girls..."

71

CLASSIFIEDS 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. AD DEADLINES: All ad copy, instructions, changes, additions & cancellations must be received in writing 2 months preceding the cover date, i.e. September 15th is the deadline for the November 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 info@ushpa. aero. For security reasons, 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 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. BUY-

ERS 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 $1,250-$2,500.

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

MOYES LITESPORT - Like new, only three flights.

Blue/White. Harness, helmet, radios, oxygen, vario, windsocks. Paid over $6,500. Everything goes for $3500 OBO. Contact Mike at (949)-375-6493.

PULSE II-11 METER, SP Bar, Pneu. tires, PDA20 chute w/ Paraswivel, Cacoon, V-bridal, 4020 Vario, Helmet w/ radio. All excellent. No BS. $1800/ 321-604-9991.

PARACHUTES

INSPECTED RESERVES - For HG or PG $199+up.

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

BUSINESS & EMPLOYMENT 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 App. To: 3904 airport way, E. Wenatchee, Wa. 98802 or Fax 509-886-3435 (www.northwing. com)

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.

PARAGLIDERS EDEL QUANTUM paraglider wing and pack. Used only 50 hrs. Large. Excellent condition. Contact: marcelopalmaz@hotmail.com, (757) 229-2209.

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

ARIZONA FLY HIGH PARAGLIDING.COM - over 10 years of experience, offers P-2 certification, tandem flights, towing, new and used equipment, the best weather to fly in USA. (480)-266-6969.

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

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.

EAGLE PARAGLIDING - SANTA BARBARA offers the best year round flying in the nation. Award-winning 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.

72

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

MIKE BUTLER HANG GLIDING SCHOOL - Training hill just 30 minutes west of Yosemite National Park.Wills Wing and Flytec dealer. mbutler@sti.net (209)-742-8540 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. Pitman Hydraulic Winch System for Hang 1s and above. Launch and landing clinics for Hang 3s and Hang 4s. Wills Wing Falcons of all sizes and custom training harnesses. 1116 Wrigley Way, Milpitas, CA 95035.

(408)-262-1055, Fax (408)-262-1388, mission@hanggliding.com, www.hang-gliding.com, Mission Soaring Center, leading the way since 1973.

TORREY PINES GLIDERPORT - Come soar in San Diego! This family-owned and operated flying site offers USHPA 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 Paratech and Independence gliders. We also carry AustriAlpin, Center of Gravity, Crispi and Sup’Air. Check us out online for sales and questions at: www.flytorrey.com, or call toll-free at 1-877-FLY-TEAM (359-8326). Also, tune in to the Internet Paragliding Talk Show at www. worldtalkradio.com every Tuesday 9-11:00 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 and service Colorado’s most experienced! Offering foot launch, tow and scooter tow instruction. Wills Wing, Moyes, North Wing, AIR, Altair, Aeros, High Energy, Finsterwalder, Flytec, MotoComm, and more sold and serviced. Call for more info (303)-674-2451, Evergreen Colorado, Airtimehg@aol.com GUNNISON GLIDERS - Serving the western slope. Instruction, sales, service, sewing, accessories. Site information, ratings. 1549 County Road 17, Gunnison CO 81230. (970)-641-9315, 1-(866)-238-2305.

PEAK TO PEAK PARAGLIDING LLC - THE Front Range paragliding school, located in Boulder, Colorado. Offering excellent state-of-the-art instruction. Specializing in over the water & safety training. Equipment & tandems.

Phone 303.817.0803 Info@peaktopeakparagliding.com www.peaktopeakparagliding.com.

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

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 - #1 site for US competition & the biggest flights on the East coast. No-wait, 1-on–1 lessons from first tandem to advanced XC training. Towing 8amsunset everyday. All amenities including on-site accommodations, time-honored clubhouse, pool, hot tub and private lake. Demos, rentals, sales, storage & repairs. Minutes from Orlando in Groveland, FL. Phone (352)-429-0213, fax (352) 429-4846, www.questairforce.com, questair@mpinet.com. 1-877-FLY-QUEST WALLABY AEROTOW FLIGHT PARK - Satisfaction Guaranteed. Just 8 miles from Disney World. Year-round soaring, open 7 days a week, six tugs, no waiting, every direction. 50+ nice demos to fly, topless to trainer gliders: Laminar, Moyes, Wills, Airborne, Airwave, Exxtacy, La Mouette, Sensor; also harnesses, varios, etc. Ages 13 to 73 have learned to fly here. No one comes close to our level of experience and success with tandem aerotow instruction. A great scene for family and friends. 10 motels & restaurants within 5 minutes. Camping, hot showers, shade trees, sales, storage, ratings, XC retrievals, great weather, climbing wall, trampoline, DSS TV, ping pong, picnic tables, swimming pool, etc. Flights of over 200 miles and more than 7 hours. Articles in Hang Gliding, Kitplanes, Skywings, Cross Country and others. Featured on numerous TV shows, including Dateline NBC, The Discovery Channel & ESPN. Visit us on the Web: http://www.wallaby.com. Please call us for references and video. 1805 Dean Still Road, Disney Area, FL 33837 (863)-424-0070, phone & fax, fly@wallaby.com, 1-(800)-WALLABY. Conservative, reliable, state-of-theart. 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

ALOHA! ISLAND POWERED PARAGLIDERS/THERMALUP PARAGLIDING - The Big Islands only choice for USHPA certified instruction. Both free flight and powered tandems year round. Dvd of your flight included.

One on one lessons from our private oceanside launches and training facilities. Contact Yeti, (808)-987-0773, www.ThermalUp.com or www.IslandPPG.com. Aloha PROFLYGHT PARAGLIDING - Call Dexter for friendly information about flying on Maui. Full-service school offering beginner to advanced instruction every day, year round. (808)-874-5433, paraglidehawaii.com.

INDIANA

NEW YORK AAA MOUNTAIN WINGS INC. - New location at 77 Hang Glider Road in Ellenville next to the LZ. We service all brands featuring AEROS and North Wing. Contact (845)-647-3377, mtnwings@verizon.net, www.mtnwings.com, FLY HIGH, INC. - Serving New York, Jersey, and Connecticut areas. Area’s exclusive Wills Wing dealer. Also all other brands, accessories. Area’s most INEXPENSIVE prices! Certified instruction/service since 1979. Excellent secondary instruction! Taken some lessons? Advance to mountain flying! www.flyhighhg.com, (845)-744-3317.

CLOUD 9 SPORT AVIATION - See Cloud 9 in Michigan

SUSQUEHANNA FLIGHT PARK COOPERSTOWN NY - 40 acre flight park. 160’ training hill with rides up. 600’ MAINE ridge-large LZ. Specializing in first mountain flights.

Dan Guido mailing address 293 Shoemaker Rd Mohawk DOWNEAST AIRSPORTS - paragliding & hang glidNy 13407 Home (315)-866-6153 cell (315)-867-8011 ing instruction using tandems & scooter towing for easy dguido@dfamilk.com safe learning. Quality equipment sales. www.downeastairsports.com, in _ a _ cloud@hotmail.com, Marc NORTH CAROLINA (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.

MARYLAND SCHOOL OF HANG GLIDING - Sales, service, instruction since 1976. Specializing in Foot Launch. www.mshg.com (410)-527-0975 Proudly representing Wills Wing & Moyes

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

TRAVERSE CITY HANG GLIDERS/PARAGLIDERS Put your knees in our breeze and soar our 450’ sand dunes. Full-time shop. Certified instruction, beginner to advanced. Sales, service, accessories for ALL major brands. Visa/MasterCard. 1509 E 8th, Traverse City MI 49684. Offering powered paragliding. Call Bill at (231)-922-2844, tchangglider@chartermi.net. Your USA & Canada Mosquito distributor. www.mosquitoamerica.com.

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

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

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.

TENNESSEE TREE TOPPERS - #1 Club in America.

Home of the world famous Radial Ramp, great XC, easy launch, huge LZ. Just North of Chattanooga. www.treetoppers.org

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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CLASSIFIEDS UTAH

PARTS & ACCESSORIES

PUBLICATIONS & ORGANIZATIONS

AIR REVOLUTION FLIGHT SCHOOL – WITH BILL HEANER AND THE REVOLUTION INSTRUCTOR TEAM Learn true wing mastery from some of the greatest instructors in the world. We offer P1-P4, T1-T3, tandem flights, USHPG Instructor Certification and paramotor training. Camping and hotels within walking distance from our shop. Contact Bill Heaner (801)-541-8341, bill@rpmppg.com, www.rpmppg.com/school/facility/.

ALL HG GLIDERBAGS, harness packs, harness zippers and zipper stocks. Instrument mounts and replacement bands. Mitts, straps, fabric parts, windsocks, radios.

Gunnison Gliders. 1-(866)-238-2305

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.

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.

REAL ESTATE

CLOUD 9 PARAGLIDING - Come visit us and check out our huge selection of paragliding gear, traction kites, extreme toys, and any other fun things you can think of.

If you aren’t near the Point of the Mountain, then head to http://www.paragliders.com for a full list of products and services. We are Utah’s only full time shop and repair facility, Give us a ring at (801)-576-6460 if you have any questions.

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, (804)-241-4324, www.blueskyhg.com.

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

WISCONSIN FREEFLIGHT AVIATIONS – The Midwest’s largest hang gliding school. Using both aertow tandem and onsite training hill, 7 days a week, April through November.

For the traveling hang glider pilot, rental equipment is available. (920)-728-2231, tommy@freeflighthanggliding.com, FreeflightAviations.com.

WYOMING JACKSON HOLE PARAGLIDING - Come to Paragliding Paradise and enjoy alpine flying at its absolute best.

Ten sites in a ten-mile radius including the Jackson Hole Mountain Resort. Lessons and Guide Service Daily.

Maneuvers Training at the Palisades Reservoir on Tow Tuesdays. More information: www.jhparagliding.com Scott@jhparagliding.com (307)-690-8726 (TRAM).

INTERNATIONAL BAJA MEXICO - La Salina: PG, HG, PPG www.FLYLASALINA.com. by www.BAJABRENT.com, He’ll hook you up! site intros, tours, & rooms bajabrent@bajabrent. com, (760)-203-2658 MEXICO - VALLE DE BRAVO and beyond for hang gliding and paragliding. Year round availability and special tours. Gear, guiding, instruction, transportation, lodging - all varieties for your needs. www.flymexico.com 1-(800)-861-7198 USA

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FLIGHT SUITS, FLIGHT SUITS, FLIGHT SUITS, Warm Flight suits, Efficient Flight suits, Light weight Flight suits, Flight suits in twelve sizes. Stylish Flight suits www.mphsports.com (503)-657-8911 FOR ALL YOUR FLYING NEEDS - Check out the Aviation Depot at www.mojosgear.com featuring over 1000 items for foot-launched and powered paragliding, hang gliding, stunt and power kiting, and powered parachutes.

24/7 secure online shopping. Books, videos, KITES, gifts, 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.

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.

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 ft. and weighs only 4 lbs. Complete kit with cylinder, harness, regulator, cannula, and remote on/off flowmeter, only $450.00.

1-(800)-468-8185 RISING AIR GLIDER REPAIR SERVICES - A full-service 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.

WINDSOKS FROM HAWK AIRSPORTS INC - 1673 Corbin Lake Rd, Rutledge, TN 37861, 1-800-826-2719.

World-famous Windsoks, as seen at the Oshkosh & SunN-Fun EAA Fly-Ins. Hawk@windsok.com, www.windsok.com.

10 ACRES IN THE BEAUTIFUL LOST RIVER VALLEY, close to King Mt HG/PG site. Super glass-offs!

Fenced. Partial payment toward well/septic. Don @ 208-554-2405.

MISCELLANEOUS WORLDWIDE INTERNET PARAGLIDING 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) 858-268-3068. Paraglider pilots and radio hosts David and Gabriel Jebb want to hear about your stories, promotions/events or insight; they also take questions!

STOLEN WINGS AND THINGS STOLEN WINGS are listed as a service to USHPA members. Newest entries are in bold. There is no charge for this service and lost-and-found wings or equipment may be called in to (719)-632-8300, faxed to (719)-632-6417, or emailed to info@ushpa.aero for inclusion in Hang Gliding & Paragliding magazine. Please call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

GPS GARMIN 76 CSX. The last day of the Rat Race, after the track log information was downloaded, someone picked up my GPS from the table. It had white tape in the upper left corner with my pilot number 326 written on it.

If you discover that this GPS in your possession, please contact me at USHPA. Martin 800-616-6888. This GPS was borrowed from a friend, so it would be an enormous relief to have it returned.

GRADIENT ASPEN - My paraglider equipment was stolen from my vehicle on November 7th in San Diego, California. The wing was a red, gradient Aspen 26m, SOL Large CX harness, SOL 33 CELL reserve, Ozone red and gray backpack. REWARD no questions asked $250 or please contact me with any information regarding the equipment. David Thulin 307-690-5792 or davidthulin@hotmail.com Thank you.

STOLEN FROM THE ANDY JACKSON AIRPARK CALIFORNIA, MAY 14TH 2007. FALCON 195 #25038. Silver leading edge, red bottom surface white trailing edge. If found please contact Rob or Dianne through www.flytandem.com or (909)-883-8488.

GEAR STOLEN FROM MEXICAN PILOT IN MEXICO NIVIUK HOOK XXS (45-65Kg) wing, in orange and white, s/n C20664, and an Ava Sport XS harnes, in blue and black. The reserve is a Firebird R5 S; I don’t have the serial number of these last two. If this equipment is found, contact me pupitetris@yahoo.com or her directly: Vinda Levy, vindalev@yahoo.com +52(312)3097665

April 2008: Hang Gliding & Paragliding – www.USHPA .aero

RATINGS | DEC 07 HANG GLIDING RTNG REGN NAME

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

2 2 2 2 2 2 2 3 4 7 7 8 9 10 10 10 13 2 2 2 2 2 4 7 7 8 8 10 10 10 13 2 2 4 10 12 3 4 10

Charita Law Bradley Hagstrand Ivan Datskon Dirk Morris Ella Schneider Ashu Varshney Gabriel Eggers Allistaire Aguilar John Jaugilas Daniel Macy Peter Lutz Stuart Bernstein Matthew Wilkens Leslie Hallmon Jeffrey Knight Jaime Perry Nathan Hirshberg Kurt Jorgensen Brian Spyksma Leon Barrett Gary Goddard Gabriel Eggers John Jaugilas Daniel Macy Peter Lutz Stuart Bernstein Edward Germain Leslie Hallmon Jeffrey Knight Jaime Perry Nathan Hirshberg David Kiesling Ryan Goebel Eric Standley Wesley Stalls Lance Mankowski Craig Perkins Kevin Koonce Daniel Farnsworth

PARAGLIDING CITY

Berkeley San Francisco San Leandro San Carlos Sunnyvale Sunnyvale Santa Rosa North Hills Auroroa Brainerd Davison Kingston Washington Cottondale Atlanta Chickamanga Haifa Chico Hayward Berkeley Oakland Santa Rosa Auroroa Brainerd Davison Kingston Haverhill Cottondale Atlanta Chickamanga Haifa Richmond Santa Cruz Prescott Nags Head New York San Clemente Sandy Rock Spring

STATE RATING OFFICIAL

RTNG REGN NAME

CA CA CA CA CA CA CA CA CO MN MI MA DC AL GA GA

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

CA CA CA CA CA CO MN MI MA MA AL GA GA CA CA AZ NC NY CA UT GA

Kurtis Carter Patrick Denevan Patrick Denevan Patrick Denevan Patrick Denevan Patrick Denevan Patrick Denevan Lynden Vazquez Gordon Cayce Tracy Tillman Gordon Cayce Gordon Cayce John Middleton Gordon Cayce Gordon Cayce Gordon Cayce Malcolm Jones Rob Mckenzie Harold Johnson Barry Levine Patrick Denevan Patrick Denevan Gordon Cayce Tracy Tillman Gordon Cayce Gordon Cayce Steven Prepost Gordon Cayce Gordon Cayce Gordon Cayce Malcolm Jones Harold Johnson Harold Johnson Greg Berger James Prahl Greg Black Steve Stackable Paul Voight Matthew Taber

1 2 3 3 4 4 4 4 9 10 10 10 13 13 13 2 2 2 3 3 3 4 4 4 4 10 10 13 2 2 2 2 2 3 3 3 3 4 4 4 4 4 4 5 6 9 12 4 3 3 3 10 10 10 11

CITY

Richard Rosman Seattle Natalia Bonilla Monterey Kamyar Haghani Encinitas Ana Karina Gomez Espana Schwenk Chula Vista Russ Van Skike Colorado Springs Todd Garrison Denver Kristen Brooks Denver Scott Wyatt Denver Julia Lukas Bath Jared Hammond Lexington Christopher Sherer Stuart J Tisdale Gulfport Lynda Guiney Surrey John Mac Bain Bc Marie-claude E. Dufresne Ontatio Kimberly Phinney Petaluma Eric Blum Richmond Natalia Bonilla Monterey Randall Soong Kailua Xavier Grobet Los Angeles Errol Missingham San Diego Russ Van Skike Colorado Springs Todd Garrison Denver Kristen Brooks Denver Scott Wyatt Denver Christopher Sherer Stuart J Tisdale Gulfport John Mac Bain Bc Victor E Durante San Francisco Brice Dusi Eureka Stewart Hester-chow Belmont Carl Steinbach Palo Alto Thomas Gonder Aptos David Bader Carpinteria Moku-wai Busch Kealakekua Chris Bardsley Laguna Niguel Gregory Christopher Kealakekua Dan Ford Salt Lake City Carl Johansen Salt Lake City Edwin Williams Iv Thornton Brian Stratton Louisville Matt Hecker Evergreen James Spurgeon Prescott Caleb Sandford Missoula Mariya Kim Stillwater James Griffith Stoystown Thomas Keefer Turnersville Jon Patterson Jackson Kevin Howe Santa Barbara Cormac Obrien Santa Barbara Chris Rowland Santa Barbara Anthony Rogers, Md Boynton Beach Stephane Pascal Summerville Markus Hofmeister Pompano Beach Bob Blount San Antonio

STATE RATING OFFICIAL

WA CA CA CA CO CO CO CO PA SC FL FL

CA CA CA HI CA CA CO CO CO CO FL FL CA CA CA CA CA CA HI CA HI UT UT CO CO CO AZ MT OK PA NJ WY CA CA CA FL SC FL TX

Steven Wilson Greg Babush Gabriel Jebb Gabriel Jebb Kay Tauscher Kay Tauscher Kay Tauscher Kay Tauscher David Binder Carlos Madureira Rob Sporrer Gregg Mcnamee Todd Weigand Bruce Kirk Todd Weigand Jeffrey Greenbaum Jeffrey Greenbaum Greg Babush Pete Michelmore Kevin Mcginley Gabriel Jebb Kay Tauscher Kay Tauscher Kay Tauscher Kay Tauscher Rob Sporrer Gregg Mcnamee Bruce Kirk Phil Neri Kevin Biernacki Wallace Anderson Wallace Anderson Kim Galvin Rob Sporrer Christopher Langan Gabriel Jebb Christopher Langan Dale Covington Dale Covington Kay Tauscher Granger Banks Granger Banks Carlos Madureira Jonathan Jefferies David Broyles Chad Bastian Rob Sporrer Billie Barue Rob Sporrer Rob Sporrer Rob Sporrer Claude Fiset Carl Dennis Claude Fiset Gregory Kelley

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Whale © Eric Isselée | Dreamstime.com

DON’T MISS OUT. BE SURE TO RENEW.

If your USHPA membership expires on 4/30 we must receive your renewal BY April 15th or you will miss the May magazine. If your USHPA membership expires on 5/31 we must receive your renewal BY May 15th or you will miss the June magazine.

NO LONGER FLYING? Become a Contributing Member.

Participate in elections!

Receive the monthly magazine!

Application at

www.ushpa.aero/forms or call 1-800-616-6888

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

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April 2008: Hang Gliding & Paragliding – www.USHPA .aero

PARAWHALING SOUTH PACIFIC THE

"It started with my studies of whale migration patterns for a thesis project. The eureka moment came when I measured blowhole exhaust temperature and found it to be much warmer than previously thought. Could I actually thermal over a blowhole? After a few test flights finding climb rates up to 800 f.p.m. over the tanks at Sea World, I decided I would attempt to cross the South Pacific with a pod of whales. The matriarch of the pod, a whale I affectionately nicknamed "Old Faithful", seemed to understand what I was doing and allowed me to core her blowhole thermals for some 2300 miles. There were a few really low saves and I took some big deflations thanks to the occasional sneeze, but it was the adventure of a lifetime. Unfortunately, the 37 day XC only counts as one flight so I still don't have my P3." - Greg Gillam, P2 Parawhaler

April 2008: Hang Gliding & Paragliding â&#x20AC;&#x201C; www.USHPA .aero

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artwork by Abynao Migray

Thoughts | Dreams | Impressions

InTheYear2025...

T

he sun was shining through broken cumies and an invisible river of warm air flowed directly up the face of Twin Bowls. Mount Saint Helens stood in majesty some 12,000 feet high, fully rounded now, as if 1980 had never happened. I had last flown in 2005, nearly twenty years ago.

A journalist with a heart who found home in the silence of soaring flight, I found myself drawn here to find and report on twenty years of change in foot launch aviation.

I was extremely happy to see that the sky was filled with both paragliders and hang gliders, most of them a good three thousand feet above me. A new fact that my guide, Mike, leaked to me was that the valley’s thermals typically reach 9000 feet in the summer. Up to a few years ago, that 9000 foot mark wasn’t even attainable, but the year 2015 proved to be a miraculous year for both hang glider and paraglider pilots. And now, for those pilots flying wings constructed of the latest technologically advanced fabrics, flights to and beyond Mount Rainier are not uncommon.

“What,” I asked, “are technologically advanced fabrics and what is so magical about the year 2015?”

“You really have been away.” Mike quipped. “Let me fill you in. The year 2015 is the year the government went public on its most closely held secret–Area 51. The hand-held calculators, ultra-powerful desktop computers, and even miracle fabrics that exploded onto the economy during the 60’s and into the 21st century were, in fact, seeded by acquired alien technology.”

My guide pointed me toward the one hang pilot who was still in the process of setting up.

The pilot unzipped her bag, and, after a few minutes, stood her wing on the control bar. She snapped one leading edge into position, then the other, looking like my definition of normal for a topless hang glider.

Soon, the pilot walked around the wing.

She ran gloved hands along the leading edge, inspected bolts and fasteners, tugged on the winglets, and ran practiced fingers along the cables; then she left the wing to

78

By Steve Messman

retrieve her harness. I inquired about the missing battens. “There are none.” My guide grinned as he silently indicated that I should continue to watch.

The pilot returned to the wing, clipped herself in, asked for a hang check, and flipped a small toggle switch located along the wing’s keel about a foot in front of her attachment point. I could not believe my eyes. What had originally been fabric instantly became aluminum. At least, it looked like aluminum. The pilot smiled at my look of awestruck shock. She rapped her knuckles against the underside of the wing. It even sounded like aluminum! The entire wing was now solid, firm, smooth, totally laminar, and held its airfoil shape by some invisible force I did not understand. My guide used a really big word.

“Electroisotropy.” Mike tried to explain that concept to me in layman's terms. A specific property of some fluids known as isotropy has been understood for years.

It’s the property of a fluid to become firm when agitated or placed under pressure. In this case, the agitation is caused by a small electrical charge and the fluid has been incorporated into the fabric at the molecular level. When the electrical charge is applied, all the little molecules line up end-to-end.

Magically, what was once loose, foldable fabric takes on the look, feel and strength of aluminum. Mike then pointed out the rotating winglets for yaw control, and the addition of ailerons and spoilers, all controlled by the pilot’s weight shift. It was a foldable, foot-launch airplane. I watched as the pilot ran to the end of launch and executed a flawless launch sequence. She headed for the house thermal and was gone, headed straight up faster than any hang glider I’d ever seen. As she soared upward, Mike also described the leading edges, the control bars, and anything tubular on this fantastic wing. Each was made of an extruded alloy that was a combination of molecule-sized carbon tubes and titanium that filled the tubes, like a molecule-sized titanium and carbon éclair—seamless, super strong, light as a feather. This material, according to my guide, was only available because scientists had learned how

to combine alien technology with earthbound materials. Truly the stuff of science fiction!

My guide, a bag pilot, wanted to join the hang pilot. I watched as Mike laid out his wing. It looked normal, except that it was not made of the rip-stop nylon that I was used to seeing. “Progressive isotropy,” said my guide. Mike went on to explain that this fabric was modified from the material originally used in bullet proof vests invented a few years back. This wonder fabric responds to pressure—the greater the pressure, the greater the stiffness of the fabric. The more air pressure in the cells, the greater stiffness the wing’s fabric possessed.

“Think of the turns this wing will make.”

Mike said. “As I lean to the right, the left wing rises and becomes much more pressurized since it is flying faster than the inside wing. More pressure means stiffer fabric. That means less resistance, a more laminar air flow, and even faster flying.

This thing will turn on a wing tip if I weight shift just a little bit. Even better, deflations are a thing of the past. Any air pressure on the inside of the wing causes the fabric to respond. But because it is progressive, with greater pressure causing greater firmness, the wing responds perfectly to weight shift movements. It’s not great for acro pilots, but absolutely wonderful for XC pilots.

The wing stays inflated, has less drag, and flies faster.”

My guide pulled his wing into the wind.

It made a distinctive phuuump sound as it filled and pressurized. The wing stood straight overhead, and this pilot, like the one before, went straight up and was gone.

While the wing was overhead, I noticed the lines, each as thin as a single thread. I wondered what piece of ancient alien technology allowed for that. Mike, I am sure could have told me, but he was up and out.

His wing actually shimmered in the air as its shape and its texture changed with each movement in the sky.

I stopped flying when I was 60 years old.

What in the world had I missed?

April 2008: Hang Gliding & Paragliding – www.USHPA .aero