USHPA Pilot Vol50-Iss5 Sep/Oct 2020

SEPTEMBER / OCTOBER 2020

UNITED STATES HANG

VOLUME 50 #4 $6.95

GLIDING AND PARAGLIDING ASSOCIATION

Evolving Skies + Hang Gliding Memoir + The Art of Parabirding

U S H PA P ILOT 3

The lightest and most thoughtfully designed reversible harness in its class. Just 2.3kg in the M size!

• New and efficient inflatable back protection • Innovative T-bar closing system

• Full-featured pack, with highly ergonomic carry structure

2 US HPA I LOTPhoto: Jorge Pilot: Alex P Colby

Atramiz

U S H PA P ILOT 5

cover photo by TAYLOR HULETT

Flight Plan [ Editor > LIZ DENGLER ]

BOARD OF DIRECTORS Terms Ending in 2020 Ken Andrews (region 3) Alan Crouse (region 3) Mark Forbes (region 1) Kate West (region 4) Mike Holmes (region 5) Martin Palmaz, Executive Director executivedirector@ushpa.org Beth Van Eaton, Operations Manager office@ushpa.org Erika Klein, Communications Manager communications@ushpa.org Chris Webster, Information Services Manager tech@ushpa.org Galen Anderson, Membership Coordinator membership@ushpa.org

Doyle Johnson (region 1) Daniel Lukaszewicz (region 4) Steve Rodrigues (region 2) Matt Taber (region 4) Paul Voight (region 5) Terms Ending in 2021 Jugdeep Aggarwal (region 2) Steve Pearson (region 3)

Kate West, Vice President & Acting President vicepresident@ushpa.org | president@ushpa.org Ken Andrews, Secretary secretary@ushpa.org Mark Forbes, Treasurer treasurer@ushpa.org

For change of address or other USHPA business

+1 (719) 632-8300 info@ushpa.org

REGION 1 NORTHWEST [ AK∙HI∙IA∙ID∙MN∙MT∙ND∙NE∙OR∙SD∙WA∙WY ] REGION 2 CENTRAL WEST [ Northern CA∙NV∙UT ] REGION 3 SOUTHWEST [ Southern CA∙AZ∙CO∙NM ] REGION 4 SOUTHEAST [ AL∙AR∙DC∙FL∙GA∙KS∙KY∙LA∙MO∙MS∙NC∙OK∙SC∙TN∙TX∙WV∙VA ] REGION 5 NORTHEAST & INTERNATIONAL [ CT∙DE∙IL∙IN∙MA∙MD∙ME∙MI∙NH∙NY∙NJ∙OH∙PA∙RI∙VT∙WI ]

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

HANG GLIDING AND PARAGLIDING ARE INHERENTLY DANGEROUS ACTIVITIES

USHPA recommends pilots complete a pilot training program under the direct supervision of a USHPAcertified instructor, using safe equipment suitable for your level of experience. Many of the articles and photographs in the magazine depict advanced maneuvers being performed by experienced, or expert, pilots. These maneuvers should not be attempted without the prerequisite instruction and experience.

POSTMASTER USHPA Pilot ISSN 1543-5989 (USPS 17970) is published bimonthly by the United States Hang Gliding and Paragliding Association, Inc., 1685 W.

Uintah St., Colorado Springs, CO, 80904 Phone: (719) 632-8300 Fax: (719) 632-6417 Periodicals Postage Paid in Colorado Springs and additional mailing offices. Send change of address to: USHPA, PO Box 1330, Colorado Springs, CO, 80901-1330. Canadian Return Address: DP Global Mail, 4960-2 Walker Road, Windsor, ON N9A 6J3.

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Martin Palmaz, Publisher executivedirector@ushpa.org Liz Dengler, Editor editor@ushpa.org

Kimberly Phinney (region 1) Sara Weaver (region 3)

OFFICERS

Pilot Logan Hulett enjoys a few morning laps at Lookout Mountain in Golden, Colorado.

Kristen Arendt, Copy Editor Erika Klein, Copy Editor copy@ushpa.org Greg Gillam, Art Director art.director@ushpa.org Beth Van Eaton, Advertising advertising@ushpa.org STAFF WRITERS

PHOTOGRAPHERS

Annette O’Neil Dennis Pagen Jeff Shapiro

Ben White Audray Luck

SUBMISSIONS from our members and readers are welcome. All articles, artwork, photographs as well as ideas for articles, artwork and photographs are submitted pursuant to and are subject to the USHPA Contributor's Agreement, a copy of which can be obtained from the USHPA by emailing the editor at editor@ushpa.org or online at www.ushpa.org. We are always looking for great articles, photography and news. Your contributions are appreciated.

ADVERTISING is subject to the USHPA Advertising Policy, a copy of which may be obtained from the USHPA by emailing advertising@ushpa.org.

COPYRIGHT ©2020 US HANG GLIDING & PARAGLIDING ASSOC., INC. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise without prior written permission of USHPA.

I love autumn; it’s my favorite time of year with the cooler temps, changing leaves, desert mountain biking, and not sweating in my puffy while waiting on launch for a cycle. For me, autumn is refreshing, and the crisp air feels like new beginnings.

Since taking the reins of this publication, I have had the privilege of getting to know some incredible pilots. Through them, I have learned more about the delights and the painpoints of flying communities beyond my own. Much like the crisp wind of autumn, I have found this variety of voices vibrant and refreshing.

What stands out the most to me is the incredible dedication our community has for free flight and to their sites and local organizations and fellow pilots. As new generations of pilots “come of age,” we are seeing new voices and mentors emerge and join with the old guard to help our communities grow and learn. This dedication gives me hope that we will continue to be good stewards of our sites and sports.

Of course, with an increase in the number of pilots, we also see an increase in site use. With more pilots at launch, we are bound to encounter differing and, at times, dangerous pilot attitudes. We know that cavalier actions can put sites and, worse, lives, at risk. However, passionate people in our communities, looking out for both site preservation and the well-being of other pilots, are speaking up when missteps or unsafe actions do occur.

We are all stoked to fly, so it can be challenging to approach and offer advice to a pilot who may be making questionable choices. Yes, everyone is their own “pilot-in-command,” but that doesn’t mean that everyone can’t use a little guidance. Being willing to step forward with this advice is an essential step toward preserving our sports, our sites, and, most importantly, pilots' lives.

As free flight continues to grow, let’s continue to call people in, invite them to be a part of our local communities, and be willing to give guidance. Yes, this year has been difficult; we may just want to fly and not worry about other pilots' actions. But as we navigate this autumn as a community invested in the safety of all pilots, I ask that we refresh our perspectives, decisions, and attitudes, and come together to enjoy the sky.

Photo: Maupoint U S HJerome PA P ILOT 7

2020 September/October CONTENTS 12 PSYCHOLOGY

5 FLIGHT PLAN

Presence

8 LAUNCHING

Observing one's self.

by HAYDEN DUDLEY

10 FINDING LIFT 60 CALENDAR

24 SKILLS

61 CLASSIFIED 62 RATINGS 66 FINAL

Paraglider Launch Techniques

12

An overdue refresher for a paragliding relic.

14

by MIKE STEED

26 COMPETITION

The Mental Preflight Check Assessing ourselves prior to flight.

by JULIA KNOWLES

18

24

14 XC WITH DOMINIKA KASIECSKO

30 EVOLVING SKIES

by JENNA LYONS

by LISA VERZELLA

Pushing my limits with private instruction.

A Hang Gliding Memoir Part 1.

by JOHN ARMSTRONG

Is climate change impacting our soaring game?

18 THE FLYING SENATOR

40 PARABIRDING

by LIZ DENGLER

by JACOB GLASS

Arizona's Martha McSally takes to the skies.

36 FEATURE

See the bird. Be the bird.

50 FLIGHT LOG

Stressors We Never Expect Lessons learned attempting the Green Wall.

by ISAAC AMARU 54 WEATHER

Inversions and Soaring

Breaking through to the other side.

by HONZA REJMANEK 56 SKILLS

30

Flying a New Hang Glider Where's the pressure?

TRAVEL LIGHT, FLY FAR The Calypso is a light easy intermediate (“low B”) wing for beginning and leisure pilots who want a confidence-inspiring wing that is easy to travel and fly with, whilst still offering great XC possibilities.

The Calypso has been developed from the ground up.

Handling is reassuring but fun — a little more dynamic than a typical glider in its class, but without surprises.

EN B // 5 sizes // 55-120 kg

by DENNIS PAGEN

Super Fly Paragliding 801.255.9595 service@superflyinc.com superflyinc.com

40 50 6 US HPA P I LOT

www.gingliders.com

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Launching

[ Latest Gear ]

GAMIN FĒNIX® 6 PRO SOLAR EDITION Harness the power of the sun. Featuring a Power Glass™ solar charging lens and customizable power manager modes, this smartwatch can stay on and performance-ready for weeks. Get a battery boost from the sunlight, so you can go longer between charges. Wristbased heart rate and Pulse Ox2 will let you know how you are holding up during those high altitude flights. Get real time wind data to help you choose your route while you are still in the air, and navigate after landing out with Topo maps.

Receive alerts on your watch when paired with a compatible device from your fellow pilots. Visit eagleparagliding. com for more details.

NIVIUK PEAK 5 Exceed your limits thanks to the unprecedented performance and accessibility of the new Peak 5 (EN-D). Get the best out of your XC flights or competitions with a paraglider that will allow you to always be one step ahead while enjoying your flights to the fullest. The new Peak 5 is a more aerodynamic wing with a new 85 cell design.

With less aspect ratio than the Icepeak, you’ll feel more comfortable underwing and feel more confident to manage any situation. The handling is precise and the wing is fast and stable which makes the wing perfect for competitions or an excellent partner for long XC flights. Visit eagleparagliding.com for more details.

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WOODY VALLEY WANI 3 We took a winning harness and improved it in every way while still keeping it fun to fly: enjoy a new design, sturdier materials, redesigned rucksack, exceptional comfort. Thanks to the rigid seat board and the padded back, the pilot’s weight is spread evenly across the harness.

Thanks to its smooth handling, the Wani 3 is stable and precise and is ideal for both beginners and more expert pilots.

Weighing only 4.1 kg, the Wani 3 is great for hike-and-fly too. We have always been attentive to the needs of our left-handed customers so you can order your harness with the rescue handle on the left side on request. Visit eagleparagliding.com for more details.

PHI BEAT At the request of many pilots, the BEAT has only robust, sheathed TECHNORA lines on the brakes and stabilo, which stand out clearly from the ground in their orange. The BEAT has a high level of form stability due to its complex structure. This makes it fly extremely precisely and give excellent feedback! The handling is perfectly balanced, the performance is confidence inspiring and it behaves well in maneuvers. With 56 cells and a flat aspect ratio of 5.3, the BEAT lines up between TENOR and MAESTRO. Technically, it is a somewhat slimmed down MAESTRO with a few pinches of ALLEGRO (3 main lines), a little FANTASIA (intake) and of course SYMPHONIA (well-balanced). Visit liftparagliding.com for more information.

FLYMASTER GPS LS Flymaster USA is proud to announce the availability of the new GPS LS unit. This budget instrument offers the combination of GPS with vario at under $300, in a very useable and robust format. The GPS LS has all the usual Flymaster features including the “magic dot” thermal assistant, wind speed - wind direction, glide ratio and many more. Further info can be found at www.flymasterusa.com or order one by emailing jugdeep@flymasterusa.com.

GIN HOOK CASE $75 Designed by Gin Seok Song himself, the Hook Case is a brilliant combination of radio case and hook knife housing. It’s easily attachable to any harness and the hook knife has its own leash. It is available through Super Fly—www.superflyinc.com, service@ superflyinc.com, and 801-255-9595.

ADVANCE BIPAX PASSENGER HARNESS $700 ADVANCE has debuted their own passenger harness. At 1.8 kg it’s one size fits all and has a hybrid air and foam protection package. There’s a replaceable bottom plate, accessible pockets for the pilot, and easy close carabiners/leg buckles. It is available through Super Fly—www.superflyinc. com, service@superflyinc.com, and 801255-9595.

ACCIDENT / INCIDENT ARTICLES

Accidents happen, but they can be incredibly difficult to discuss both for the local community and the pilot(s) involved. Often, this hesitation can make it feel like accidents are being swept under the rug.

Over the past year, we have been highlighting accident trends through articles presented by USHPA's Accident Review Community. However, these can lack force and remove the opportunity for pilots to identify with a firsthand account.

In this issue, Hayden Dudley stands up to share his story. He not only offers the dirty details of his initial incident, but also shares his takeaways and honest reflection about what led to it.

If you have had an accident and are willing to share your experience, there is a broad community that can learn from your tale. Please reach out if you would like to contribute your own accident story to the magazine and help all of us fly more safely.”

CALL FOR CONTENT 〉 SEND US YOUR STORIES No matter your experience level or wing type, we want to hear about your epic adventures, everyday flights, and community updates.

GIN YETI 5 The GIN Yeti is in its fifth version and provides new pilots and veterans alike the chance for maximum safety and performance, along with a lightweight setup. It comes in two colors with a weight range spanning from 55 to 130 kg. At $4,000 it represents the best balance of lightweight, performance, and value available in the industry. It is available through Super Fly—www.superflyinc.com, service@superflyinc.com, and 801-255-9595.

Want to contribute but not sure where to start or don't feel like you're a writer? Let us know!

We'll work with you to tell your story.

Send in stories that are important to you— Articles: Have an adventure you want to share? weekend adventures, gear reviews, fly-ins and Send in either a pitch or a piece. It can be any competition pieces, trip-of-a-lifetime stories, length. Your fellow pilots love hearing your photo essays, learning moments, educational stories! pieces (weather, flying techniques, site reviews), Photos: Captions should include location, pilot and creative content such as poems or artwork. name(s), photographer name, and a short description.

Review the submission guidelines at ushpa.org/editor then submit content using Dropbox at

ushpa.org/editorial-dropbox

U S H PA P ILOT 11

Finding Lift

[ Executive Director, USHPA > MARTIN PALMAZ ]

Projects and programs Dear Membership: Even though the COVID-19 pandemic has grounded many of us for much of this year, the USHPA office has continued to work hard to support our pilots and our sports. I’m excited to share our ongoing efforts to support one of the most important groups in our community: instructors.

Without a doubt, instructors are the glue holding our communities together. They Interested in serve in positions ranging from role model a more active to ambassador—and many more. In addition role supporting to guiding new pilots to earn their wings, our national instructors frequently have an ongoing role organization? in risk management, mentoring, community USHPA needs you! building, fostering a culture of safety, and Have a skill or even site maintenance and access.

We recognize that insurance changes have interest and some made recent years particularly challenging time available? for instructors. The pandemic restrictions VOLUNTEER! imposed over the last few months have not ushpa.org/volunteer helped matters. Among these ongoing issues, we’re thrilled to offer a few ways to give back and support this group that is so vital to every aspect of our sports. Several new online resources and programs aim to do just that.

AIRS Accident/Incident Reporting System is standing by at airs.ushpa.org If you've been injured or experienced a close call, file a report today.

All AIRS reports are completely confidential.

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last year allows schools, manufacturers, and other free-flight related businesses across the nation to post job announcements for our instructor and pilot community. Check current listings at www.ushpa.org/page/job-board.

Instructor forum: We’re also providing a new, centralized location for USHPA instructors across the country to connect with each other, which, with the cancellation of many in-person fly-ins, competitions, and events, is more important than ever. With topics including teaching during the coronavirus pandemic, PASA, solo instruction, tandems, towing, and more, the forum is intended to be a place for instructors to share ideas, challenges, and successes. We hope it helps strengthen instructors’ connections while advancing best practices in teaching free flight.

USHPA Executive Director Martin Palmaz over Mount Herman near Monument, Colorado. The U.S. Air Force Academy campus and chapel can be seen in the distance, lower left. Photo by Sara Vaas.

Programs and Grants

In addition to online resources, we rolled out a special program and grant this year aimed at supporting instructors and students.

Commission program: PASA, Recreation RRG, and USHPA worked together to create this initiative to give back to instructors while growing our membership and our sports.

Online Resources Online tests: This year we are pleased to release Since January 1, the program has given PASA schools $20 for each new pilot member that online versions of the H1-H4 and P1-P4 rating they bring to USHPA. Recreation RRG is tests. These online tests add convenience and also crediting a portion of future insurance streamline the workload of instructors. As an extra benefit, they're also more environmental- premiums for each new USHPA member in a parallel program. The first year of the comly friendly. Instructors can assign tests for students to take on a computer, phone, or tablet mission program has been a trial period solely and receive and review detailed results. for PASA Large Business Flight Schools. The program was originally going to be evaluated Find a school or instructor: Especially with for sustainability and expansion at the end of the economic impact of COVID-19, we want the year. Since the pandemic has brought unto make it as easy as possible for students to find a place to learn to fly. USHPA’s new school foreseen changes in participation levels, this listing page invites all PASA schools to submit trial period may be extended, pending board a picture, website, description, and even short approval. video to be hosted directly on the USHPA webVA Adaptive Sports Grant: USHPA’s Veterans Affairs grant offers free training to disabled site under the “Find PASA-Certified Schools” link. We also redesigned the instructor search veterans and active-duty military members tool with an easy-to-use map marking instruc- through the H2/P2 level. The grant not only helps a truly deserving group access free tors’ approximate locations and the option to flight, but also gives instructors the spefilter by instructor and wing type.

Online job board: We’ve sought to help cialized equipment and funds they need to schools connect with instructors looking provide training. The first year of the grant for work. A new job board page introduced included four schools experienced in teach-

ing adaptive free flight, and we’re hoping to include additional schools in future grants.

Future Initiatives

As much as we’ve already achieved this year, our goal of supporting instructors doesn’t stop here. We’ll continue to refine our curriculum to promote success while developing tools to support instructors, directly and indirectly, and make their jobs easier. Currently, we’re working toward an online learning management system to help instructors impart flying and safety skills as effectively, efficiently, and

uniformly as possible.

We’re also continuing our instructor outreach to learn how we can work with and support this vital group even more. We value feedback from our members as well as from instructors; if you have an idea, we hope you’ll get in touch with us. We look forward to collaborating with our fellow pilots as we continue to support and preserve the future of our unique community and sports.

- Blue skies, Martin Palmaz Executive Director, USHPA

Do you have questions about USHPA policies, programs, or other areas? Email us at:

communications@ ushpa.org Let us know what questions or topics you’d like to hear more about!

U S H PA P ILOT 13

Witnesses said I was lucky to live. From their perspectives, it was one of those moments where you know the pilot isn’t walking away.

Fellow pilots were immediately on the scene, and I was in an ambulance headed to the ER within minutes of crashing. I suffered a broken fibula, an ankle fractured in multiple locations, a severely strained opposite ankle, a mild concussion, and major whiplash to my back and neck—pretty similar injuries to those one could expect from a serious car wreck.

The Takeaway

Presence

[ contributed by HAYDEN DUDLEY ]

Observing one's self Screaming “FUUUU ...” was all I remember. I crashed into the ground before “... UUCK!” could pass my lips.

Damn it! How could this happen to me? I’m an ABOVE Hayden on a classic advanced pilot! I’m an instructor! I’ve been flyspeedriding line at 12,000 ing for 12 years! No way was this my fault. Surefeet on Aspen Highlands. ly I was waked by a tandem. Or it was a freak Photo by Nick Devore. wind anomaly. No way did I make a mistake that led to my crash. I am too experienced and was way too prepared for an accident to take place. For the crash to be pilot error, no way...

Those were some of the thoughts running through my head as I returned from the ER in Salt Lake City, Utah. As most pilots who suffer from accidents and injuries do, I wanted answers, and I didn’t want to be at fault. Sometimes admitting error is the hardest thing you can do. I’ve never been one to accept luck as a factor in my reality. Always eliminating variables, I pursue the deep diving, black and white, left-brained, detail nitpicking, mansplaining rationale needed to sort things out logically.

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The Incident

It was an evening session at the North Side of the Point of the Mountain in Draper, Utah. Conditions at 7 p.m. on a Saturday were 65 degrees Fahrenheit and mostly sunny with switchy and inconsistent winds out of the north-northeast at 13-18 mph (dodgy, less-than-ideal conditions to say the least). I was soaring the lower bench on a 17-meter Ozone Litespeed. While flying a downwind leg, I suffered a 60% asymmetric collapse on the inside left (uphill) side of my glider.

I was probably 30 feet above the ground.

Left with little to no response time, I attempted weight shift and applied brake input to the open side of my glider but was instantly turned and pendulum-ed into the ground. Had I landed 40 feet away, I may have crashed on soft grass.

Or, had the wing collapsed on the right side, I probably would have turned away from the hill, recovered the wing, and may have been fine.

Unfortunately, neither of those outcomes were the case.

With an easterly crosswind at the North Side, the “fingers” of the ridge create a non-laminar lift band meaning that the intermittent gully systems create a ripple of turbulence between each. I was effectively caught in that zone and “rotored.”

However, that does not entirely explain why I crashed. To understand the full picture, you must first hear some of the nuances of my experience. Here are a few factors, retrospectively, that I failed to take into consideration that day: 1. Physical condition: I was likely fatigued.

Having hiked the upper ridge and flown three times earlier that day my body was already mildly dehydrated and tired. Add in another hike-and-fly, a few hours of ground handling, and my decision-making abilities were surely diminished.

2. Assumption of risk: As a visiting pilot, my familiarity with the area and thinking that it was a “safe” beginner’s site were major disadvantages. I wrongly assumed that because commercial tandem pilots and experienced locals were flying, conditions were decent and I was “all good.” My major regret is not getting any kind of site briefing or engaging with a local in a conditions discussion. The fact that many pilots opted to stay grounded that evening may have swayed my decision to fly at all.

3. False confidence: Having already launched and top landed multiple times and kited for hours, I was lulled into a sense of security by my previous successes (being the advanced and experienced pilot that I am, of course)—the classic complacency trap.

4. Being current: On the tail end of winter and the pandemic shutdown, I was not logging many hours. Having only flown a handful of times in the months prior to that trip (especially on a glider that I had primarily used as a

winter hike-and-fly/speedriding setup), I was certainly “rusty.”

Often, there are many factors involved in an accident. A pilot may be either unaware of, or unwilling to pay heed to, multiple red flags. It is never just one thing that brings about disaster. And my crash was no exception. Allowing my overconfidence to take the place of critical thinking and safety assessment was cavalier

󲢫 Often, there are many factors involved in an accident. A pilot may be either unaware of, or unwilling to pay heed to, multiple red flags. 󲢻 and lazy (read: rookie). I could have better utilized my years of experience and taken a moment to reflect upon conditions, both weather and personal. It may have only taken a few seconds to recognize that I wasn’t focused. That might have been my saving grace.

The ego is a subtle beast, and one must respect this element of human nature. That hidden brain, always talking and never listening, taxing bandwidth while blurring mental focus, is selfish by nature and can accentuate impulsive behavior. I remember thinking that I just wanted “one more flight” rather than being satiated with my successful day or recognizing that conditions weren’t great. Don’t feed the beast, but don’t ignore it either.

Practicing mindfulness and honing the ability to remain present are some of the most valuable tools any pilot (or human) could possess.

Whether through meditation, breathwork, or opting to fly “au natural” (rather than with music blaring in one’s earbuds), many strategies exist for building discipline and steeping oneself in “presence.” That personalized reflection prior to launch will now always be part of my pre-flight checklist.

We all have demons, not to be fought or exterminated, but rather to be exercised and tamed.

Acknowledging that your demons (or distractions) represent an omnipresent threat to your safety will help you stay ever vigilant and may be the key to a long and safe piloting career. I hope that my experience reminds others to not forget about the monsters in their closets.

And, hey, sometimes you just have bad luck… right?

BELOW The author resting on the summit of North Dome in Yosemite National Park after a long day of climbing (Half Dome in the background).

Photo by Reuben Sadowsky.

U S H PA P ILOT 15

Flying XC with Dominika Kasieczko

Learning and pushing my limits with private instruction

I

thermal up to cloudbase, watching Dominika Kasieczko, legendary Red Bull X-Alps and Salewa Hike and Fly pilot, intently while still trying to focus on the terrain, the sounds of my vario, and the task at hand: to get to the next cloud following her lead. By this point, we had already run for two hours to get to launch at Aguapanela and had been flying for three hours, working our way along the western Andes of Colombia.

We arrive over La Union, completing the triangle we were attempting. By chance, I find my friend, Lindsey Ripa, in a thermal that we share for a while.

Though we’d already accomplished our goal, Dominika gets on the radio and tells me to climb to cloudbase again so we can leave and cross the valley over to La Victoria. I follow Dominika, trying to fly as efficiently as I can across the valley, and I see Lindsey’s partner, Tyler, flying next to me eating an in-flight empanada.

We share a laugh and part ways as I follow Dominika.

We get to La Victoria and climb back 14 US H PA P I LOT

by JENNA LYONS to cloudbase. We fly over a pig farm that produces a decent amount of lift but opt to move on and find other, less smelly thermals. We work our way just past Zarzal, making several attempts to thermal in the flats—some

successful and others less so. Dominika flies ahead of me, telling me which thermals are good and which are not worth the effort. She is like a small falcon—fast and fierce. We finally bomb out after completing a 55.25

km free-distance, 102 km total flight, landing just outside Zarzal in a field next to an airstrip. I had never been so happy in my whole life.

We cross a small cane field and jump a tall fence. We walk for a couple of miles back to Zarzal, where several kind Colombians offer to give us rides.

But women stay together as a rule, especially in a foreign country, so we opt to board the bus from Zarzal to Roldanillo instead of splitting up and getting a moto ride. We also want to have a beer together prior to leaving Zarzal, so we find a small bodega and crack open a cold Poker, smiles on our faces. Still blown away by the day, all I could say to Dominika was, “Thank you, so much.” She congratulated me on my personal best and my third XC flight.

We arrive back in Roldanillo, and I walk back to the house to meet my Coloradoan and Montanan travel partners. As I open the front door, I

am greeted with smiles and congratulations on my flight.

My experience with one-on-one coaching from a female pilot and athlete I admire was incredibly significant to me. I have always had a passion for learning through personal experience while being guided by people I trust. Though I spent most of my life as a professional-level ballerina and competed in mountain running during college and law school, I never truly felt satisfied with what I was doing, probably because I was mostly alone.

I learned to paraglide from Josh Winstead in Missoula while I was studying for the bar exam. He was a huge part of my learning to fly in a safe, fun environment while continuing to challenge myself and engage on a path of reflective self-learning. I knew I wanted to become a pilot ever since my first tandem with Winstead. I also

Keep It Simple

New hike and fly from BGD

TOP Entering the thermal circus in Roldanillo! ABOVE Sitting in the Roldanillo town square with Montana pilots Joshua Phillips and Paul Roys. OPPOSITE Track from my XC flight with Dominika.

BGD-USA.com

(801) 699-1462 Dealer inquiries welcome

U S H PA P ILOT 17

RIGHT The author on glide in the flats.

Photo by Dominika. BELOW Sharing a thermal with Jacob Glass. BOTTOM Ladies on launch (left to right: Lindsey, Iwona, Dominika, Jenna).

knew I had opened a Pandora’s box of spending lots of money and time on a new addiction! Along the way, I have learned so much from other pilots in Montana, Colorado, Idaho, Utah, and now Colombia. Even though I have had a supportive network of mentors, my most eye-opening experience was finally getting to run, fly, and learn with Dominika.

When I got the opportunity for private coaching with Dominika Kasieczko, I was completely elated.

16 US H PA P I LOT

I met her in the town square in Roldanillo and was completely starstruck. As she told me she wanted to run 7 miles and 3,000 vertical feet up to launch with me before we flew, I was completely stoked for what I knew would be an amazing experience. Though I was paying for private XC coaching, it felt like Dominika was simply excited to take me out flying for an adventure together.

Dominika’s teaching style was completely natural and effortless. She would let me fly, constantly above or ahead of me, keeping a watchful eye yet allowing me to make my own decisions and coaxing me to make better decisions when I started to fly in a way that wasn’t serving me well.

When we set off, I had no idea I was about to fly my personal best flight.

Even during the flight, there were times I couldn’t believe it was happening.

By far, the most worthwhile part of this experience was the morning after our flight when we met for coffee.

Dominika spent nearly two hours with me going through each point in our flight track in excruciating detail and showing me how to upload my flight to XContest. I now know that this deep reflection is one of the most important things a newer pilot seeking to get into XC flying can do to

truly learn.

Two of the most valuable things I have learned since I started flying are that it is so important to approach this sport with a beginner’s mindset and that you need to find mentors you admire and enjoy spending time with. My mentors have proven crucial in helping me to make good decisions, to challenge myself, and to see things I didn’t know. For women, I think it is important to fly with women you admire. I love and cherish the female pilots I have had the joy of flying with, and I can’t wait to grow as a pilot

󲢫 I now know that deep reflection is one of the most important things a newer pilot seeking to get into XC flying can do to truly learn. 󲢻 while sharing thermals with them.

I left Roldanillo with a new friend, one who I completely admire, aspire to be like, and can’t wait to fly with again. Who knows—maybe one day we will compete in the X-Alps together.

For more information about Dominika Kasieczko’s seminars and coaching, visit her Facebook page at www.facebook.com/zelaznamucha.

U S H PA P ILOT 19

A THE

FLYING SENATOR

Arizona Senator Martha McSally takes to the skies

by LIZ DENGLER

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few months ago, I had the opportunity to chat with Senator Martha McSally of Arizona about her experience with free flight.

Her initial encounter with flight was not exactly traditional. McSally served in the United States Air Force for much of her early career. She was the first female fighter pilot (flying A-10 Warthogs) to serve in combat and command a flight squadron, spending much of her 26 years of service airborne.

When she retired from the Air Force in 2010 as a colonel, McSally found herself a new career as a professor at the George C. Marshall European Center for Security Studies in Garmisch, Germany—a role where her feet were firmly on the ground. “I was feeling some two-dimensional frustration,” said McSally.

It didn’t take long for McSally to find a way to return to the skies. “I would look out my office window and see these paragliders flying off the German Alps,” she said. So McSally and a friend, hungry for airtime, checked out the local paragliding school and she was quickly hooked. She took a leave from work and practiced every day in an 18-day course.

Once certified, she took to the skies as often as she could. “I would go flying sometimes at lunch. I was like, ‘Should I go to the gym, or should I go fly?’ My office was right by the cable car—so I’d change my clothes, take the cable car up, go fly for 20 minutes, pack everything up, and go back to work. It was awesome,” said McSally.

She even flew into the winter, putting microspikes on her boots so she could launch off the snow without slipping.

However, in the winter of 2012, McSally once again felt the pull to serve her country, and she returned to the United States to run for Congress. As one can only imagine, her life got pretty hectic, and paragliding fell by the wayside.

In December of 2018, shortly after

running for the Senate and losing, the Governor Doug Ducey of Arizona asked McSally to serve in the other vacant Senate seat, which would require her to run again in 2020.

Accepting the opportunity, McSally also realized that she would need to find a way to “stay sane” with such a demanding position. She ruminated on the question, asking herself, “What do I need to do to ensure that I stay fit and balanced, spiritually, physically, and emotionally?” The answer was obvious to McSally. “I have to get back in the air. I gotta fly,” she said.

Though she technically could have converted over her rating from Germany, given how long it had been since she flew on a regular

basis, McSally reached out to Aaron Cromer from Flying Lizard Paragliding in Tucson, Arizona to refresh and get certified as a P2. “I wanted to go through the basics again. I had had a lot in my brain since then,” she said.

She worked with Cromer over the course of 2019, officially becoming a P2 on March 10, 2020.

With 2020 being an election year, she will have a lot less free time, but when time allows, she plans to be in the sky. “I want to do things that are going to refresh me and build me back up, and there is nothing like getting back in the air to do that,” she said.

“There’s just nothing like—it’s an amazing experience. For me, in the

ABOVE Senator Martha McSally getting ready to be towed up in Eloy, AZ. Photo by Aaron Cromer. OPPOSITE Cruising above Mustang Mountain. Photo by Aaron Cromer.

U S H PA P ILOT 21

Update on Recent USHPA Projects at the National Level HERE Launching at Mingus Mountain, AZ. Photo by Aaron Cromer. OPPOSITE Arizona Senator Martha McSally and USHPA Executive Director Martin Palmaz in Washington, D.C.

role that I am in right now, it fills me up and brings me peace. I am able to really rejuvenate. I look forward to continuing to learn from the more experienced pilots, being a member of the community, and enjoying this extraordinary sport that we have,” said McSally.

Acquiring Access to New Sites

Before we wrapped up, I spoke with Senator McSally about the best way for her fellow pilots to get engaged.

Specifically, we spoke about gaining access to new sites or lands managed by federal agencies. McSally left us with a few tips: Do your research. Is it federal land or not? Knowing this is important for knowing who to reach out to. What is the issue, where are you trying to get access, and why is access currently not allowed.

Reach out to local clubs and USHPA. Chances are there is some history with either the specific site you’re

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wanting to access or the specific land management agency that oversees the land. Talk to the local clubs first to find out the background on the spot. When you need more information or support, USHPA is there to help too. There may be historical reasons why flying has not been allowed at a given site, and you don’t want to start from scratch if you don’t have to.

Additionally, USHPA can coordinate advocacy with other recreational user groups to help gain access as opportunities arise and can help raise national awareness within the flying community on specific initiatives.

Put together a plan. Come up with a specific ask, address any potential concerns in the proposal, and elect an individual to spearhead the project.

It’s better to have one point of contact rather than to send random requests from all sides. Make sure to keep USHPA informed of your efforts and they will work to assist you any way they can.

Reach out to the local representatives of the federal agency that manages the land. Generally, these representatives will be glad to work with you. Even if they can’t grant you access, they are usually willing to respond in kind and give an explanation as to why. However, occasionally you may encounter unresponsiveness, or feel that you might be getting “stonewalled.” If that happens, you can reach out to your state representatives.

Reach out to your Congress or Senate representative. Ask them to review your request and work on your behalf—that’s what they’re there for.

As McSally said, “We write letters, we make phone calls. We can ask ‘Hey, what’s going on with this?’ Nobody’s getting special treatment. We ask what’s the law, what is the policy, and then we try to figure out how to help.

If something takes an act of Congress to shift, then that’s a whole other process we have to go through.”

Free Flight in the National Parks

As many members know, there is a prohibition against “the operation of aircraft” including powerless flight in national parks and recreation areas.

However, many members may not realize there are special regulations to this clause that allow for free flight within a few select areas across the United States..

36 C.F.R. § 7.97(b): “The use of devices designed to carry persons through the air in powerless flight is allowed at times and locations designated by the superintendent, pursuant to the terms and conditions of a permit.”

There are 10 national parks and recreation areas that allow free flight with applicable permits.

• Golden Gate National Recreation Area • Sleeping Bear Dunes National Lakeshore • Indiana Dunes National Lakeshore • Whiskeytown Unit, Whiskeytown-Shasta-Trinity National Recreation Area • Point Reyes National Seashore • Appalachian National Scenic Trail • Blue Ridge Parkway • Delaware Water Gap National Recreation Area • Yosemite National Park • Shenandoah National Park In addition, Lake Meredith National Recreation Area abides by the special regulation 36 CFR § 7.57(c): “The use of devices designed to carry persons through the air in powerless flight is allowed except in locations designated as closed to this activity. The superintendent may designate times and locations where such activity is allowed only under the terms and conditions of a permit.”

And Lake Mead National Recreation Area also allows for free flight, per 36 CFR § 7.48(b): “The use of devices designed to carry persons through the air in powerless flight is allowed except in harbors, swim beaches, developed areas, and in other locations designated as closed to this activity.”

These special accommodations allow

for responsible operation of hang gliders and paragliders in several beautiful locations. Additionally, this foothold also allows USHPA to solicit additional access. Though there are generally tight regulations surrounding most national parks and recreation areas, USHPA has the ability to ask the Department of the Interior to remove, change, or modify those strict regulations through a Petition for Rulemaking. Since July, USHPA has been working with key volunteers on such a proposal to change the regulations that would provide more access throughout the park system.

It is likely there would still be a permitting process to fly in these locations, but successfully changing these regulations would open new sites, launches, and landing zones for our ever-growing free-flight population. As USHPA moves through the process, they will be reaching out to the free-flight community once a commenting period opens.

During that time, members can reach out and show their support.

Tariff Bill

USHPA has been working on a Miscellaneous Tariff Bill (MTB) to eliminate the 3% import tariff on paragliders and related gear. Since the Customs and Border Patrol (CBP) claimed it would be too

difficult to discern which items will be subject to tariff relief for paragliders (including parts and accessories), USHPA responded in mid-June with a rebuttal to clarify the process and provide some streamlined alternatives for the CBP to identify items. In early August, USHPA received approval to the revisions for eligible items. The proposal for tariff relief, now limited to wings and harnesses, will become a bill and hopefully approved by Congress before year end.

Monitoring Drones

With the growing use of recreational and commercial drones, the FAA continues to be concerned with the visibility of ever-increasing air traffic. There is consistent pressure for all aircraft to carry some form of identification or beacon. USHPA, along with other stakeholders, is working to protect our current status as ultralight pilots and be exempt from such a requirement. They are working to determine a clear way forward that will ensure the visibility of free flyers, without forcing additional cost on recreational participants.

If you would like to stay apprised of work USHPA is doing, check out our new Advocacy Page: www.ushpa.org/advocacy

U S H PA P ILOT 23

Senator McSally flying at Box Canyon, UT. Photo by Aaron Cromer.

22 US H PA P I LOT

U S H PA P ILOT 25

BELOW Joe Gluzinski forward launching at Del Cerro Park in 1990 or 1991.

You can see the left side coming up slowly, as noted by the pilot.

Paraglider Launch Techniques An overdue refresher for a paragliding relic

I

by MIKE STEED

backward—everyone was astounded. learned to paraglide 30 years ago and have been an active competition “Did he do that on purpose?” we all wonpilot for 25 years, yet a new wing dered, having never heard of a reverse has once again sent me back to launch launch. school. COVID-19 helped make kiting I later set out to explore various more PC than flying this past spring, launch techniques with a little help and I was able to spend a good amount from another instructor. In those early of time practicing with my new paradays, some instructors and pilots were glider before getting into the air, which promoting a method that involved I highly recommend any time you get a swapping brake handles just at the moment you launch. A few pilots use new wing. this technique to this day despite it Going back a number of years, my being horribly risky. Over the years, first instructor was Kev Ahrends. At the time, we learned to forward launch, three basic launch techniques emerged for me, though as we know, there are fly straight, and try to flare just before numerous options, some better suited reaching the ground—plus some to certain conditions than others. ground school discussions includFirst, the forward launch: rear risers ing weather. Anything else was an draped over the arms, A-risers in the advanced topic, and that curriculum didn’t yet exist. However, at my first fly- hands, forearms up and out to the sides. in at Summer Lake in 1991, I watched Ed That out-to-the-sides part is importPittman inflate his wing and fly away ant since it effectively shortens the

24 US H PA P I LOT

innermost A-lines and encourages the middle of the wing to come up first.

Next is a style of the reverse launch where A-risers are in one hand and rear risers in the other. This method has been widely taught for the past couple of decades, but back then I had to figure it out on my own. This method is relatively easy to master and has the distinct advantage of better control in high wind. I don’t use this method in light wind except as a way to build a wall before launch. It lacks good directional control since steering with the hips or left-to-right opposite movement of the hands is only moderately responsive.

Another reverse launch technique I frequently use is cross-hands on the two A-risers—left hand on what will be the left A-riser after you turn around.

Like the forward launch, you are pull-

ing the wing up with only the A’s and have only the brakes to slow or steer the wing. This takes about a hundred repetitions to start to build the right muscle memory since the left hand controls the right field of view and vice versa. The advantage of this method is you have excellent directional control as you can drop one riser and pull the corresponding brake while the other hand is still pulling the other riser up.

The disadvantage is in high winds you have no speed control during inflation except by running toward the wing, and often the wing will overshoot, or you will get plucked into the air before you are ready.

Crossed hands is my choice for light to moderate winds and sketchy launch surfaces. You can pick the wing up quickly and straighten it out, all while running backward if need be. If you do this, be aware of any tripping hazards where you might roll an ankle. Of course, there are a few other versions of reverse launch out there, but these are the two that have worked well for me over the years.

So why did a new wing cause me to go back to the drawing board? It’s not the first time. The wing, lines, or risers between gliders can vary enough to mess up your technique, and I have adjusted my launch technique at least twice over the years.

The first time was because I got a new high-aspect competition wing. These wings can be very snaky on launch, and I learned they need additional attention. First, you will want to lay the wing out in a careful arc or inverse V, flat on its top surface as the long reinforcing wires in the wing make it unforgiving of a tucked-under rear surface. Second, you will need to pull primarily on the innermost A-lines, not the whole A-riser or split riser. This better assures the center of the wing will come up along with the rest of the wing.

The second time I had to adjust my launch technique was when I acquired my new EN-C Fusion. On the Fusion, I find that the rear-riser-steering han-

dles are more convenient and better to grab than the C-risers.

Instructors can help sort out the specifics of any of those techniques, and most are glad to help. After getting some instruction, practice, practice, practice. As you move between wings and locations, you will need to be well versed in all types of launch techniques and should be able to seamlessly adjust

your method. It is important to stay current. Kiting can be good exercise and drastically improve your launch and wing handling technique.

BELOW The polished technique of Zach Hoisington, circa 1991, launching from Winter Ridge above Summer Lake. This is the trip where many of us saw and became aware of the reverse launch technique for the first time, thanks to Ed Pittman.

Some important notes on launch technique based on my experiences: If there is any chance you will leave the ground, your hands should be through the corresponding brake toggle loops. OK, maybe you are an acro god, and you can strum any of the strings and know what will happen.

But if you’re like most of us and just looking to get off launch safely, hands through the toggles always. There is some lore about toggles preventing you from tossing a reserve. I answer that in two ways: First, consider how often you toss your reserve, compared to how often you risk botching a launch. For most pilots, it is decades versus weeks.

Second, I’ve had to throw a reserve about 10 times—some of those tosses were low and close to terrain. I fly with my hands through the toggles and getting to the reserve handle has never been a problem for me. If you have very small toggles, consider swapping them out for something that will better fit your hands and gloves.

In my experience, forward launches are generally to be avoided. I rarely do a forward launch except maybe on packed snow or a nice, big carpeted launch somewhere in the Alps. Otherwise, there is a risk of snagging and breaking a line as you bring up the glider. Additionally, you might have a pressure knot somewhere in your cascade that you don’t notice until you are leaving the ground or the wing comes up crooked and you head off at an angle that puts you in the shrubbery.

Forward launches on a steep slope are especially risky since you will go temporarily airborne almost regardless of the condition of the wing. Of course, forward launching has its place and there are locations that are more suitable for it. It is imperative to be competent in this launch technique even if you, like me, prefer not to use it.

U S H PA P ILOT 27

stoked or is something making you anxious or distracted? Is that anxiety relevant to your decision to fly? To cope with irrelevant jitters—perhaps I’m feeling pressure from a line of pilots behind me at launch—I meditate on three things that make me feel confident about doing that flight.

Examples might include being current, being comfortable with your gear, and having confidence in the forecasted

or investment of time and effort make or break your decision to launch.

Are there (multiple) warning flags?

One warning flag might be fine. Perhaps the conditions are a touch spicier than what you’ve flown in so far this season. But if things start stacking up, that changes the picture. Stronger conditions, plus a new wing you’re still getting to know, and you’ve got to be at

󲢫 Although there are times when we may need to put on the blinders and focus on the task at hand, stepping back to put it all into perspective before launch can be both valuable and rewarding. 󲢻

The Mental Preflight Check Assessing ourselves prior to flight

W

e all have our own preflight checklist that we run through before launching: Harness connected? Biners locked?

Reserve?

But even before beginning your typical preflight, I’d like to suggest you start with a mental preflight checklist.

I’ve seen pilots of all experience levels rushing to get into the sky without taking stock of their mental or physical state. It’s easy to let our excitement get in the way of good preparation.

After seeing how high the consequences can be in our sport, I can assure you that you don’t want to risk it. If you want to give yourself every opportunity to have a fun and safe flight, the following items are great to review while your feet are on the ground and your gear is still in the bag.

How am I feeling physically?

Assessing your physical state can 26 US H PA P I LOT

by JULIA KNOWLES in on lift. If I begin the flight already help you understand your available tired, my fatigue seems to magnify the bandwidth for flying. Feeling fresh turbulence, it’s harder to make sense and healthy is the ideal starting point for a flight, but life isn’t always perfect. of things, and I might feel beaten up.

Feeling your best will lead to more We all have some days when we feel success! our best, and others when we might be distracted by a nagging injury or lack of sleep. Dehydration and fatigue How do I feel mentally? happen, especially when you’re taking This one can be a bit more difficult advantage of a string of consecutive to assess and can take practice. Our long, flyable summer days. personal lives can impact our mental Recognize that physical needs can state at launch, too. Be cognizant of distract you while you’re making big decisions or work stressors that crucial decisions in flight. They can might be weighing on your mind and also serve as “ground suck” and land affecting your headspace. Sometimes you in the LZ sooner than you’d hoped. these concerns can be put in their No sweat if that’s the case, just know place with a little meditative moment where you’re at before you leave the at launch. Try deep breaths or focusground and plan your flight according on sensory inputs such as sights and sounds. Other times, lingering ingly. frustrations or stressors may be disFor example, I’ve learned that my bump tolerance is much higher when tracting enough to cause us to stand I’m well-rested and fresh. My reactions down. are quicker, and I’m better at honing As you stand on launch, are you

conditions for the day. If you’ve done your homework and made a good decision that conditions are flyable, you should have no problem finding plenty of reasons to feel good about launching.

Taking a few deep breaths or pausing a minute at launch to appreciate the view also helps with pre-launch jitters.

Free flight is, after all, for fun! Although there are times when we may need to put on the blinders and focus on the task at hand (such as during inflation), stepping back to put it all into perspective before launch can be both valuable and rewarding.

What if the things making you anxious aren’t irrational? Listen carefully to that “spidey sense.” If something is giving you pause while your feet are still on the ground, it’s bound to be even more concerning once you’re in the air. How can you tell the difference? Focus on observations, not hopes and wishful thinking. We’re all eager to latch on to signs that conditions might be improving and loath to throw in the towel when we’ve invested time and effort to get to launch.

Behavioral economists refer to this investment as a “sunk cost.” It’s already been spent, regardless of whether you end up flying or not. You won’t recover the cost if you fly, so don’t let your pri-

work in an hour? Maybe it’s not worth flying right now. Choosing the level of risk you’re willing to accept is very personal, but know your number and stick to it.

I’m definitely sitting out if there are three things that give me pause, even if they aren’t all related to flying. I sat out a flyable window recently because

the wind was a little cross, there was a lot of traffic in the air, and the temperature was hot enough to make me a bit cranky. The conditions were totally flyable, but the combination of minor annoyances left me distracted enough to choose to hang out on the ground instead. Launching into the busy traffic pattern already irritated just didn’t sound like fun!

How would I like this flight to go?

So if we’re feeling good physically, and we feel mentally prepared to take on the day, the next step is to prepare for your flight and have a flight plan.

Visualization is a powerful tool that many of the top athletes in our sport use regularly to succeed.

Take your flight plan to the next level by visualizing each step. Picture your inflation in detail. How do you want your wing to come up—where do you need to put your hands, hips, and feet to make that happen? How hard will you need to check the surge in the current conditions? Picture the good posture you will use as you turn

ABOVE The author on glide to the LZ after a successful mission in Jackson Hole, WY. OPPOSITE Koda the dog supervises a kiting session at the Point of the Mountain, South Side. Photo by Julia Knowles.

Join or Renew in 2020 and automatically be entered in the...

PHOTO BY KEVIN VAUGHAN

(if reverse launching) and torpedo to get off the hill.

Take yourself through the potentially tricky parts of the flight—launch, landing, maneuvers you might be practicing—to mentally prepare and set yourself up for success. It’ll be more fun and less stressful if you’ve already thought through it all while on the ground!

Commit and enjoy the flight.

HAZARDOUS ATTITUDES The FAA’s Take The Federal Aviation Administration identifies five attitudes that are considered hazardous in an aviation setting. They were outlined in detail by Jeff Shapiro on p.28 of the May/June 2020 issue of USHPA Pilot (Vol. 50 Issue 3).

Scan for the following attitudes when running through your mental checklist. It’s inevitable that we slip into one of these mindsets from time to time.

The key, however, is to identify both the hazard and the solution before it leads to issues in the air. According to the FAA, these attitudes “can interfere with the ability to make sound decisions and exercise authority properly,” and recognizing them “is the first step towards neutralizing them.”

1.

ANTI-AUTHORITY “Don’t tell me what to do!”

Antidote: Follow the rules. They exist for a reason.

2.

IMPULSIVITY “Do it quickly … it’s now or never!”

Antidote: Not so fast. Think it through first.

3.

INVULNERABILITY “That only happens to other pilots …”

Antidote: It could happen to anyone, including you.

4.

MACHO “I can do it. I totally have this.”

Antidote: Taking reckless chances is foolish.

5.

RESIGNATION "What's the use? It's already a lost cause."

Antidote: You're not helpless. You're the pilot in command.

28 US H PA P I LOT

Once you’ve run through the mental checklist, you have a decision to make.

You should feel confident about it! By the time you’ve considered the points above and committed to launch, you should feel stoked to leave the ground and primed to make the most out of your time in the air. At the end of the day, each of us is the pilot responsible for our own decisions in flight. Foster confidence in your own ability to make good decisions both on the ground and in the air, and you’ll reap the rewards for many flights to come!

Bonus: Post-Flight Check

After each flight, take a moment to review the decisions you made and their outcomes. Did you accurately identify the day’s hazards, or did something else pop up that you hadn’t anticipated? Did your flight go the way you had visualized it?

Circling the wagons with your fellow pilots and debriefing after a session can be both a learning experience and a bonding experience as well. Reflecting on your decision-making with others can help you recognize the difference between making a solid call and getting away with a borderline one, something we have all done but often may not realize. Understanding the difference is crucial to staying in the sport long term and, thus, maximizing the fun meter.

Keep your mental game honed and gain confidence in your decision-making to become the pilot in command of all situations!

Flytec, Ozone and Superfly have donated great prizes to encourage you to renew your membership.

To see the full list of prizes and the official rules, visit www.ushpa.org/sweepstakes Now that we have your attention, why should you renew your USHPA membership?

ADVOCACY. USHPA helps counter the threat of drones, works with federal land management agencies and partners to protect and expand access to federal land, lobbies for legislation such as tariff relief on glider imports, supports chapters with local challenges, maintains exemptions with the FAA, and much more.

SELF-REGULATION. FAR Part 103 is predicated on effective selfregulation by our community. USHPA provides safety standards, ratings, testing, certification and more so that the FAA doesn't regulate our sports.

PROTECTION. USHPA provides insurance benefits for instructors, recreational pilots, and landowners at sites nationwide. Most of our famous and historic sites require insurance to fly them.

SUPPORT. USHPA subsidizes instructor memberships and chapter renewal fees to help keep new students learning to fly and to maintain access to sites for large and small pilot communities. We also work hand in hand with our partners at the Foundation for Free Flight toward site preservation, safety and education, and other improvements for the free flight community.

USHPA members also get many other benefits: USHPA Pilot magazine USHPA's free flight film festivals and lecture series Pilot and instructor certification programs Access to flying sites Ability to vote for representatives and comment on policy changes ExpertVoice pro deals for H3/P3+ members, offering up to 65% discounts on top products Other partner benefits (hotels, rental cars, flight associations)

By renewing your membership, you're helping USHPA advocate for our sports as we have since the 1970s. We look forward to continuing to support you both on the ground and in the air.

NO PURCHASE NECESSARY TO ENTER OR WIN. Sweepstakes sponsored by United States Hang Gliding and Paragliding Association, Inc. Beginning July 15th, 2020 and ending on January 1st, 2021. Drawing to be held on January 7th, 2021. Go to www.ushpa.org/sweepstakes on a computer or wireless device and complete and submit the entry form pursuant to the on-screen instructions. One set of entries per household. Four (4) winners will receive one of the main prizes. Odds of winning will depend upon the total number of eligible entries received. Open to the legal residents of the 50 United States and the District of Columbia. Void where prohibited by law. Sweepstakes subject to official rules available at www.ushpa.org/sweepstakes.

U S H PA P ILOT 31

HAS CLIMATE

CHANGE

IMPACTED OUR SOARING

GAME?

LVIN EVO G SK ES OL ING SKIES

by LISA VERZELLA

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󲢫 So let’s address the elephant in the room. Are we talking about climate change? Well, yes and no. 󲢻

T

hink for a moment—how many times have you heard fellow pilots mention that the weather “just ain’t what it used to be?” As a pilot who collided with the flying world over 30 years ago, I’ve heard many comments from fellow human birds across the globe reflecting on how conditions at their sites and along their cross-country (XC) routes have changed. Observations ranged from winds to heat to turbulence and more.

But so far, little research or discussion has been directed at the relationship between long-term weather patterns (climate) and soaring conditions. Given my role as a meteorologist for 10 years and experience flying both hang gliders and paragliders, I excitedly took up the mantle of opening this dialogue. The goal, as always, is to uncover information that will enable us to stay safe and still go big in the skies.

So let’s address the elephant in the room. Are we talking about climate change? Well, yes and no. While weather is the day-to-day phenomena we experience, climate is defined as a 30-year or longer period of record, encompassing both averages and extremes. There’s a gigaton of science that points to global climate changes in temperature, wind, soil moisture, and other parameters. These changes have the potential to influence our flying weather.

Additionally, climate encompasses several natural large-scale events, including the well-known El Nino and monsoonal patterns. How much impact do these global features have on pilots who occupy such a small corridor of this long-term climate landscape?

We’ll begin with a few of the major scientific findings. I recognize that this is not everybody’s cup of tea, but stay with me (or jump ahead).

Regarding global temperatures, the latest comprehensive report from the Intergovernmental Panel on Climate Change (IPCC) states, “Each of the last three decades has been successively warmer at the Earth’s surface than any preceding decade since 1850. The period from 1983 to 2012 was likely the

followed a 30-year period of decreasing winds. Research reveals the likely cause of this fluctuation is natural climate cycles.3 Additionally, a 2011 study published in the peer-reviewed academic journal Science noted that offshore winds from 1990-2010 showed a definitive increase in speeds.4 Of course, these are just surface winds. A study of mid- and upper-level winds is necessary both on a large and local scale to determine if these too have

warmest 30-year period of the last been affected.

1400 years in the Northern HemiPrecipitation and humidity also play major roles in our flying conditions. sphere.”1 Continuing this trend into While a rain event may dampen our the current decade, the UK Meteorological Office reports that 2019 capped flying adventure for the day, addiyet another 10-year period since 1980 tional water vapor makes air more that is even warmer than the previous buoyant. This buoyancy can bring nice one.2 mellow flight conditions but can also Examining this temperature change “juice” up the environment, promoting unstable conditions that are more conon a national level, refer to the figure from NOAA’s National Centers for ducive to thunderstorms. Relating this Environmental Information (NCEI), relative humidity component with the Average Maximum Temperature aforementioned temperature trends, Trends. warmer air can hold more moisture, So, where does your local site fit providing additional energy for poteninto this trend? A good place to start tial storms. The NCEI map, Precipitalooking is www.weather.gov/help-past- tion Trends, shows 30-year trends for weather. precipitation across the U.S. As for recorded changes in winds, The last parameter I’ll introduce in current research is inconclusive. A this article is surface soil moisture.

2019 study published in the scientific Dry soil heats up more quickly than journal Nature Climate Change shows wet soil, due to water’s much higher in the past decade the global average specific heat capacity (water requires surface wind speed has increased nearly five times the amount of from about 7 mph to about 7.4 mph, energy to raise its temperature). Thus translating to a 17% increase in a region of prolonged decrease in potential wind energy. This increase soil moisture (drought) can promote

U S H PA P ILOT 33

steeper lapse rates, stronger thermals, and potentially more turbulence than under normal soil moisture conditions.

Of course the previous factors discussed are involved as well, as warmer temperatures and/or increased winds, without an additional increase in precipitation, will further deplete the soil of moisture. The Trend of Soil Moisture Anomaly map shows soil moisture trends from ongoing research

by Ohio State University Professor Steven M. Quiring.

“There is a relationship between soil moisture and boundary layer instability/turbulence,” Quiring said.

He cites in particular a 2015 article

by Haghighi and Or for the scientific journal American Geophysical Union, which demonstrates the intertwined connection between temperature, soil moisture, instability and turbulence.5 A similar correlation can also be seen in areas of decreased soil moisture to increased drought, shown in the National Drought Mitigation Center’s recent drought monitor (US Drought Monitor). Each week, drought experts check temperatures, moisture levels in soils, and water levels in streams and lakes to compare recent precipitation to long-term averages. You can find the most recent drought map at www.climate.gov/maps-data/data-snapshots/ data-source-drought-monitor.

Further relevant data shows the increasing incidence of extreme events, which follows from the added atmospheric energy due to a warming environment. There exists a great deal of evidence that climate change is 32 US H PA P I LOT

leading to altered frequency, intensity, spatial extent, duration, and timing of extreme weather and climate events.6 This applies globally to extreme weather events of temperature (2019 European heat wave and polar vortex cold snap), instability (2019 Hurricane Dorian and 2020 April tornadoes), and wildfires (2017-2018 California and 2019 Australia). Focusing closer to home, the 2017 Fourth National Climate Assessment found increased high temperature extremes, heavy precipitation events, and forest fires, as well as decreased snowpack and surface soil moisture. The study forecasts these trends to continue.7

I

s there a link between these findings and the large-scale patterns that drive our high altitude flying and XC corridors? By now you may either have found some connections between these long-term changes and local patterns, may see none, or are possibly ruminating on the multitudes of external variables that may also influence overall “flyability” at your local site. This article is designed to combine science with anecdotal evidence as an initial attempt to determine if weather conditions themselves have indeed been affected at individual sites. If so, the main question is: How do we deal with the changes to predict the day and keep the risk factors at a minimum?

Several long-time U.S. pilots chimed in to share their thoughts.

Rich Jesuroga is a 43-year, “well-tested” Colorado pilot and was a meteorol-

ogist for over three decades. “It seems to me that weather conditions at our lower elevation flying sites (between 6,000 feet and 7,000 feet MSL) along the Denver/Boulder Front Range have not changed. That is, the day-to-day flying weather seems to be consistent with previous years,” Jesuroga said. He did note one important exception. “We see more very short-term (one or two day events) of extreme record-breaking temperatures. There have been extreme fluctuations of temperature with record-breaking heat in the summer as well as record-breaking cold temperatures, particularly in shoulder seasons of spring and fall.”

“Most recently, just as an example, Colorado experienced a record-breaking cold air arctic outbreak in midApril, 2020 that brought single-digit temperatures to the state. These

󲢫 The main question is: How do we deal with the changes to predict the day and keep the risk factors at a minimum? 󲢻 extreme short-term events—hot record-breaking temps during summer and cold air arctic outbreaks—do seem more common now than in decades past,” Jesuroga said. “More notable are the changes I’ve witnessed in recent years at our high altitude mountain flying sites (launches from 9,000 feet to 12,000 feet). Though

I don’t have direct observations to breaks pushing farther south into ABOVE Author Lisa Verzella launches verify my personal experience, based lower latitudes with concurrent warm New Pass Peak, NV, landing near Carlin, NV. Photo by Chad Pranger. on community chatter and forecasts, air intrusions from equatorial regions it seems that our mountain sites are pushing farther north into higher blown out much more often than what that often years ago. Years ago, we’d latitudes? That is, as the planet warms, I remember from years ago.” arrive at our mountain sites in the is it possible that the atmosphere Jesuroga observes that the popumorning, set up, wait for conditions to is more forcefully moving hot and build, and then launch. Many times we cold air masses than we’ve witnessed lar mountain sites—Williams Peak, could climb out and then go over the previously, affecting the synoptic/ Kenosha Pass, and Villa Grove—are back or venture down range for an XC mesoscale (or large and small scale) not flown nearly as much as in the flight. That was typical,” said Jesuroga. meteorology at our flying sites?” past. “To be certain, there are fewer “Now when our mountain sites look to Colorado hang glider pilot Randy hang glider pilots now than years be blown out, we’ll go up to launch in Cone has been flying since the 1970s ago. But we also have more paraglider the afternoon, set up, and wait for the and pioneered the Villa Grove and Mt. pilots now than ever before,” he said. valley floor to begin to cool. This in Princeton sites. Cone recalls summers “For the most part, hang glider pilots in the early 80s seeming to have a four and paraglider pilots fly the same sites turn cools the up-valley wind causto six day cycle. “A dry day and then and seek out similar conditions. From ing it to decouple from the stronger gradually increasing cumulus clouds what I’ve been able to discern, it seems tropospheric flow aloft. That’s when that the winds aloft are stronger now late-day conditions on launch weaken and good flying at Princeton, and then it would OD for a day. The cycle would during the warm flying season than but are still soarable, providing us an what I remember. There are days opportunity to still get an hour or two start over. I have not seen that pattern in a while,” he said. On a more recent when the wind direction and instabilof flying before it gets too dark to fly.” and shorter time scale, Cone observed, Tapping even deeper into his meteity look reasonable for flying, but now I’m also looking at the strength of the orology background, Jesuroga shared “In the last couple of years, we seem to have more northerly wind flow than flow aloft. I never used to do that.” his thoughts on why this might be before.”

Jesuroga said he has observed some happening. “I’ve often wondered if Jeff Hunt, owner of Fly Mexico, has changes. “In the mountains as the synoptic scale atmospheric transport flown for several decades in both Texsurface boundary layer warms and mechanisms (the large-scale vertical breaks through the low level cap, the and horizontal movement of air mass- as and Mexico. I visited Valle de Bravo stronger tropospheric flow aloft mixes es) have become more active in recent this past January and had the chance down and often our sites get blown to ask Hunt about any difference in years,” said Jesuroga. “If so, wouldn’t out. I don’t remember this happening flying conditions he may have noticed this result in stronger cold air out-

U S H PA P ILOT 35

󲢫 The wisdom gained from flying a particular site or route for many years is itself a great reducer of risk; it can also lead to preconceived expectations that throw us right back in the hot seat. 󲢻

over the years. The only change Hunt mentioned was that there is less predictability.

Three-time hang gliding world champion (and 20-time hang gliding National Champion and seven-time paragliding National Champion) Kari Castle has been hang gliding since 1981. She picked up paragliding shortly afterward and is intimately connected with the air on both crafts. A master of one of the gnarliest places to fly in the world, the Owens Valley in California, Castle said she sees similar spring/fall patterns to her early days flying, but noted a decrease in clouds.

Though she hasn’t flown the Owens as much in the past decade, Castle has heard comments from the other long-time regular pilots echoing her observations, noting the lack of cloud development and less moisture. Some are convinced that instability patterns 34 US H PA P I LOT

ABOVE Author Lisa Verzella flying King Mountain, ID, 2011.

have changed as well. This is a distinct possibility with a changing climate, as relative humidity and instability are inextricably linked.

Patrick McLaughlin, founder of Mountain High Aviation Oxygen Systems, flew hang gliders for several decades in Utah and now sailplanes in Oregon. McLaughlin’s experience is largely at mid- and high-altitude sites, and he is confident that flying conditions are changing.“The trending change in our climate has influenced the quality of our flying,” McLaughlin said.

He has a point. Much of my own flying has been in the mountains of Colorado and Utah, and I have also noticed pattern changes, most nota-

bly in the past two decades in Utah. I came on the Utah hang gliding scene late in the 80s-90s heyday, joining the XC crew’s regular trips to sites like Heber and Frisco. We regularly counted on the three to five day windows of high pressure and moderate south winds for these sites. This pattern of regularity seems to be minimized and more relegated to the fall now, with the summer south winds having more of a strong, prefrontal nature. Several summers in the past decade have delivered much more north than south wind flow, making the south-facing, record-producing Heber site a rare option.

April of 2020 was the driest on historical record in Salt Lake City and many surrounding areas in northern Utah.

One of my favorite northwest-facing sites in this area, Randolph, has delivered two decades of mellow flying and a half-dozen 100+ mile flights for me.

But this April was different. While the valley out front was green and lush with the annual flooding of the Bear River, the arid valleys over the back were bone-dry and heating up quickly with no wind to disturb the cooking process. The sweet thermals out front were quickly obliterated from memory as the turbulent bullets over the back riveted my focus on keeping my paraglider inflated and overhead.

Granted, I hadn’t checked the pressure (I seldom do), but I was quite current, familiar with the site and the day’s expected conditions (or so I thought).

I chose to land before committing to the wilds of Wyoming and was a bit shaken by those conditions for several days afterward. Is this what I have to expect now, given similar conditions?

I had a chat with fellow Utah pilot Bill Belcourt about this flight. Belcourt began flying paragliders 30 years ago, has too many international and national accolades to mention, and is a mentor and inspiration to innumerable pilots around the world. He calmly explained the dynamics behind that flight, as my heart pounded from just

relaying the tale. With the given cloudbase and overall conditions, Belcourt concluded it was a perfectly reasonable expectation of the day.

This case demonstrates the gamut of other variables involved in flying either at a site or along a route. As Belcourt noted, our skills, equipment, and the sites themselves have evolved over the past two to three decades.

How much weight do these factors have in our current flying experience?

The science of weather forecasting has also improved, being downscaled to better reflect local terrain. Forecasting products available to pilots have multiplied tenfold.

Even with these tools, even Belcourt finds the weather less predictable now and the forecasts not as reliable.

He observes conditions that seem generally windier than in the past. He suspects forecasting algorithms may not be keeping up with pattern changes over the decades, and I agree with this assessment. Belcourt also has the unique accomplishment of flying XC along the Wasatch every month of the winter and is hoping to extend that distance in the future. Is this a product of our warming seasons or related to the lack of attempts in the past? We, as pilots, should recognize these knowns, perceived knowns, and unknowns to help assess our entire flying experience.

The wisdom gained from flying a particular site or route for many years is itself a great reducer of risk. It can also lead to preconceived expectations that throw us right back in the hot seat. Knowing the weather forecast for an area can be a huge advantage, but it can also put us at risk if we don’t interpolate it for the site and talk with locals who know its accuracy. When we fly in an invisible medium, we need all the extrasensory perception we can muster.

RIGHT Author Lisa Verzella flies Hurricane, UT in 2006. Photo by Steve Rathbun.

There’s little question that our soaring game has changed in the past few decades. Distance records are falling as I type, and pilots are flying more hours in stronger conditions on safer wings. The debate is still out, however, on the details and extent that a changing climate affects that game. Our task as pilots is to be observant and to consider all the factors of weather, equipment, sites, and information. Doing so will help keep our risk as low as possible for every facet of flying from ridge soaring to aerobatics to long-distance XC.

Talk to both the long-time locals and those really dialed-in to the site the past five or 10 years. Engage in dialogue with your soaring club.

Stay open to the latest research and observations in your area. Use the best forecasting tools we have including XCSkies, Windy, Tropical Tidbits, and those from the National Weather Service. Make a game plan, but know that Mother Nature can change the rules of the game in an instant. We have the best chance of winning if we know those rules.

FOOTNOTES

1. https://ar5-syr.ipcc.ch/topic_summary.php 2.

https://earthsky.org/earth/2010-to-2019-hottest-decade-on-record

3.

https://www.nature.com/articles/s41558-019-0622-6

4.

https://science.sciencemag.org/content/332/6028/451.abstract?fbclid=IwAR0MAxDyKUX66fWzUXCF5H68gNVFMcGCOSRUqF7Q6CcPMIZMQHahu9T7MAw

5.

https://agupubs.onlinelibrary.wiley.com/doi/full/10.1002/2015GL064354

6.

https://www.ipcc.ch/report/managing-the-risks-of-extreme-events-anddisasters-to-advance-climate-change-adaptation/

7.

https://nca2018.globalchange.gov

U S H PA P ILOT 37

A Hang Gliding Memoir Lessons learned > Part 1

by JOHN ARMSTRONG

I

started hang gliding in 1975, at 32 years old. I was working as a civil engineer in Montpelier, Vermont, and I heard of this brand new sport called hang gliding. During the summer of 1975, I took hang gliding lessons from a new company, Stowe Sky School, in Stowe, Vermont. It was operated by two young Stowe men, Chris Curtis and Don Post, who became lifelong friends. I joined the Vermont Hang Gliding Association (VHGA) in 1975 (just one year after the formation of the club) that summer when I learned to fly and very quickly became involved. I became club secretary in 1977 and served as club president in 1979, and again in 1981. The club membership in those early years was about 75 pilots. We had a number of small hills where we were launching and learning, and a few mountain sites that were privately owned or owned by the state of Vermont.

Back then, hang gliding was an emerging sport drawing a small flood of people, mostly between the age of 17 and 35 years old. At that time, hang gliding consisted of running down hills with a Rogallo wing and ground skimming a short distance, 10 to 15 feet above the ground, before landing.

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Each flight lasted about five to 15 seconds. But imagine that—the common man could fly! This technique was how the first hang gliding magazine, Ground Skimmer, got its name. In the mid-1970s about 50 hang glider manufacturers sprang up around the U.S. In the beginning, all the gliders were the very basic Rogallo designs. Most everyone was flying in a swing seat harness, in the upright seated position.

Only a few pilots were flying prone.

I bought my first hang glider in 1976, a Sun Standard (Rogallo design) for $400, and flew it during 1976 and 1977.

It had a sink rate of around 400 to 500 feet per minute, and a best glide angle of about 4:1. When I bought it, I already had many 15-second flights, and had learned how to run to take off and land. I had advanced higher up the training hill, so I could attempt and learn how to turn. And then, eventually, I ventured higher still, to accomplish a few S-turns before landing. All in all, those flights were maybe a minute or so of air time. Finally, I advanced to flying from near the summit of Mt. Mansfield, in calm morning conditions—a five-minute flight with about 2,000 feet of descent.

My First Tree Landing

In the summer of 1976, my two instructors, Don Post and Chris Curtis, felt I was ready to soar. So, one summer afternoon, the three of us drove up above tree line on Mt. Mansfield, Vermont’s highest mountain, to a newly cut, west-facing launch at 4,300 feet MSL near the summit. The wind on our wind meter measured 25 mph—a strong wind was required to soar those Rogallo gliders. Chris and I wire launched Don first on his Cirrus III. While soaring about 300 feet above launch, he yelled down, “We’re not going to make it to the landing field.”

The nearest landing field was about two miles away in Underhill, Vermont. Our gliders would not be able to penetrate that far into the strong wind. “Don’t worry, John,” Chris told me. “We’ll get high, go over the back, and land in Stowe Village.”

Eager (this was to be my first soaring flight), I decided to fly. On launch, my Sun Standard glider was loudly flapping in the wind (there were no battens in those gliders). Set up and ready to fly, Chris wired me off, and my launch went great. However, as an H2, my piloting intuitions had not fully developed, and I flew too far away

from the mountain, out of the lift band. I missed my chance to soar. The wind was smooth as glass, but I was losing altitude. I headed toward the LZ, knowing I was not going to make it. All I could do during the 3,000-foot descent in my swing seat harness was take in the views of the treetops below; I did a bunch of praying, knowing I was going to land in the trees. In those beginning years, hang glider pilots' standard practice was to learn how to land on the treetops, a fairly common occurrence. I flew out from the mountain about a mile before I intersected the 70-foot-tall, deciduous trees. It was a “successful” and soft landing. Getting me and the glider down was another story...

B

eginning in 1978, I started doing week-long spring road trips to the Chattanooga, Tennessee area with a half dozen or so of my Vermont pilot friends. We went to get a head start on the flying season in the South’s earlier spring weather. The 20.5 hours and 1,200 miles of driving was well worth it. We flew at Lookout Mountain where, especially in the spring, four (or more) person wire launches were common off the concrete cliff launch.

That first trip to Lookout, there were 40 or 50 hang gliders set up along both sides of the road adjacent to the launch ramp (the present-day radial ramp was not yet built). The nose wireman, the person charged with holding the glider’s nose wires to help steady and control the glider, would stand on a small grated shelf just below the glider’s nose, belted in so he wouldn’t fall off the cliff. At the pilot’s command, he would let go and duck to allow the glider to launch off into the 20 to 35 mile per hour wind.

Our first year there, one pilot, Dave Parker, did something I had never seen before—he “specked out.” Once Dave launched, he went straight up, in a single thermal, to 5,300 feet above takeoff; he was barely visible! Though I was

initially confused by his heavy clothes, extra thick mittens, and face mask, I eventually realized his choice of outerwear was in preparation for the much colder, high altitude spring air.

During that first trip, we also flew at Raccoon Mountain. Though not a high mountain site, it is, to this day, the only launch I have flown with a rope net immediately following the takeoff run to catch a pilot in the event of a bungled launch. Raccoon Mountain also had a beginner training device down by the LZ. This contraption consisted of a long wire, about 250 feet or so in length, tensioned about 35 feet in the air over the training hill slope.

From the glider’s king post, a short rope was connected to a ring around the long wire. The idea was that when a trainee ran and flew, the ring would slide along the wire, and prevent a whack-type accident. I never did see it used, so I can’t actually speak to its effectiveness.

That first year, we also journeyed to Sequatchie Valley, Tennessee, where we flew the Whitwell launch and the famous Henson Gap radial ramp launch. In future annual spring trips, we would stay in Dunlap—“the Hang Gliding Capital of the East.” At

Henson, there were two launch ramps off the cliff edge, about 75 feet apart. I witnessed several events that added to my already expanding knowledge of the flying world. The first, a weird launch by a good pilot, Dave Gibson.

He launched in his Owl hang glider from the northernmost ramp. Just after launch, his right wing gusted up. He flew up, turned sharply left, and crashed onto the other ramp. I don’t think he was hurt, and it was an enlightening moment for me—I was beginning to understand some of the consequences of coming to launch at anything less than 100 percent.

In another instance, my good Vermont pilot friend, Colin Fay, had an interesting flight off the radial ramp.

It was an overcast rather strong wind day, but flyable. Late in the day, Colin launched and soared high over the launch in the ridge lift, as several of us pilots watched from the LZ. The winds became stronger, and evening was approaching—Colin was pointing his glider into the wind most all the time, waiting for the wind to die down so he could have a safer landing. We all watched and worried as it was getting dark. It wasn’t long before it was too dark to see him. He was out of sight in the vast, dark expanse! After a while, he yelled down from about 300 feet above us, “What’s the wind direction?”

A few minutes later he came swooping in for a reasonably safe landing. He had one broken down tube, but no broken bones. Phew, those were anxious moments.

As a newer hang gliding pilot, I found this trip to be incredibly enlightening.

I was able to fly new sites, watch more experienced pilots, and get a bunch of hours flying in a variety of conditions.

At times it was intimidating, and I was forced to confront my limitations and fears; however, doing so made me a better pilot and improved my confidence immensely.

When I returned to Vermont, instilled with confidence and awe from some of the flights I had witnessed

U S H PA P ILOT 39

and a newfound understanding of free flight, I took my first flight with a vario at West Rutland, Vermont. The vario was a used Hummingbird vario I bought for $95 from Jeff Nicolay, owner of Morningside Hang Gliding.

On that first flight I reached 1,800 feet above launch, 800 feet higher than my previous highest flight. From then on, I always flew with a vario on my gliders.

A

Forests and Parks became aware of pilots flying from the state-owned launch sites, namely, Mt. Ascutney, Burke Mountain, Mt. Mansfield, and Mt. Philo, and immediately closed all flying from state-owned land. They didn’t know much about this new “hang gliding” activity and were concerned about pilots, other visitors, and the properties. Of course, this hap-

󲢫 It was the beginning of a great relationship with that glider—though we had a few mishaps along the way too. 󲢻

s the years passed, my pilot friends and I saw many advances in hang glider designs and equipment. Not only did the equipment improve, but we also pened just as I became president of became much more knowledgeable the Vermont Hang Gliding Association about the ocean of air we were flying.

(VHGA) club. So I, along with a handOn top of that, our skills and safeful of other pilots representing our club, met with the officials in charge, ty vastly improved too. There was working to educate them about hang certainly a steep learning curve, and, gliding and our club. Several public unfortunately, that meant there were hearings were set up and advertised in many injuries and deaths along the newspapers around the state for the way. Wearing helmets and carrying purpose of informing local commuparachutes became standard practice.

We started using variometers and, not nities. Unfortunately, the local towns surprisingly, began sustaining flight rejected our use of Mt. Mansfield and and gaining altitude in thermal lift— Charlotte State Park. However, we so began our first forays into thermal were granted permission to launch flying. In 1978, around the time most of at Mt. Ascutney and Burke Mountain us started using variometers attached State Parks. to our gliders' down tubes, I remember One requirement from the state word spreading of a pilot reaching was that all pilots using the launch 2,200 feet above launch at a new site, sites must be a member of VHGA and Jake’s Mountain (also known as Mt. USHGA (now USHPA). Those requireHanley in West Rutland, Vermont). ments are still in effect today. This The stoke was on! A new slogan was did not go over well with the many born: “There’s no place like cloudbase.” regular out-of-state pilots who had In June 1979, I bought my third glidbeen using the launch sites—suddenly er—a Seagull 10.5 M. It had a great sink they had to join the VHGA in order to fly in Vermont. But, as often happens, rate and nice handling. Shortly after buying the glider, I broke the one hour over time, folks softened to the new requirements. Eventually, the VHGA soaring mark. This was the first time became the largest hang gliding club I flew in “wonder winds” (or glassoff), in New England. floating 1,000 feet over the ridge in butter smooth air. It was the beginning of a great relationship with that Second Tree Landing glider—though we had a few mishaps At Burke Mountain Ski Area, we along the way too. certainly took advantage of our legal access—perhaps more than we should have! In September 1979, I launched Trouble on the Home Front down a narrow ski trail from the top Around 1979, officials of the Vermont 38 US H PA P I LOT

of the ski area, but I should have waited for more wind. I ran hard and was barely airborne before I flew across the ski trail. I was too low and my control bar brushed the treetops on the far side of the trail; the glider stalled and flopped onto the 25-foot-tall trees.

This was my second and last tree landing. For a couple of years after my first tree landing, I always flew with

a 100-foot length of rope attached to my glider’s keel, to help get down in a situation like this. Not long before this flight, however, I stopped carrying the rope, feeling confident that I didn’t need it anymore.

A

round the summer of 1980, pilots were beginning to get the itch to fly XC and see how far they could go. On July 7, 1980, while flying in West Rutland on my trusty Seagull, I got fairly high over the ridge and decided to attempt an XC flight. It took some nerve to commit and leave the known safety of the regular LZ, but with a deep breath, I turned downwind and went “over the back.” I only flew 2.5 miles, landing a short distance behind the mountain, but I was rewarded with the most exciting feeling after landing, just like the feeling one gets after landing their first training hill hang glider flight. I had just done my first XC! It was a big step.

In June 1981, fellow pilot John Pettinato and I drove to a remote site near Rochester, Vermont: Mt. Cushman launch, 2,750 feet MSL. This was only my second flight from this site. John flew first in his Comet glider, gaining 500 feet above launch. His flight lasted about 15 minutes, in the light winds and thermals, and he had to land in a large field about a mile away. Not deterred by John’s flight, I launched my trusty Seagull. I scratched along

the ridge until I found a 200 ft/min thermal, taking it to 4,200 feet MSL. However, I eventually lost the lift and was forced to head to the landing field to meet John.

Having never landed there before, I was not familiar with the slope or obstacles in the LZ. From the air I didn’t notice until I was on my landing approach that the field was sloping downhill at about the same slope as my glide angle. Suddenly, I noticed a one strand electric fence across the field in front of me hidden in the tall grass. I pushed out to slow down but got popped up, over the wire, stalled, and my glider’s nose dropped sharply. I braced hard to ease the impact which resulted in a broken left wrist. Glancing at my glider after impact, the rigid down tubes were each bent about 90 degrees. In later designs, down tubes were made weaker so they would break more easily, hopefully spar-

ing another’s arm the same fate. My tenacious 30-minute flight resulted in a broken glider and my only broken bone flying hang gliders. During the six-week period while my arm healed, I purchased a used UP Comet 165 from my pilot friend and dealer, Kirk Martin.

The Comet was one of the new hang glider designs—the sail was double surface (top and bottom surfaces).

Previous hang gliders were single surface, with an exposed cross bar. The drag-producing exposed cross bar of those earlier gliders was now enclosed within the two sail surfaces, thus, hidden from the wind. That design improvement was a big breakthrough in performance resulting in higher speed and better penetration. The Comet I was one of the hottest hang gliders on the market. On August 22, 1981, when my arm was pretty well healed, I brought my new glider to a small training hill. Kirk Martin accom-

panied me and showed me how to set up the new glider. I made five short flights—all stand up landings. During the rest of the 1981 season, I flew it as much as I could. I found I was flying longer and better than I had on my older wing, including several flights with durations over 90 minutes. I was also outperforming most of the other gliders I flew with. The Comet was a much superior airship than my old Seagull.

After six years of flying, I had gained a ton of experience and was on my fourth glider. Though I’d been through a lot, I still had a lot to learn.

My hang gliding story will continue in a future segment.

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U S H PA P ILOT 41

See the bird. Be the bird.

The Art of

PARABIRDING

T

by JACOB GLASS

he thrill that comes from sharing a thermal with a massive bird is unequalled. Though swimming with sharks or whales may have its appeal to some, gliding through the open sky with these formidable winged creatures is a different caliber experience, unique to free flight. When a pilot first happens upon this strange encounter, often very soon after learning the basics of soaring, it can feel otherworldly. For me, it went like this: The pride in my chest from my umpteenth successful launch sub-

sides as I focus on the new challenge my instructor has set for me: lassoing a rising parcel of air. Scanning the terrain for my vocab word-of-the-day thermic triggers, I observe that to my right, about a half mile away, a brown planform is describing circles above a densely forested hill. It is rising as it turns. I point my wing towards the action. A hundred feet or so before I am directly over the raptor, my glider bucks back and then forward.

The lines to my toggles tense, and I pull cautiously on the right one. It’s working ... I am going up! Lost in

ABOVE Green-and-black fruiteater (Pipreola riefferii). OPPOSITE Philipp Bethge scans the dense foliage of the Colombian Tropics.

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the electric glee of my miraculous ascension, I fail to notice that the raptor is gaining on me. Suddenly, we are drifting through the same space in the sky. Dark torso. Grey, fingerlike wing feathers. The hideously wrinkled red skin on its face, one that only a pilot could love. It is unmistakably a turkey vulture (Cathartes aura)—I am flying with a turkey vulture!

One of the many contributions paragliding has made to my life is allowing me to continue to explore the fascinating world of birds, often in unexpected and outrageously rewarding ways. My love for wild birds started in boyhood. Growing up on a farm in the southern portion

of New Jersey, I often explored the fields, woodlands, and streams with my friends. The blistery snowstorms, the raucous chorus of spring peepers, the glowing fireflies on warm July

and resettled itself high in a nearby tree. I repositioned myself to get a better angle and realized that I was looking at a bald eagle (Haliaeetus leucocephalus) sitting on its nest

󲢫 As much as pilots can be obsessed with flying,

that enthusiasm pales in comparison to the birder’s fervor towards birds. 󲢻 nights—we loved it all. However, the first remarkable bird sighting seared into my memory happened when I was about 11 years old. Playing in the woods one day, I was startled when I spooked a huge bird that took flight

with two juveniles. In school, we had learned about the drastic decline of bald eagle and osprey (Pandion haliaetus) populations through the 40s, 50s, and 60s, due to the insecticide DDT, so finding these birds in

LEFT Looking for birds on the fly.

ABOVE Yellow-headed caracara (Milvago chimachima).

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my backyard was exhilarating. I was hooked.

Since then, birding has come to be a mainstay in my life. I pretty much always have binoculars in my car and the main screen of my smartphone is populated with several bird identification apps. I listen to bird themed podcasts. I regularly attend outings with the local chapter of the Audubon Society. As much as pilots can be obsessed with flying, that enthusiasm pales in comparison to the birder’s fervor towards birds.

Free flight and birds are inextricably intertwined. In 1889, the German aviation pioneer Otto Lilienthal, nicknamed the “Father of Gliding Flight,” published his famous book entitled "Birdflight as the Basis of Aviation."

The work covers Lilienthal’s numerous and extensive observations concerning the details of how birds fly, including the aerodynamics of wing shapes of different birds and their ability to alter dihedral and curvature dependent on various flight situations. Many times he made note of birds doing what we now refer to as ridge soaring and thermaling. His object of study was most often the white stork (Ciconia ciconia). Lilienthal was a man of action, and it is clear from the onset that his musings have an aim. He writes, “The observation of nature constantly revives the conviction that flight cannot and will not be denied to man for ever.” He and his brother went on to build the first rudimentary gliders, essentially pioneering manned flight. We as pilots, flying the latest and greatest equipment from brilliant companies all across the world, are indebted to Lilienthal’s scrupulous study of the birds around him.

In our modern context, pilots maintain a deep fondness for birds. They help us visualize thermals, from the slightest updraft to a gripping ripper.

We regularly follow them on glide to suss out the liftier line, trusting in their evolutionary prowess over our

TOP Sandhill crane (Grus canadensis). MIDDLE Prairie falcon (Falco mexicanus).

BOTTOM Buff-tailed coronet (Boissonneaua flavescens).

󲢫 As if on cue, a recognizable croaking sounded from above. I looked up to see two sandhill cranes (Grus canadensis) coming over the back. 󲢻

useful, but comparatively inadequate, instruments. Off the top of my head, I can think of at least 8 free-flight friends that sport tattoos in homage to their feathered brethren. An American kestrel (Falco sparverius), the smallest falcon in Northern America, spreads its wings between my own shoulder blades.

A few pilots are also ardent falconers, a pursuit where the bird connects them to the sky even as their feet are on the ground. The nexus of these two activities is parahawking, where tandem pilots train birds to fly alongside them, sometimes even landing on the gloved hand of the delighted passenger mid-flight. And, of course,

there exists the present-day version of Lilienthal. Pretty much every site has at least one. Often he is more weatherworn than his equipment. He sits on a bench or rock as his friends cavort in the sky. Like his noble predecessor, his role is to examine.

He offers enlightening commentary to anyone who will listen about the

TOP The author following sandhill cranes into the evening sky. Photo by Dexter Hale.

LEFT Great horned owls (Bubo virginianus). ABOVE Visiting mecca!

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passing black vulture (Coragyps atratus), specifying that it would really get into the meat of the core if it only banked harder. He would get out there and show that bird how it is really done, but what if his beverage warms too much while he is away?

The utility of observing birds is not limited merely to discerning where there is lift and where there is sink. A few months ago, some friends and I were working on pioneering a site in rural Montana. On our first attempt, while venturing out for midday thermals, one pilot slalomed his way through mighty ponderosas, and another was blown over the back. Both pilots were fine, but our confidence in the site’s potential dwindled.

Nevertheless, two of us headed back the following evening in search of some mellow ridge soaring. We hiked to the launch area, where the winds were in the right direction but also fairly strong. I donned my warm clothes and harness, anxiously trying to determine the best course of action. Was this just an area of significant compression that would mellow out into a smooth lift band, or was I going to get blown over the back?

As if on cue, a recognizable croaking sounded from above. I looked up to see two sandhill cranes (Grus canadensis) coming over the back.

They made their way directly along the ridge I aimed to soar. These huge birds flap their sizable wings in broad, slow strokes—in terms of air speed, peregrine falcons (Falco peregrinus) they are not. I calculated that if they could penetrate these winds, so could I. I launched, and it went like a dream.

I made slow but steady headway into the smoothest of lift, soaring until the sun set.

The apex for both birding and para-

TOP Philipp brought his full camera setup for our trip to Manizales. MIDDLE Bald eagle (Haliaeetus leucocephalus). BOTTOM Golden-collared manakin (Manacus vitellinus).

gliding happens to be in Colombia.

Pilots and birders alike migrate each winter to this wonderland to chase big dreams. For pilots, the tropical setting makes for a predictable and magnificent cross-country venue.

For more bird-minded travelers, the attraction is in the forests and fields above which we soar. Colombia is the second most biodiverse country in the world (Brazil is first), but it reigns supreme when considering just birds.

TOP Celebrating after a low save courtesy of a kettle of vultures in Colombia.

ABOVE Jeff Shapiro's falcon, Cirrus, eats after a successful training hunt. RIGHT Used digiscoping (placing the lens of a digital or phone camera to the eyepiece of a spotting scope or binoculars to take photos) to snap this shot. OPPOSITE I didn't choose the bird life, the bird life chose me.

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More than 1,800 species can be found within its borders, 83 of which are endemic. I will spare the reader the endless list of cool birds that I have seen there. The one definitely worth mentioning, and googling, is the swal-

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ADVICE FROM THE BIRDS

Anecdotal (very unscientific)

It is generally a good sign to see raptors (eagles, hawks, vultures, etc.) soaring, but take the time to get a closer look. Are their wings fully extended or tucked? From this, you can estimate the wind speed of the lift band. Is their flight generally smooth, or are they being baffled about? This will give you

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a clue to the texture of the air. All seasoned pilots know that we can learn a lot from the texture of the air based on how a large bird is flying.

When in the mountains, be skeptical about launching if the only birds you see soaring are ravens (Corvus corax) or crows (Corvus brachyrhynchos).

They are acrobatically maneuverable and can handle much more volatile air than most of us would enjoy. In

a ridge soaring situation, they can tempt you into launching before it is truly soarable.

The way of the gull leads to broken dreams and dirting early. Do not follow them! Sure, they may be climbing in that mouse fart of lift, but our weight to wingspan ratio is not as flattering. I have grounded myself several times trying to emulate these dirty fry thieves.

low-tailed kite (Elanoides forficatus).

This bird saved my tail when I was scratching low through turbulent lift in the mountains, showing me a much better climb out front. The birding in Colombia is so good that the Swiss mad-scientist/competition pilot Philipp Bethge and I left our gliders in Roldanillo to chase and photograph birds for two days in the mountains around Manizales, a glob-

ally renowned birding destination. It was the best of times.

Sadly, bird encounters are not always birds of paradise (family: Paradisaeidae) and resplendent quetzals (Pharomachrus mocinno). On two different occasions, separated by more than a year, I have fallen prey to the notorious red-tailed hawk (Buteo jamaicensis) that resides on Las Penitas just behind the El Peñon launch in Valle de Bravo, Mexico. Two sets of talon marks perforate the leading edge of my glider. After the first time, the bird flew alongside me for a moment, glaring at me. Its expression was fierce and determined.

As a pilot, it was not a highlight of my flying career. As a birder, it was kind of awesome.

For me, being able to combine my two interests so easily has been a true joy. I have made so many friends and seen so many neat birds in the pursuit of free flight. Among all the great memories, I will never forget one instance in particular. Maybe you will believe it, maybe you won’t. One evening in July 2017 while visiting friends in Issaquah, Washington, I hiked Tiger Mountain for a miniwing flight near sunset. It was a great time with a friend mentoring me on the art of smaller wings. We landed, exalted, and went in for the obligatory high-fives. Just then, I saw two birds flying northward, directly overhead.

Even in the fading light, it was easy to identify them—nothing else flies quite like blue-and-gold macaws (Ara ararauna), large neotropical parrots native to South America. What these individuals were doing in the sky over the temperate rain forests of the Pacific Northwest, I cannot exactly say.

Most likely, they were escapees from a now forlorn pet owner. The sighting was both odd and spectacular.

Whether on glide between thermals or while packing up in the shade of a tree, keep an eye open to what might be around—you never know what you might see.

WHERE TO SEE CERTAIN BIRDS SOUTH SIDE / POINT OF THE MOUNTAIN Draper, Utah

CHUKARS (Alectoris chukar) Small chicken-like birds scurry along the road between the LZ and the parking lot.

AMERICAN KESTRELS (Falco sparverius) Small falcons hover above the grasses between the west bowl and the RC plane area.

NORTH SIDE / POINT OF THE MOUNTAIN

Draper, Utah

GOLDEN EAGLES (Aquila chrysaetos) Soar both the lower lip and the bench closer to the quarry.

TIGER MOUNTAIN Issaquah, Washington BALD EAGLES (Haliaeetus leucocephalus) Many can be found in the spring over the feature known as King Dome, just to the right of launch.

JUMBO MOUNTAIN Missoula, Montana LAZULI BUNTINGS (Passerina amoena) Males are shockingly blue, flit along the hillside in early summer.

MOUNT SENTINEL Missoula, Montana WESTERN MEADOWLARKS (Sturnella neglecta) Sing their metallic tune during early morning hikes to launch starting in late April.

HENSON GAP Dunlap, Tennessee SCARLET TANAGERS (Piranga olivacea) Sporadically dot the trees around launch.

EL PEÑON Valle de Bravo, Mexico WHITE-TAILED KITES (Elanus leucurus) Hover above the fields adjacent to the main LZ at dusk as they search for dinner.

AGUAPANELA Roldanillo, Colombia YELLOW-HEADED CARACARAS (Milvago chimachima) Give an eerie cry from the treetops hidden in the early morning clouds as pilots ready for the day’s adventure.

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The Stressors We Never Expect

[

F LIG HT LOG

ABOVE Looking down at contributed by ISAAC AMARU the Sarangkot launch in the foreground and Anna- Lessons learned attempting the Green Wall purna and Machapuchare friend from Jackson, Wyoming who told me in the background. In 2017, I embarked on a paragliding world

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tour that took me to 15 different countries over the course of 11 months. After spending the summer in France, Italy, and Slovenia, I made my way to Oludeniz, Turkey on the Mediterranean coast. I had no idea that every October, Oludeniz hosts the Air Games, which I was told is more of a jam than an acro competition.

Acro pilots from all over the world show up to perform daring maneuvers with the safety of water below. One highlight I witnessed was watching three gliders (one of which was a tandem) perform synchronized infinity tumbles.

While on the beach at Oludeniz, I met a new

]

about his experience in Pokhara, Nepal where he had spent four months.

Since I was headed to Nepal after my visit to Turkey, he advised me to buy a bag of chocolate candy for the kids. I figured that was the currency for local kids to fold up a glider after landing, just like the kids in Colombia. I don’t like candy. I chose instead to always carry emergency food in my pack such as Turkish dried apricots and walnuts.

He told me that from the main launch at Sarangkot, I should attempt to fly the “Green Wall.” The flight requires crossing the river val-

ley northeast of Pokhara, benching up along the foothills of the Himalaya, and then flying back to Pokhara. This popular cross country triangle takes about three to four hours. The route can be pretty committing, and many pilots get skunked as they head across the valley.

If you land out, then you have the adventure of making your way back to Pokhara via ground transport. I accepted the challenge.

A month later, I was on the street at Pokhara Lakeside, Nepal. Pokhara is an international tourist destination about a four to six hour bus ride west of Kathmandu. As the starting place for the famous Annapurna Circuit, the city is a vibrant mix of local culture and visitors from around the globe. The city is built beside Phewa Lake at the base of Sarangkot Peak. The wealthier district of the area, which many tourists never venture beyond, is known as Lakeside. It is busy with restaurants that advertise pizza and display photos of other foods that tourists might like. There are cheap hotels and even a couple of hostels, and, of course, dozens of retail gear shops all selling counterfeit sleeping bags, jackets, and shoes—everything you need for a guided trek to circumnavigate Annapurna. I found a great smoothie bar run by an industrious Chinese woman, a visionary who figured out that wealthy tourists from New Zealand to Germany prefer to have their fruit blended and will pay extra if the drinks have clever English names.

In addition to the city’s standard tourist fare, there’s an extensive network dedicated to the reason I was there: paragliding. The main launch above Pokhara is Sarangkot, which faces southeast at about 1,450 meters above sea level. There is a large grassy slope wide enough to lay out six tandem gliders side by side.

Getting up to Sarangkot launch is easy. Simply walk down the street in the morning until you find a restaurant that serves actual French bread and adequate coffee. Here you will find the French, the Colombian, and the Brazilian pilots, and, if they offer an English breakfast, the British pilots. Ask two or three of them to split a taxi, and you can cut the cost from 10,000 rupees down to 300 rupees or roughly the equivalent of $3.

I followed the advice of an Austrian woman I met at one of the more than 60 shops advertis-

ing tandem flights. She told me I would need to buy a one-month permit to fly solo at Sarangkot. But it cost $65! I didn’t want to make any trouble, but I was trying to travel on a budget and hated the idea of having to pay to fly. Also, ABOVE Street art in Pokhara.

I wasn’t making $60-100 a day doing tandem laps like she was.

Eventually, I decided to buy the permit and to save money by forgoing taxi rides during my stay and hiking the trail to the Sarangkot launch instead. The hike has about 650 meters of elevation gain and took me 90 minutes the first time because I lost the trail and ended up on the paved road for the final part.

However, to make sure I knew where I was going, the first time I flew the Sarangkot launch, I paid 500 rupees to a tandem company who let me throw my pack on the van and join their passengers for the ride up. I sat in the very back seat of four rows in a van filled with middle-aged women vacationing from China—they were all clearly excited and smiling but spoke no English. I smiled and put in my earbuds as the van turned onto the highway from Lakeside to Pokhara. The woman in the seat next to mine reached over and took out my left earbud and put it to her ear to listen to my music. I smiled, and she seemed to enjoy the song. I like to fly with a paragliding playlist, an assortment of flying-themed songs to help me visualize flying such as “The Zephyr Song”

by Red Hot Chili Peppers and “XO” by Beyonce.

Up front, the van driver had the stereo on—”Hotel California” is a recognized favorite by bus maestros from Peru to the Himalaya, and this one was no different. After the Eagles hit ballad that will “never leave” ended, an-

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swung the pack up onto her back. I watched in awe as one of the Nepali tandem pilots lifted a second tandem rucksack and set it on top of the first. Anywhere else in the world that I’ve flown—France, Colombia, Turkey, and certainly anywhere in the USA—such a feat of strength would be applauded. Here in Nepal there was no fanfare for this woman as she started hiking away with a grin. I was the only one surprised.

other song came on. The driver turned up the volume as all the Chinese women began singing in unison. The song was upbeat and could only be classified as the rock and roll genre.

ABOVE Nepali women Maybe it was the Chinese equivalent of “Hotel sitting outside a shop in California” or maybe it was simply the Chinese Pokhara. national anthem. I will never know.

The van parked in a pullout along the winding highway about 30 minutes later where a hiking trail climbed to the Sarangkot launch.

The trail was maybe 100 meters with 30 meters of elevation gain. The driver tossed rucksacks from the roof. With a sigh, I hoisted up my pack—it’s 20 kilos. I know because I had to pay extra to check it on the airplane from Budapest.

A stout Nepali woman wearing flip-flops and colorful dress stepped to the pile. She grabbed the shoulder strap of an even heavier tandem rucksack and put it to her forehead as she 52 US H PA P I LOT

There is one house thermal at Sarangkot that all the tandems fly making an eternal righthand turn. After hooking into it, I cored the thermal as quickly as I could and made my way up above the tandems to escape traffic.

Gaining an extra 200 meters over Sarangkot Peak, I was astonished by the views which were beyond comparison. I could see the snow-covered 7,000-meter Machapuchare and 7,555-meter Annapurna III, among the many other peaks in the distance.

I took the thermal higher wondering how high I needed to be to make the crossing to attempt the Green Wall. I was flying a high-aspect B paraglider, a Triple Seven Rook2 that I acquired in Slovenia. I watched two pilots on what appeared to be C-rated gliders leave the thermal on glide to the northeast toward the mountains.

I made an extra turn in the thermal before I committed to making this flight an adventure.

At the moment I turned out to go on glide, I knew that I might not make it back. Keeping the valley floor in reach, I pushed half speed bar trying to hold a similar line as the other pilots. I arrived at the low hills next to the ridge where I saw a metal roof building with clearly painted words: “Pilots Welcome.”

Looking at the map, this lower ridge was only 1,100 meters in elevation. Low, but fighting, I remembered that many pilots sink out on this flight to the Green Wall. I too was stuck circling that ridge and the metal roof sign for the better part of an hour before I psyched myself up enough to send it over the back toward the wall of mountains. The Green Wall climbs up another 1,000 meters and is completely covered in dense jungle. Luckily, the valley floor at the base seemed clear enough for an emergency landing should it be necessary. But with beginner’s luck, I caught a thermal and took it all the way to cloudbase. I held my heading

south, as the tops of the ridges that make up the Green Wall were hidden in the clouds.

I climbed higher, hoping that 1,000 meters of altitude would be enough to make it back across the valley to Sarangkot and the Lakeside LZ where I could sip on a smoothie later.

Once I headed out on glide back, I was not sure if pushing full speed bar or less was a better tactic as I maintained a consistent 1.5 to 2 meter per second descent rate.

With the Sarangkot launch in sight, I arrived at the north side of the ridge just a couple hundred meters too low to make the crossing toward the lake. Instead, I had my alternate landing picked out—a school and large field at the eastern foot of the ridge next to the Seti Gandaki River. It was an easy place to set up for a safe landing even in the mid-afternoon heat.

As I circled the buildings on my final approach, I saw the students exiting the school and running out to the field. I thought it must be recess or something—there were so many kids. I landed and quickly balled up my glider, afraid the kids would trample it as they surrounded me. Some seemed as young as 6 or 7 years old and the older, bigger boys looked to be maybe 12 or 14 years old. They reached up their hands and started speaking English.

“Hello.” “Do you have candy?” “Do you have chocolate?”

I smiled and told them I didn’t have candy or chocolate. But they continued to confront me until all of them, in unison, began to chant, “Chocolate, chocolate, give us chocolate!”

I tried to make some space to pack up, but they were shuffling and circling all around me. It was hot. I was dehydrated and felt like I had vertigo—my heart rate began to climb as the children pushed in around me. I suddenly felt a rising sense of panic such that I hadn’t experienced on any part of my flight. I needed to give those kids something or I was certain I’d never get out of there.

Unbuckling my harness, I dug inside the cargo pocket and pulled out the rucksack which had my empty water bladder, a gatorade, and a bag of walnuts I purchased back in Istanbul. I opened the bag and immediately the children’s open hands thrust up at me. I tried to pass the walnuts out one at a time to equitably give one to each emaciated child, but the children who received a walnut didn’t back away to let

the others through. They kept pushing, as the walnuts disappeared.

Halfway through the bag, I realized it was hopeless; I was not getting anywhere by carefully passing them out. My panic still heightened, I took the remainder of the bag and tossed it over my shoulder 20 meters away.

The crowd of children dispersed instantly. The tallest and clearly the fastest boy raced to the bag and ran away with it. The smaller children chased after him and within seconds the swarm was gone.

I was suddenly alone in the field, swirling in a blur of emotions. After three hours of flying into the unknown, it was a playground full of hungry children that scared me the most and cost me my post-flight snack. I should have listened to my friend in Istanbul and brought some candy with me for the kids. I won’t make that mistake again.

ABOVE Kids that greeted me after landing out in the valley on a separate occasion. I had trekked up the Mardi Himal Trail and launched from 4,500 meters (14,763 feet).

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Inversions and Soaring Flight

[ contributed by HONZA REJMANEK ]

Breaking through to the other side

As long as the thermal is warmer than its surroundings, it is accelerating upwards. A certain level of drag starts to play a role especially as You are sitting around with your flying buddies the thermal achieves ever faster ascent rates because the drag force quadruples for a douin the evening comparing flights. Most feel it was a mediocre day as no one got higher than bling of vertical velocity. Therefore, a balance is 800 meters above launch. To everyone’s disbelief, eventually struck between vertical acceleration a visiting pilot casually mentions that she got a due to buoyancy and deceleration due to drag. thousand meters higher than that. When asked At this point a thermal has the fastest ascent about details she explains that she believes that rate. This usually occurs in the middle third she broke through the inversion. Skepticism of the distance from the surface to the top of abounds and soon the visiting pilot is prodded lift. into providing a track log.

The drag force acts on the top and sides of the In this case it turns out that she reached her thermal and causes it to mix with the surroundmaximum height at a distance of 15km from ing air. This dilutes the thermal and makes it launch. She had flown deeper into the gradually grow in size. This process is called entrainment. upward sloping mountains while you and your In order for a thermal to travel very high it has buddies boated around locally. This incident to be quite wide so the core can remain fairly starts you wondering about whether her undiluted. The core will often ascend through description of breaking through an inversion a thermal at twice the ascent rate of the whole is truly valid. Is it really possible to thermal up thermal. This is why it is actually possible to top through an inversion layer? If so, when and out in a thermal and why other pilots can catch where might that be possible? How would the up from below. thermal behave through the transition? How Once a thermal reaches a level where the temhigh might it continue beyond the inversion? perature inside and outside of the thermal are To answer these questions it is important to the same, it will no longer have the benefit of review some basics of why a thermal begins to buoyancy to compensate for drag. Vertical velocrise in the first place, where it rises the fastest, ity begins to decrease due to drag. Nonetheless, and why it eventually stops. It is also vital to due to its tremendous inertia, the thermal can understand at which levels the thermal acceler- rise significantly higher in such an environment.

We refer to this environment as dry-neutral. ates and decelerates and what this does for the This means that the air temperature of the enviascent rate of the thermal at various levels.

Density differences are caused by a temperaronment decreases with height at the same rate as a rising thermal cools due to expansion. This ture difference between the inside and outside is a rate of 1oC cooling per 100 meter rise. of a thermal. This density difference leads to a Eventually the thermal ascends into a stable laybuoyancy force which causes vertical acceleration. A warm surface layer that has coalesced er. The nature of this layer will vary from place into a thermal might be 1-3oC warmer than the to place, day to day, and even throughout the surrounding air. As it begins to rise, it is experiday at a particular place. Referring to any stable layer by the simple term “inversion” leaves out encing the greatest acceleration but the ascent a lot of important information. If the temperarate is still slow.

Imagine that you are in a stopped car. You put ture within a stable layer actually increases the pedal to the metal. In one second you might with height, it is then correctly referred to as an be moving at 25km/h. Your acceleration was inversion. If one studies soundings it becomes noteworthy but your overall speed is not that apparent that a convective layer is not always impressive. This concept in the vertical direcneatly capped by an inversion as is often pretion helps explain why a very low save is hard sented in textbooks. Nor is an inversion necesto come by. A pilot who is lucky enough to get a sary in order to halt or slow a thermal. truly low save is often rewarded with a strong Stability must be understood as a continuum. climb all the way to the top of lift.

The greater the stability within this layer the

WE AT HER

This article was originally published in Cross Country Magazine.

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greater the vertical deceleration that is experienced by a rising thermal as it enters this layer. A layer cooling at a rate of 0.8oC or 0.9oC per 100m of elevation can be thought of as just slightly stable. If temperature does not decrease throughout the layer then it is significantly stable. This would be an isothermal layer. If a thermal were to rise through just 100m of an isothermal layer then it would reach the top 1oC cooler with respect to its surrounding than when it entered. The thermal cooled as it rose, but the air in the layer stayed the same. An inversion layer should be viewed as very stable to extremely stable depending on how much the temperature within the layer increases with height.

In some ways it helps to think of stable layers as large spider webs and a thermal as a Ping-Pong ball tossed upwards. A stable layer will have spider webs across it. The more stable the layer the tighter packed the webs are one above the other.

Encountering a layer of tightly packed webs, the ball slows abruptly and falls back. This would be like trying to thermal through a 10 degree inversion. It just will not happen because all thermals are brought to a fairly abrupt halt. A few spider webs will slow the ball down but might not stop its ascent completely.

Two additional pieces of information are necessary in order to know whether a thermal will grind to an abrupt halt or whether it just experiences a deceleration and then continues ascending. The thickness of the stable layer is key as well as the nature environment above the layer. A thermal can indeed penetrate a relatively thin, slightly inverted layer. It often does this by pure momentum alone. When flying at this transition the air often gets more turbulent,

and the core of the thermal gets harder to stay in. Whether it will continue to rise significantly above the inversion depends on whether it made it through with a core temperature that is still warmer than the surrounding air above the inversion.

Furthermore, if the environment above the inversion cools at a rate close to 1oC per 100m rise then the thermal has the ability to keep rising until it encounters the next stable layer.

It will reorganize into a smoother thermal after this transition, but it might be smaller in size because it shed lots of its less buoyant outer layers as it passed through the thin inversion.

There is a great deal of variability especially over mountainous terrain in the height a thermal will reach. All blue thermals eventually run out of positive buoyancy and then carry on until their inertia is stopped by negative buoyancy in a stable layer. These stable layers tend to erode in areas where there is lots of rising air, such as above the range. The stable layers tend to be strengthened where there is compensating sinking motion such as over the adjacent lowlands. It is important to keep in mind that top of lift will generally increase with higher terrain unless large portions of that terrain are under heavy snow cover.

It is indeed possible to thermal to heights that are a thousand meters higher than you might reach above launch. You have to be willing to explore a little deeper in the range. An experienced pilot may fly over to an area where she finds that the stable layer that halts the thermals is itself higher. In this case, she might not even need to break through any inversions to reach a thousand meters higher than the locals boating around above launch 15km away.

Parting is such . sweet sorrow

We know that it can be hard to toss your old issues of USHPA Pilot in the recycle bin. Instead, give them a second life and help grow interest in our sports!

Consider donating old magazines to your local community.

Toss them on the table at work, or donate to doctor’s offices, auto repair shops, libraries, or other local businesses.

U S H PA P ILOT 57

Flying a New Hang Glider

[ contributed by DENNIS PAGEN ]

Where’s the pressure?

ABOVE A pilot demos a glider off Dinosaur Mountain, Utah.

I hate old news, old bread, and old exes, mainly because I get bored easily. Repeating article subjects is something I normally avoid like a plague. However, I keep getting the same questions, and I realize that while I’m so far past the hill that it looks flat, many newer pilots have missed the bulk of the articles we have

S KILLS

󲢫 The problem, past and present, is that we learn to control our gliders—be it during takeoff, flight, or landing—by muscle memory. 󲢻

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published in the past 45 years. So I will revisit some subjects from time to time in the interest of safety and general knowledge. This month’s topic—transitioning to higher performance gliders—is a case in point. Apologies to the paragliding contingent, as we will only address hang gliding here.

After two recent local incidents, I realized if there were two incidents in this microcosm, there were likely other incidents out there. I’m talking about incidents with pilots flying new gliders—specifically going from a beginner/intermediate glider to a higher performance one.

Why can this move be a problem? The reason is that gliders of a different performance range have very different pitch and roll forces and

also different coupling or timing between these controls. There is also a major human factor involved, which we shall see.

Here’s the scenario: A pilot buys or demos a higher performance glider in the normal process of wanting to obtain better performance as their skills improve. If the pilot is wise, they choose a mellow day at a comfortable site to take the first flight on the new glider. After a typically good launch (the pilot is usually given advice and aid in properly setting the attitude and running with increased speed), the pilot flies away from the hill but dives considerably.

Very often, the dive is accompanied by an oscillation in roll—one wing up, then a reversal to the other wing up, and so on continuously. We call this roll oscillation PIOs (Pilot Induced Oscillations), wing walking, Dutch rolling, or just plain scary roll reversals. One serious result of the roll oscillations is that the combination of dive and banks leads to much altitude loss (essentially the glider is doing repeated slipping or diving turns).

This problem has been going on a long time, but it perhaps peaked in the 90s. At that time, glider design was progressing to better performance mainly by increasing aspect ratios, tightening sails, and using stiffer leading edges.

The result was better maximum speed and

glide ratios (and, to some degree, sink rate) at the expense of handling. To regain some handling, often more anhedral (less dihedral) was added to the wings, which helped a pilot initiate a turn, but made the glider prone to overbank. It certainly changed the roll timing.

To fly such gliders successfully, a pilot had to initiate a turn but back off the roll control long before the wing reached the desired bank angle. There were other subtle differences, but the main thing the pilot had to perfect was the timing and force of the roll control. Many pilots learned to fly such gliders very adeptly, but a pilot new to them had to learn their moods very carefully.

During that era, one pilot tried a new glider and oscillated the entire flight. He died when he caught a wing and cartwheeled into the ground.

On another occasion, I witnessed a pilot demoing a glider off a high hill oscillate the entire flight until he got close to the ground. He then slowed the glider, at which point the oscillation stopped, and he landed okay, albeit at a short bailout field (he lost too much vertical to make the normal field). In other words, the situation is quite dangerous with the potential for a serious outcome.

The problem, past and present, is that we learn to control our gliders—be it during

takeoff, flight, or landing—by muscle memory.

Through training and practice, our muscles “learn” the right controls for the desired speed, roll, takeoff, and landing performance. In general, this is the ideal situation, because we cannot always think about every little detail, especially when things are happening quickly as in landing. But in the case of changing to a glider with a different feel, muscle memory can be a traitor.

Here’s how: Typically higher performance gliders have much lighter pitch forces. This arrangement is desirable because, as pilots, we don’t want the fatigue caused by having to hold a strong force when gliding long distances.

When you fly a new glider with lighter forces, your subconscious tendency is to pull-in until you feel the same pitch forces you are familiar with. On a higher performance glider, this pullin will be way past the normal flight zone. You will be diving out of the sky.

If we add to this dive a slight turn due to uneven air or a little side movement, the pilot may find themselves in a sudden steep bank at a high rate of speed (a high-performance glider gets easier to roll as airspeed increases).

Of course, the natural reaction is to correct this bank, but the pilot often doesn’t know the timing or proper force input. Generally, they correct the turn too hard and too long until the

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glider banks to the opposite side just as steeply (I have seen nearly 90-degree bank oscillations).

As we described above, in the worst case, these oscillations can continue for the entire flight.

One other factor in this tragedy of errors is the pilot’s mental state—the human factor. The majority of pilots who fly a higher performance glider that is new to them have a bit of anxiety or even a great burden of anxiety, truth be known. Anxiety and its partner, adrenaline, can short-circuit the brain and make us fall back on previously known procedures, habits, skills, and feelings. Thus, we revert to muscle memory whether we are conscious of doing so or not. So you see the scenario and the dilemma.

cle (bottom of neck). The actual best glide speed may be slightly different from this position, but you can find that out later once you are more familiar with the glider. I have flown well over 100 different hang glider designs, and, in all cases, this clavicle position worked fine for a first flight in smooth air.

If all else fails, the tried and true method of stopping roll oscillations is to slow the glider down. Put the bar at the suggested slow position (or even slower) until the oscillations stop, then resume flight in the suggested speed position. Remember, every glider on the market today can be flown in a normal flight regime and any bad behavior—over-speed and/or oscillations—is due solely to the pilot’s wrong inputs.

The Cure and Safe Procedure If you have chosen to fly in good conditions, The first step for preventing such a mishap as you won’t have to make turbulence corrections. roll oscillations when flying a new glider is to If you do, make roll controls gently and don’t be aware of the potential problem. That’s what hold them for very long (you shouldn’t be trythis article is offering: first awareness. The second step is to fly the new glider at a small ing to maximize lift on a first flight), and try to hill—preferably a training hill. That way you resume straight flight as soon as you can. become comfortable with the takeoff, a short, When it’s time to land, make your turns wide straight flight, and landing. Such preliminary and gradual. Pay attention to airspeed and do flight practice will greatly reduce anxiety when not let it get too high, while also avoiding a stall. you graduate to the big drop of a high hill. The You can pull on a bit more speed for ease of roll training hill should be small enough that you control, but in this initial flight, the bar should don’t have a tendency to dive into the ground. If not be much below the top of your chest. not, start lower if you can.

In the landing setup, you are not normally A training hill isn’t always available and some- trying to make efficient turns, and a bit of times the opportunity to fly a new glider comes diving is fine to control altitude and offset any unexpectedly. Perhaps you are at an event with ground turbulence effects. Be sure to level out carefully, and you should hopefully have a long, manufacturer reps offering test flights on new straight final approach and a good flare landing. gliders or pilots are selling their comp gliders.

From the above, you have hopefully inferred In this situation, you are probably going to that a big, wide-open landing field is desirable have the urge to fly the new glider from the for a first flight on a higher performance glider. available hill, no matter how high it is. So what In summary, here are the steps to safely trando you do?

First, be aware of the potential problem. Secsition to a newer glider: ond, only fly in smooth, easy conditions (morn- • Be aware of dive and roll oscillation syndrome.

• Try the glider out at a training hill if possible. ings/evenings are generally good bets). Third, • Learn to relax before taking off. pay attention to airspeed. You may not be able to detect it as readily as normal if you are tense • Fly only in gentle conditions. in flight, but arm yourself with the simple trick • Pay attention to airspeed at all times.

• Find out as much as you can about the proper of placing the base tube in flight at a position bar position in flight and put the bar there for best glide speed. This technique is the most immediately after launch. important takeaway of the whole discussion.

Hopefully, the person offering the test flight on • Make all turns gentle at first. Land with a long, straight final if possible. the new glider will know where this position • Repeat the process and have fun (but do not is. However, if you purchased a new glider and repeat the mistakes of others so I don’t have to are flying for the first time without supervision, repeat articles). this position is comfortably at about your clavi58 US H PA P I LOT

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There is a public event on facebook where all details can be found. Any questions, email me! | Search “Rocky Mountain Swifts Fly In 2020” on Facebook!

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60 US H PA P I LOT

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U S H PA P ILOT 63

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H1 H1 H1 H1 H1 H1 H1 H1 H1 H1 H1 H1 H1 H1 H1 H1 H1 H2 H2 H2 H2 H2 H2 H2 H2 H2 H2 H2 H2 H2 H3 H3 H3 H3 H3 H3 H3 H3 H3 H3 H3 H3 H3 H4 H4 H4 H4 H4 H4 H4 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1

1 2 2 2 2 2 3 3 4 4 4 4 4 4 4 4 4 1 1 2 2 2 3 3 4 4 4 4 4 4 1 1 1 2 2 2 3 3 3 3 3 4 4 1 3 3 3 4 4 4 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

Tim Coahran Raymond Cheng Brandon Holt Jackson Hurley Scarlet Passer Moises Romero Andreas Chamorro David Keough Noah Eikens Jason Haralambous Kevin Holst Stephen Jacobs Logan Logback Mike Pender J Brad Salzmann Elijah Saunt Jason Jeremy Willison David Chavey-Reynaud Tim Coahran Raymond Cheng Brandon Holt Scarlet Passer Andreas Chamorro David Keough Bill Buckwalter Jason Haralambous Kevin Holst Mike Pender J Brad Salzmann Jason Jeremy Willison Nic Baack Christopher Hornberger Benjamin Staheli Spencer Bodoone Balona Octavio Ortiz Charles Robert Sampson Livio Bognuda Lawrence Golomb Jr David Keough Doug Pilling Mountain Jack Smith Donald W. Briley Artiom Markelov Beau Buck Michael Bilyk Arjan De Kock Nathan Hallahan Wolf Gaidis Stan Morris Kyle Orth Jonah Barta Mandy Beerley Michael Bertrandt Zachary Brandt Halil Cetin Christopher Childers Zac Childers Nick Coles Aaron Dugan Nolan Fisk David Garry Vincent Griffith Tristan Henle Nick Hunsinger Rylee Jensen Hillary Jochens Matthew Klingler Hayden Mans

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Lyndon Thomas Robert B. Booth Robert B. Booth Theodore Hurley Robert B. Booth Ian Brubaker William C. Dydo Dan DeWeese Wolf Gaidis Ian Boughton Matthew Taber Nic Baack Nic Baack Matthew Taber Matthew Taber Wolf Gaidis Matthew Taber Eric Ollikainen Lyndon Thomas Robert B. Booth Robert B. Booth Robert B. Booth William C. Dydo Dan DeWeese Gordon Cayce Ian Boughton Matthew Taber Matthew Taber Matthew Taber Matthew Taber Wolf Gaidis Lyndon Thomas Lyndon Thomas Eric Hinrichs Eric Hinrichs Eric Meibos Mark A. Windsheimer William C. Dydo Dan DeWeese John Heiney Mark A. Windsheimer Mark W. Stump Gordon Cayce Theodore Hurley Dan DeWeese Mark A. Windsheimer Andrew T. Beem William G. Vaughn Mark W. Stump Scott Schneider Lisa Dickinson Christopher Grantham E. Scott Edwards Ryan Schwab James (Matt) Combs Stephen J. Mayer Stephen J. Mayer Kelly A. Kellar Pete Michelmore E. Scott Edwards Fred Morris Kelly A. Kellar Pete Michelmore Christopher Grantham Nathan Alex Taylor Rob Sporrer Fred Morris Ryan Schwab

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P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1

1 1 1 1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3

Miles Millar Benjamin Ramseyer Brian Redfield Edmund Ruffin James Shawver Keith Stirling Alex Tenenbaum Kimberly Jean Van Sickle Jonah Watkins Matt West Jack Brady David (Christian) Brown Brett Burnside Dennis Canty Ben Cook Miles Curtis Patrick Daly Andrew Eckert Joshua Todd Fluke Tom Fredericks Andrew Fulton Steel Gardner Sarah Guastella Matthew Harasty Clayton Holding Caroline Jansson Lori Jessop Michelle Keselman Brandon Knotts Zachary Little Sammy Olsen Jarrod Pirtle Chandler Purcell Jess Redding Robert Richardson Roger Ries Jason Robbins Shanon Lea Searls Owen Searls Tristan Selva Eddie Barton David W. Biddle Karl Bower Alexander Bozanic Nadia Brouillette Chris Burckhardt Rebecca Burckhardt Forrest Damon Eric Dossantos Kendall Eatherly Tori Gan Jason Goodale Joshua Herbst Gavin Hines Benjamin Janszen Beau Kahler An Le Alicia Leggett Lucas LeMaire Mark Meidinger Benjamin Meyer Henry Palmaz Steve Pollard Cory Popke Kirk Reynolds Scott Rogers James Schmidt Scott Edward Smith

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OR SD HI OR WY WA MT AK OR MT UT UT UT CA NV CA UT UT UT CA NV UT UT CA UT UT UT NV UT CA UT CA UT CA CA CA UT CA CA CA AZ CA CA CO CA CO CO CA CA CA CA CA CA CO CO CA CO AZ CO CA CA CO CA CO CA CO CA CA

Kelly A. Kellar Andy Macrae Pete Michelmore Randolph Ruffin Misha Banks Kelly A. Kellar Andy Macrae E. Scott Edwards Andy Macrae Ryan Schwab Christopher J. Pyse Jonathan Jefferies Stephen J. Mayer Robert Black Stacy Whitmore Rob Sporrer Jonathan Jefferies Stephen J. Mayer Stephen J. Mayer Robert Black Chris W. Santacroce Jonathan Jefferies Ben White Jason Shapiro Jonathan Jefferies Jonathan Jefferies Patrick Johnson David John Hebert Stephen J. Mayer Jonathan Jefferies Jonathan Jefferies Jesse L. Meyer Ryan Schwab Robert Black Patrick Johnson Andy Macrae Jonathan Jefferies David John Hebert David John Hebert Robert Black Nathan Alex Taylor Christopher Grantham Max Leonard Marien Johannes Rath Jeremy Bishop Misha Banks Misha Banks Rob Sporrer Stephen Nowak Marcello M. DeBarros Stephen Nowak Stephen Nowak Vito Michelangelo Ryan J. Taylor Johannes Rath David John Hebert Misha Banks Andy Macrae Jonathan Jefferies Jordan Neidinger Jeremy Bishop Alejandro Palmaz Max Leonard Marien John Hoseman Chris Reynolds Ryan J. Taylor Jeremy Bishop David John Hebert

RTG RGN NAME

P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2

3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 5 5 5 5 5 5 5 5 5 5 5 5 5 5 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

Daniel Smoker Dave Stitz Steven Sun Thomas Van Buskirk William Zeliff Angela Blanch Daniel Brown Sam Lynn Callahan Mackinzie Lynn Callahan Colton Cunov Felix De Clercq Mike Farney Negin Farsi Jackson Frazier Audra Nicole Gately Tom Heald Juan Carlos Hernandez Melissa Hickson Dale-Warner Hoff Justin Huffman Joseph Koenig Eric P. Kurzhals Charles (Kevin) Little Slendy Lizarazo Zachary Brian McArdle Nathan Miller Paul Moodie Brett Phillips Stefan Seville Chad Spaman Aaron Stahl Ke Tang Greg Thompson Tyler Weyrich Howard Wayne Whisenhunt Ewerton Vinicius Barbosa Ali Bas Kyle Justin Bultman Paulo Cesar De Faria Quinn Connell James Englund Warren Green Meghan Kate Christopher Lawrence David Marthe Brent McCoy Karl Voskuil Charles Walsh Daniel F. Wyatt Elias Athey Jonah Barta Mandy Beerley Aaron Bender Michael Bertrandt Halil Cetin Christopher Childers Zac Childers Aaron Dugan Nolan Fisk Vincent Griffith Tristan Henle Nick Hunsinger Rylee Jensen Hillary Jochens Matthew Klingler Wesley Krajsky Maui Meyer Duncan Millard

STATE RATING OFFICIAL

CO CO CA CO CO FL AR AR AR TX MO OK TN FL AR AR AR TN FL MO NC VA AL MO FL AR GA AR GA TX AR VA OK AR AR MA NJ MI CT NH VT MI NH NY WI VT MA NY NH MT MT HI OR WA WY ID OR HI WA WA HI HI ID AK ID WY OR OR

Nathan Alex Taylor Chris W. Santacroce Stephen Nowak Dale Covington Patrick Johnson Chris W. Santacroce Britton Shaw Britton Shaw Britton Shaw Jesse L. Meyer Nathan Alex Taylor Britton Shaw Britton Shaw Fred Morris Britton Shaw Britton Shaw Britton Shaw Grayson Brown Rob Sporrer Britton Shaw Thomas McCormick Rob Sporrer Steven (Taylor) Couch Chris W. Santacroce Ben White Britton Shaw Grayson Brown Britton Shaw Rob Sporrer Stephen Nowak Britton Shaw Rob Sporrer Britton Shaw Britton Shaw Britton Shaw Jaro Krupa Mert Kacmaz Grayson Brown Marcus V. Santos John E. Dunn Calef Letorney Nathan Alex Taylor Misha Banks Stephen J. Mayer Mariyan Radev Ivanov Calef Letorney John E. Dunn Philippe Renaudin Grayson Brown John Hoseman Lisa Dickinson Christopher Grantham Kelly A. Kellar E. Scott Edwards James (Matt) Combs Stephen J. Mayer Stephen J. Mayer Pete Michelmore E. Scott Edwards Kelly A. Kellar Pete Michelmore Christopher Grantham Nathan Alex Taylor Rob Sporrer Fred Morris Fred Morris Kelly A. Kellar Kelly A. Kellar

RTG RGN NAME

P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2

1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3

Benjamin Ramseyer Brian Redfield James Shawver Keith Stirling Alex Tenenbaum Kimberly Jean Van Sickle Jonah Watkins Ryan Adams Jack Brady David (Christian) Brown Brett Burnside Dennis Canty Ben Cook Miles Curtis Patrick Daly Andrew Eckert Joshua Todd Fluke Tom Fredericks Andrew Fulton Steel Gardner Sarah Guastella Matthew Harasty Clayton Holding Caroline Jansson Lori Jessop Michelle Keselman Brandon Knotts Janica Lee Zachary Little Sammy Olsen Jarrod Pirtle Jess Redding Robert Richardson Roger Ries Jason Robbins Shanon Lea Searls Owen Searls Tristan Selva Eddie Barton David W. Biddle Alexander Bozanic Nadia Brouillette Rebecca Burckhardt Chris Burckhardt Forrest Damon Eric Dossantos Kendall Eatherly Tori Gan Jason Goodale Gavin Hines Benjamin Janszen Beau Kahler Billy Krasowski An Le Alicia Leggett Lucas LeMaire Benjamin Meyer Steve Pollard Kirk Reynolds Scott Rogers Michael Schell James Schmidt Scott Edward Smith Daniel Smoker Dave Stitz Steven Sun Thomas Van Buskirk William Zeliff

STATE RATING OFFICIAL

SD HI WY WA MT AK OR UT UT UT UT CA NV CA UT UT UT CA NV UT UT CA UT UT UT NV UT CA CA UT CA CA CA CA UT CA CA CA AZ CA CO CA CO CO CA CA CA CA CA CO CO CA CO CO AZ CO CA CA CA CO AZ CA CA CO CO CA CO CO

Andy Macrae Pete Michelmore Misha Banks Kelly A. Kellar Andy Macrae E. Scott Edwards Andy Macrae Jonathan Jefferies Christopher J. Pyse Jonathan Jefferies Stephen J. Mayer Robert Black Stacy Whitmore Rob Sporrer Jonathan Jefferies Stephen J. Mayer Stephen J. Mayer Robert Black Chris W. Santacroce Jonathan Jefferies Ben White Jason Shapiro Jonathan Jefferies Jonathan Jefferies Patrick Johnson David John Hebert Stephen J. Mayer Christopher Grantham Jonathan Jefferies Jonathan Jefferies Jesse L. Meyer Robert Black Patrick Johnson Andy Macrae Jonathan Jefferies David John Hebert David John Hebert Robert Black Nathan Alex Taylor Christopher Grantham Johannes Rath Jeremy Bishop Misha Banks Misha Banks Rob Sporrer Stephen Nowak Marcello M. DeBarros Stephen Nowak Stephen Nowak Ryan J. Taylor Johannes Rath David John Hebert Gregory Kelley Misha Banks Andy Macrae Jonathan Jefferies Jeremy Bishop Max Leonard Marien Chris Reynolds Ryan J. Taylor Chandler Papas Jeremy Bishop David John Hebert Nathan Alex Taylor Chris W. Santacroce Stephen Nowak Dale Covington Patrick Johnson

AIRS Accident/Incident Reporting System is standing by at airs.ushpa.org If you've been injured or experienced a close call, file a report today.

All AIRS reports are completely confidential.

U S H PA P ILOT 65

Ratings Issued May & June 2020 (continued) RTG RGN NAME

P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P2 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3

4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 5 5 5 5 5 5 5 5 5 5 5 5 5 1 1 1 1 1 1 1 1 1 1 2 2 2 2 2 2 2 2 2 2 2 2 2 2 3 3

Daniel Brown Sam Lynn Callahan Mackinzie Lynn Callahan Colton Cunov Felix De Clercq Mike Farney Negin Farsi Jackson Frazier Tom Heald Juan Carlos Hernandez Melissa Hickson Dale-Warner Hoff Justin Huffman Joseph Koenig Eric P. Kurzhals Charles (Kevin) Little Slendy Lizarazo Zachary Brian McArdle Nathan Miller Michael Milner Brett Phillips Stefan Seville Chad Spaman Aaron Stahl Stephan Stansbery Ke Tang Greg Thompson Tyler Weyrich Howard Wayne Whisenhunt Ewerton Vinicius Barbosa Ali Bas Kyle Justin Bultman Curt Chester James Englund Warren Green Garth Jay Meghan Kate Christopher Lawrence David Marthe Brent McCoy Charles Walsh Daniel F. Wyatt Phil Armstrong Briana Bergman Robin Dittrich Jesse Hutchinson Patrick Kessler Wesley Krajsky Erik Niklason Greg Overton Daniel J. Simon Rathdavanh Vongvilay Jessica Borowski Phaedra Caruso-Radin Kevin Dutt Joseph Finkel Sean Heslin Jorge Iriso Miles MacArthur Jakub Mazur Jordan Newton Helene Ramsey Michael Ramsey Owen Searls Kathryn Silva Shonda Smith Matthew Alarie Chase Anderson

STATE RATING OFFICIAL

AR AR AR TX MO OK TN FL AR AR TN FL MO NC VA AL MO FL AR FL AR GA TX AR MO VA OK AR AR MA NJ MI WI VT MI OH NH NY WI VT NY NH ID OR WA MT HI WY WA WA ID ID CA CA CA CA CA CA CA CA UT UT UT CA UT UT CA CO

Britton Shaw Britton Shaw Britton Shaw Jesse L. Meyer Nathan Alex Taylor Britton Shaw Britton Shaw Fred Morris Britton Shaw Britton Shaw Grayson Brown Rob Sporrer Britton Shaw Thomas McCormick Rob Sporrer Steven (Taylor) Couch Chris W. Santacroce Ben White Britton Shaw Chris W. Santacroce Britton Shaw Rob Sporrer Stephen Nowak Britton Shaw Marc Noel Radloff Rob Sporrer Britton Shaw Britton Shaw Britton Shaw Jaro Krupa Mert Kacmaz Grayson Brown Mariyan Radev Ivanov Calef Letorney Nathan Alex Taylor Chris W. Santacroce Misha Banks Stephen J. Mayer Mariyan Radev Ivanov Calef Letorney Philippe Renaudin Grayson Brown Lane B. Lamoreaux Kevin R. Lee Denise Reed Andy Macrae Pete Michelmore Fred Morris Chris W. Santacroce Marc Chirico Dale Covington Lane B. Lamoreaux Jesse L. Meyer Robert Black Juan A. Laos Robert Black Aaron Cromer Robert Black Robert Black Jesse L. Meyer Nathan Alex Taylor Dale Covington Dale Covington David John Hebert Patrick Johnson Stephen J. Mayer Max Leonard Marien Misha Banks

RTG RGN NAME

P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4

3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 4 4 5 5 5 5 5 5 5 5 5 1 1 1 1 1 1 2 2 2 2 2 2 2 3 3 3 3 4 4 4 4 4 5 5 5 5 5

Andrew Bottolfson Larkin Carey Dan Corley Kendall Eatherly Stuart Frost William Graf Jonathan Grimes Jessi Laird Walker Mackey Tyler Petreshock Beat Rychener Ken Thompson Chad Uchino Pieter Van Rooyen Cole Vandenberg Ernesto Vernabe Martinez David Webb Nick Wilder Michael Zakaroff Ghassan Al-Akwaa Sean Blanton Eric Burkemper William Corchado Justin Crane J Patrick Gregory Aaron Hartsfield David Hughes Joe D. Hutton John F. Lindsay Natalie McManus Scott Scallion Robert Schneider Glaubertt Andrade Ewerton Vinicius Barbosa Ali Bas Anthony Clemente Helder De Lucio Gleidson Jose Gato Grant George Paulo Milko Joshua Miramant Steven K. Amy Beau Buck Marc Collins Luke Merten Gary Miller Vincente Sly Anna Behrens Vadim Furman Pamela Kinnaird Jennifer Lauritzen Chaeden Luebberke Lindsay McEwing Enes Mentese Elizabeth Dengler John Quinn Miguel Ruiz Cuesta Eric Stratton John Brouillard Jesse (Keith) Cockrum Didier Godat Alex Popow Daniel Zaragoza Israel Ernani Beneti Edward Flanagan Alek Jadkowski Gledson Pereira Sousa Ronald L. Stanley

STATE RATING OFFICIAL

CO CO CO CA AZ CA CO CA CO AZ CO AZ AZ CA CA CO CA CO CA DC GA KS FL NC VA AR NC AL TN KS AR KY MA MA NJ NY NY MA NJ MA NY AK WY HI MT OR HI CA CA CA CA NV UT CA CO CO CO CA GA TX DC FL FL NY VT VT MA IL

Misha Banks Johannes Rath Misha Banks Marcello M. DeBarros Aaron Cromer Max Leonard Marien Misha Banks Marcello M. DeBarros William H. Stites Aaron Cromer Johannes Rath Jonathan Jefferies Denise Reed Max Leonard Marien Rob Sporrer Joshua Winstead Jerome Daoust Mauricio Fleitas David John Hebert Rob Sporrer David (Dexter) Binder Marc Noel Radloff Thomas Mistretta Thomas McCormick Christopher J. Pyse David W. Prentice Christopher J. Pyse Christopher J. Pyse Christopher J. Pyse Marc Noel Radloff David W. Prentice Stephen J. Mayer Davidson Da-Silva Jaro Krupa Mert Kacmaz Bohan B. Soifer Marcus V. Santos Davidson Da-Silva Scott C. Harris Davidson Da-Silva Stephen J. Mayer Scott Alan Amy Fred Morris Pete Michelmore Andy Macrae Kelly A. Kellar David (Dexter) Binder Robert Black Jesse L. Meyer Jeffrey J. Greenbaum Wallace K. Anderson Stephen J. Mayer Chris W. Santacroce Robert Black Chris W. Santacroce Misha Banks William H. Stites Rob Sporrer Rick Jacob Chris W. Santacroce Matthew Ingram David W. Prentice David W. Prentice Marcus V. Santos Calef Letorney Calef Letorney Davidson Da-Silva Jaro Krupa

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64 US H PA P I LOT

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FLYING GEAR SERVICE SHOP

LEFT Laying out my wing prior to the flight in question.

SANTA BARBARA

Handling All Your Service & Inspection Needs

GLIDER REPAIRS

Panel Replacements, Sewn and Taped Patching, Ripped Attachment Points

ANNUAL INSPECTIONS

Visual Check, Porosity, Line Replacements, Patching, Clean Out

󲢫 Instructors shouted commands, I pulled brakes, but it was too late. 󲢻

Final

LASER TRIM TUNING

Glider Tuning with Pre-Trim and Post-Trim Reports

[ contributed by JESSE HUGHES ]

RESERVE REPACKS

Tree landings I had a rough takeoff from a reverse launch. Instructors shouted commands, I pulled brakes, but it was too late. Pendulum forces were engaged, and suddenly there was a tree. A looming tree on an otherwise barren (and I mean BARREN) hillside beckoned like the sirens’ song. It was all I could see.

I fixated. And as you might guess, like magnets, we found each other.

The tree initially kept my wing. I bought beers for every pilot who helped me get it back (#worthit).

Rounds, Squares, and Rogallos

By pure luck, I walked away from that wreck, so I count it as a learning experience. But it’s not one that I care to repeat.

Today’s lesson: Look where you want to go, and your body will follow. Stare at something terrifying, and it will only get bigger.

LINE MANUFACTURING Sheathed and Unsheathed

©SHUTTERSTOCK.COM

It’s my tree; I own it now. Not because I paid cash or BlockChainSomething or Libra futures, but because I crashed into it. And broke something (of the tree’s). So now it’s mine forever. Really, the tree owns me, but I tell myself it’s relative and reciprocal. Feels better that way. This was my first flight—my introduction to paragliding.

I hit that tree like I was aiming for it. Know why? Because I WAS aiming for it! Not intentionally, mind you, but unintentionally. They call it “object fixation”—your body takes you where your mind fixates.

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Flytec.com info@flytec.com 800.662.2449 68 US H PA P I LOT