USHPA Pilot Vol50-Iss6 Nov/Dec 2020

NOVEMBER / DECEMBER 2020

UNITED STATES HANG

VOLUME 50 #6 $6.95

GLIDING AND PARAGLIDING ASSOCIATION

PHOTO ISSUE Corn Alps + Rocky Mountain Swifts + Hang Gliding Memoir

The SWITCH is a versatile harness designed for speed flying, speed riding, and hike and fly.

It's durable and full-featured, for pilots who want options.

• Reversible Harness / Backpack • Removable ultralight back protection • Sleek and compact speed flying mode • Full featured backpack for speed riding / flying • Paragliding mode with back protector and under-seat reserve

APPROACH MODE

LIGHT AND FAST MODE

RADICALLY VERSATILE

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FULL HARNESS MODE

Pilot: Dave Taratko

Photo: Jorge Atramiz

USHPA PILOT 3

THE SCIENCE OF LIGHT

Our passion for lightweight equipment design has spanned 20 years and led to multiple vol-biv firsts, X-Alps podiums, and countless adventures deep into the world's wildest mountains from the Alps to the Sierra Nevada, the AltaĂŻ and the Caucasus... and many more happy treks and flights on local hills. Our range includes the lightest certified wings in the world, and the highest performance ultralight equipment available.

Learn more at www.flyozone.com

Zeolite + F*Race + Angel SQ Pro85 = *5.36 kg total weight *(ZEOLITE MS + F*Race M + SQ 85)

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

OFFICERS 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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USHPA PILOT 5

cover photo by PAUL CLAYTON

Flight Plan [ Editor > LIZ DENGLER ]

Cruising north over the Sierra Nevada after launching at Walt's Point near Lone Pine, California.

Martin Palmaz, Publisher executivedirector@ushpa.org Liz Dengler, Editor editor@ushpa.org 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 Dennis Pagen Jeff Shapiro

PHOTOGRAPHERS 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.

Between the pandemic, hurricanes, fires, and all the unknown things yet to come between when I write this and the end of the year, as a whole, 2020 has been rather turbulent. Within our free flight community, we’ve had a mixed bag of experiences.

Many flying sites were temporarily shut down, first as a result of the pandemic and then as wildfires raged across the West. Due to COVID-19, many U.S.-based competitions and events were canceled, leaving pilots without their usual flying outlets and community interaction.

However, in the depths of this tumultuous year, we’ve also seen some great things happen within our free-flight community. As a result of layoffs or new remote work policies, people who may not have otherwise had the opportunity have been able to take the time to learn how to fly, expanding our community with fresh faces.

With few competitions to keep them occupied, advanced pilots boldly took on the task of breaking records, and, boy, did they show us how it’s done—many local site, state, and even national distance records were broken this year. And though most of us can’t leave the country right now, pilots have still been traveling within the U.S. to fly, exploring new sites both near and far from home. There has been great community expansion, exploration, and even unity despite the challenges of this year.

Unfortunately, due to the pandemic and subsequent budgeting this year, USHPA won’t publish the annual calendars. I know that the calendar has been an important item for many, so in lieu of this, we have put together a photo issue for you all to enjoy. We put out a call for photos, and many of you responded sharing wonderful images from your adventures over the last two years. Don’t fret, we’ll be back to our usual content in 2021, but as we wrap up this year, I hope this special publication can bring a little extra joy to those looking for it.

CALL FOR VOLUNTEER WRITER FOR ACCIDENT REVIEW COMMITTEE The Accident Review Committee is looking for a volunteer to help with their recurring magazine articles. We know that the reporting and analysis of accidents is important to this community. As such, the ARC has been working to share their insights through USHPA Pilot Magazine. However, they need some help! We are looking for a volunteer to work with the ARC to draft articles related to hang gliding and paragliding incidents. If you are interested in lending a hand, please reach out to editor@ushpa.aero.

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PHOTO BY

PILOT

ALEX COLBY

Marc Collins getting high over Jurassic Valley on a sunset XC mission. Ka'a'awa, Oahu, Hawaii.

ART DIRECTOR'S NOTE: We could fill an entire issue with Alex's

shots. How to choose the best one? Sure, as a Hawaii-based pilot he's got a leg up, but it's his uncanny ability to capture a silhouetted pilot against misty sun rays, or vice versa—a brightly lit wing against a dark crevasse—that puts his shots in another league. Contrast, composition, content, technical execution, and feel are all on point in every shot he submits. Thanks, Alex.

2020 November/December CONTENTS 15 SAFETY

5 FLIGHT PLAN

Are you Hooked and Strapped In?

10 LAUNCHING

Pay special attention to this critical moment in preflight.

11 AIRMAIL

by JERRY KELLER

14 FINDING LIFT 15 ARC 56 RATINGS 61 CLASSIFIED

18 SAFETY

42

Class E Extensions

38

Changes to FAR 103.

by BOB POSEY 22 SAFETY

UP/Altair Glider Advisory Check your gliders.

by JOHN HEINEY 26 WEATHER

30

Mt. Shasta Photo Discussion Investigating what the clouds can tell us.

30 MIDWEST CORN ALPS XC

42 A HANG GLIDING MEMOIR

by ANDRIA LEA

by JOHN ARMSTRONG

Flatland flying in the land of 10,000 lakes.

by HONZA REJMANEK

Lessons learned, part two.

34 LEARNING CORNER

Visiting a New Site

38 ROCKY MOUNTAIN SWIFTS

Do your homework using this checklist.

Photos from the fly-in.

by LINDSEY RIPA

by DAVID WEBB

46 PHILANTHROPY

Foundation for Free Flight Making a difference to preserve our future.

by JERRY KELLER

PHOTOS BY

PILOTS

PHOTO ISSUE 8 US HPA P I LOT

Throughout this issue you will find photos sent in by members, writ large on full pages and double-page spreads. Thank you to everyone who contributed and remember...

Safety first, always.

50 GEAR

Ozone Zeolite GT A review.

by JEFF SHAPIRO

Photo: Jerome Maupoint USHPA PILOT 9

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

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

www.gingliders.com

Launching

[ Latest Gear ]

NEO BIKINI TANDEM HARNESS The all new Neo Bikini is an ergonomic tandem harness designed for the comfort of professional tandem pilots. It’s EN and CE certified in S/M and M/L sizes. It features Edelrid semi-auto buckles, AustriAlpin Stratus carabiners, a removable camera pocket, hook knife, and “helico kit.” It’s 2.73 kg (s/m), has the NEO Koroyd 3.0 protection, and is available through Super Fly—www.superflyinc.com, service@ superflyinc.com, and 801-255-9595.

NOVA PENTAGON RESERVE The Pentagon is a five-sided parachute with oscillation damping technology developed by NOVA in cooperation with Urs Haari of High Adventure (Beamer). It comes in three sizes from 27-37m and 50 kg to 145 kg. The average weight is 1400 g and there is a swivel available for HG pilots wanting the 120 or 145 sizes.

NOVA boasts fast opening, easy packing and water resistant material that doesn’t suffer when landed in the water. It is made from Edelrid lines and Porcher cloth and is available through Super Fly—www.superflyinc.com, service@ superflyinc.com, and 801-255-9595.

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GIN VANTAGE 3 HYBRID The Vantage 3 can also be used as a confidence-inspiring wing for free flying, taking paramotor pilots from their first steps without a motor on to thermalling and even XC. It comes in four sizes from 22-28 and covers weights from 65-150 kg. The Vantage 3 is both lightweight and durable due to the mix of fabrics in key locations throughout the canopy.

The Vantage 3 uses an increased number of upper lines for greater stability, yet the total line consumption is minimized thanks to careful optimization of the line layout, offering both simplicity and performance. The Vantage 3 speed system is highly versatile, user-friendly, and safe. 40% of the speed increase is provided by the trimmers, 60% by the speed bar. At the same time, it’s possible to use 100% of the brake range in all flight configurations (trim, open trimmers, accelerated). It is available through Super Fly—www.superflyinc. com, service@superflyinc.com, and 801255-9595.

ADVANCE HOOK KNIFE The Hook Knife was introduced with the IMPRESS 4 and is now available for all ADVANCE harnesses. With its double blade, webbing and lines can be cut through quickly in an emergency. The Hook Knife is supplied in its own bag, including safety line. With the help of a Velcro and a Bullet-Toggle, it can be attached to the shoulder straps of all ADVANCE harnesses and can be pulled out easily by one hand. It is available through Super Fly—www.superflyinc.com, service@ superflyinc.com, and 801-255-9595.

SUP AIR COMPACT CASE The Sup Air COMPACT CASE enables you to fold your glider in a concertina style and carry it in a small and neat pack. It comes in two sizes with the small at 387 g and the large at 480 g. It is is available through Super Fly—www.superflyinc. com, service@superflyinc.com, and 801255-9595.

GIN GENIE LITE RESERVE CONTAINER The Genie Lite 3 rescue deck enables you to fit a second front-mounted rescue to your Genie Lite 3 harness. A second rescue can be easily deployed with either hand in case your primary rescue handle cannot be reached or becomes tangled in the glider. It also enables the Genie Lite 3 harness to meet the requirements of FAI Cat 1 competitions. The Genie Lite 3 rescue deck also fits most other cocoon harnesses that feature a cockpit with velcro. It is available through Super Fly—www.superflyinc.com, service@ superflyinc.com, and 801-255-9595.

GIN YETI UL FRONT CONTAINER The Yeti UL container is the smallest of the GIN range and comes in two sizes. It is made from the light but durable Roseta 70D fabric and it fits many reserves including the Gin Yeti UL rescue, Gin Yeti and Gin Yeti Cross rescues and most other ultralight or “small rescues”. It is 2-2.6 l in the small size and 3-3.5 l in the M Size It is is available through Super Fly—www.superflyinc.com, service@ superflyinc.com, and 801-255-9595.

USH PA PILOT 11

EAGLE ZIPPERED SPEED SLEEVES Our zippered speed sleeves with a plush interior finish are the perfect weight for flying at cloudbase in Colombia.

The Lycra back panel offers a better fit, greater freedom of movement, and reduced back perspiration on those low saves. The 4-way stretch Nylon material has plenty of stretch allowing you to layer up and stay warm in colder flying conditions. The Eagle logo is on both arms, and the California flag is on the left chest. Available in M / L, L / XL, or XL/XXL Black Body with Teal sleeves only. Visit https://eagleparagliding.com/ shop/ for details.

FLOW D-CHUTE The Flow D-CHUTE is a drag parachute designed specifically to aid a quick descent rate in high performance paragliders. When in use, D-CHUTE will reduce the G-forces encountered in steep spiral dives, therefore increasing the sink rate. Our drag parachute is easy to use, and is an effective and important device to be used to lose height when needed. Light and compact at 195g, it is the smallest and lightest drag parachute on the market. Contact www.LiftParagliding.com.

UP KANGRI - OUTSTANDING LIGHTWEIGHT PERFORMER The Kangri is a lightweight glider at the top end of the B-category with the best possible glide and speed on bar. The medium Kangri weighs 3.9kg, with a mix of 32g and 27g Porcher Skytex material. The intelligent mix of Aramid- and Dynema-lines gives this three-liner a lightweight long-lasting setup. Like the Summit XC4, the canopy feels very compact and solid.

The distinctive sharknose allows very efficient and accelerated flying, with about 16 km/h speed gain on bar even in rough conditions. Visit https://eagleparagliding.com/shop/ for details.

Airmail

[ Letters to the Editor ]

Dear Editor, On page 54 of the magazine, it shows “10C cooling per 100 meter rise.” I believe you mean “1 degree C cooling per 100 meter rise”.

(It appears the degree symbol came out as a 0). Otherwise that would be a LOT of cooling!

- Regards, Bob Janzen

Thanks Bob! You are correct. It should read: “This is a rate of 1°C cooling per 100 meter rise.” Thanks for letting us know so that we could pass this on to the rest of the community.

- Liz

WOODY VALLEY QUADRO 140 Our light rescue parachute QUADRO 140 LIGHT, suitable for heavier free flight and paramotor pilots, is finally ready! As anticipated in January, its main features are a sink rate of 5.49 meter/second (at maximum work load of 140 kg), an opening time of 3.20 seconds and a very light weight of 1450 g.

PHOTOS BY

PILOT

GARY WATERMAN

ABOVE Getting twisty while speedflying near Salt Lake City, Utah. OPPOSITE The world turns upside down on a speedriding trip in the French Alps. BOTTOM On a vol-biv adventure, Thai Verzone and Gary toplanded in Dharamshala, India to wait out a storm. Here Thai watches another pilot trying to get on the ground before the rain hits.

ART DIRECTOR'S NOTE: In all three of Gary's images, there is a story to be unraveled—

clues that not only create magnificent compositions, but engage the viewer in connecting the dots. Figuring out where the camera was mounted requires careful sleuthing. Very clever, Gary.

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Finding Lift

[ Executive Director, USHPA > MARTIN PALMAZ ]

Veterans Affairs Adaptive Sports Grant Program the owner of Eagle Paragliding, said he has Dear Membership: enjoyed working with VA grant pilots and USHPA completed the first year of our Veterpushing through challenges together. “Any ans Affairs Adaptive Sports Grant program at the end of September. This has been a very physical and psychological challenges are met with an explorer’s fascination as [the exciting and rewarding program for its poparticipants] push themselves to practice and tential to bring a diverse and highly capable perfect their skills and decision-making as group of pilots into our community, grow pilots,” he explained. our sports, and, most importantly, make free One Eagle Paragliding student, Joel Lambert, flight and its many benefits accessible to exsaid paragliding training has been “the best tremely deserving individuals.

We’re looking Interested in therapy I can imagine for my mental health. forward to continuing this grant program in a more active The organic wind connection, the symbiosis 2021 and, hopefully, for years to come! role supporting with nature, the complexity of the craft couVeterans are especially suited to become our national hang glider and paraglider pilots as a result pled with the soothing nature of the solitude organization? of their specialized training, discipline, and in the air…”

After telling some of his SEAL USHPA needs you! ability to handle challenging situations.

Our friends about his experience, Lambert said Have a skill or sports can be highly accessible, particularthey’re ready to go through the training and interest and some are already watching paragliding videos and ly with the use of adaptive equipment for time available? launching and landing, and can give physical- planning flying trips together.

VOLUNTEER! ly disabled pilots equal mobility in the air that Another Eagle Paragliding student, Ryan Garza, also found mental health benefits from ushpa.org/volunteer they may lack on the ground. We have been paragliding. “October is actually one of the proud to offer both physically and mentally disabled military members the opportunity to hardest months of the year mentally, so [the] months coming up to it are very difficult too, pursue new adventures in the sky.

AIRS and this is just what I needed,” he said. “I was a little nervous as an amputee how things Overview Accident/Incident This year’s $120,000 VA grant provided free would work, and once I got the feel of it, it Reporting System tandem flights and training through the was nothing.”

A pilot who earned his H2 through the novice (H2/P2) level to active-duty and is standing by at veteran military members who qualify for program at Lookout Mountain, Erik Schilling, said that the VA grant allowed him to connect disability benefits. It also supplied funds to airs.ushpa.org with a new community of passionate aviators. outfit schools with adaptive training equipAfter completing his mountain lessons, he ment. The schools selected for the first year If you've been injured or continued on to aerotow training. “Although experienced a close call, of the program—Kitty Hawk Kites (NC) and file a report today. Lookout Mountain Flight Park (GA) for hang my disability rating is low, I think many aspirgliding, and Eagle Paragliding (CA) and Super ing pilots with much higher disability ratings Fly Paragliding (UT) for paragliding—all have would be able to enjoy the sport as well,” he All AIRS reports are said. completely confidential. distinguished training programs with extensive experience teaching adaptive free flight.

Although the 2020 program got off to a slow Looking Ahead We hope to continue providing this opportuDo you have questions start due to the coronavirus pandemic, we about USHPA policies, ended up with 16 participants overall. The nity for years to come and are excited to say programs, or other new pilots’ disabilities included amputations, that our grant application was approved in areas? Email us at: traumatic brain injuries, and more. As of September to fund our 2021 program. Because communications@ mid-September, six had completed training, the pandemic delayed the training period ushpa.org and ten were in progress. Nearly all particithis year, next year’s program will include the same four schools. We plan to use the first Let us know what pants pursued the full training program after questions or topics their introductory tandem flight. two years of the grant to analyze the proyou’d like to hear more The program had a positive impact on both gram, learn how to improve it, and establish about! instructors and participants. Rob Sporrer, the tools and foundation to successfully and 14 US H PA P I LOT

USH PA PILOT 15

seamlessly add new schools.

Over the next five years, we aim to expand the program to include more schools across the country, increase access to free flight for disabled military members, and grow the adaptive free flight community. Schools that are interested in participating in future grants should contact USHPA’s membership coordinator, Galen Anderson, at galen@ushpa. aero.

Summing up some of the grant’s most important outcomes, Eagle Paragliding student Jeremy Graham said, “This program has allowed me to reignite my excitement of life and has brought many fellow veterans

together to remind all of us that we are not alone. Since having participated in this grant, not only have I met countless new friends, I have also traveled and experienced new heights I could never have imagined.”

We’re thrilled to have been able to offer this new program and are proud of everything our grant participants accomplished. We’re looking forward to bringing more veterans into our nationwide flying community through our 2021 program and beyond.

- Blue skies, Martin Palmaz Executive Director, USHPA

Accident Review Committee [ Analysis > JERRY KELLER ]

SAF ET Y

Are You Hooked and Strapped In?

One of the first and last things you need to check before launch is: Are you hooked in with your leg straps connected?

We all know it’s critical, yet we still see accidents where pilots forget this vital step.

Launching unhooked is one of the most serious mistakes we, as pilots, can make, and the consequences can be fatal. If you’re not properly hooked in, controlling a hang glider or paraglider is nearly impossible.

Being “hooked in” means several things. For hang gliders, it means your harness is properly attached to the glider and you are attached correctly to your harness, i.e., leg straps, chest straps, and zippers. For paragliders, it means you are properly attached to your harness, including leg straps, waist strap, and sternum/ breast strap, and connected securely to your risers.

We all need to make this our number one safety check before launch. Unfortunately, our current technology does not have an “idiot-proof” way to ensure these items are attached before flight. We must rely on our personal preflight methodology to make sure it happens. To be clear, modern paraglider harnesses have what is commonly called a safe T system, which provides one strap between the pilot’s legs as soon as the waist strap is connected. Still, this does not prevent pilots from launching without anything connected. Sometimes a flight deck can hide the fact that nothing is connected.

Keeping your harness connected to your paraglider while packing up facilitates efficiency on launch and safety in the preflight. As for preflight, make checking leg loops, waist strap, sternum strap, and chin strap when putting on your harness and helmet the first four items in your preflight checklist.

Some common reasons for hook-in failure are

󲢫 We all need to make this our number one safety check before launch. Unfortunately, our current technology does not have an “idiot-proof” way to ensure these items are attached before flight. 󲢻 being rushed to launch, being the last person to launch, getting distracted during your preflight, and (for hang gliders) unhooking from the glider after a hang check and staying in your harness. Other reasons for a mishap are not having a consistent preflight methodology and failing to do a final hang check (hang gliders) or preflight check (paragliders) just before launch.

Finally, there is no substitute for a buddy check.

Always keep an eye out for your friends and let them know when you see they’ve missed something!

My hang gliding hook-in accident was in 1974 at a site in Southern California called the Domes

(not currently flown). There were a lot of pilots around waiting for a good cycle to launch; since I was waiting a long time, I decided to unhook but stay in my harness so I could move around and check conditions. Once it got good, everyone was in a mad dash. In the rush, I forgot to hook in and launched. I immediately realized I was not connected to the glider and decided to let go and fell around 15 feet. Fortunately, the launch was a steep slope with gravel, so the impact was not terrible but resulted in a trip to the hospital to address a deep cut in my knee

󲢫 My lessons learned, that I follow today: Always do a hang check before launch, never allow yourself to be rushed, and never unhook from the glider and walk around in your harness. 󲢻 and scrapes on my face. I was lucky; if it was a cliff or rocky launch, I might not be here today.

From that incident, I learned a few lessons that I follow to this day: Always do a hang check before launch, never allow yourself to be rushed, and never unhook from the glider and walk around in your harness.

Some helpful suggestions to avoid hook-in accidents: • Make multiple hook-in checks part of a standard preflight.

• Have a consistent methodology for preflight and hook-in checks; follow it religiously.

• Avoid distractions when doing your preflight.

If someone wants to talk to you, politely tell

them to wait until after you’ve finished your preflight.

• Don’t rush or shorten your preflight because the conditions are getting good; you’ll get your chance.

• For hang gliders, connect your harness to your wing as part of your wing assembly process, get into your harness while it’s attached to your wing, and never disconnect it.

• Never put on your harness without being attached to the wing.

• For paragliders, either have the harness completely buckled or take it off—nothing in between (all the way on or all the way off).

• Complete one final hook-in check just before launch: hooked to the glider, hang straps straight, and hooked to the harness. Also have someone help and witness.

• Just before launch, pull up on the hang strap (hang gliders) to feel the connection at the wing and in the leg straps. For paragliders, feel the leg straps coming tight as you run and if they aren’t connected, put your hands up so the glider can fly away without you. There is a long history of this working to prevent pilots from flying away without leg straps attached.

• Watch out for other pilots and check each other often.

• Permanently install high-visibility “Hook In” placards at launch.

• Attach a “Hook In” memory aid to your glider or somewhere it is visible as you get ready to launch.

Many thanks to Chris Santacroce, Greg Kelley, and Dennis Pagen for their contributions to this article.

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.

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USH PA PILOT 17

PHOTO BY

PILOT

EDWARD LYON

Thomas Martin launches in Dominical, Costa Rica.

ART DIRECTOR'S NOTE: The old trick of positioning the subject such that

the eyes are at the same level as the horizon gets a new twist in Edward's image. The bright, white surf line cuts a graceful curve through the composition, intersecting the pilot.

PHOTO OF

PILOT

SAM VOLK

Photographer Emily Sullivan snapped this shot of Sam flying near Bear Mountain in Alaska.

ART DIRECTOR'S NOTE: The clarity of the pilot in this

image, in the moment of checking a turn, is right on point, but what's uncanny is the color coodination, as if the pilot geared up to perfectly match the terrain.

Class E Extensions and FAR 103 With a title like that, I imagine your eyes glazing over in boredom along with a deep desire to flip the page. Wait! Hear me out. Discussion on Federal Aviation Regulations (FARs) and airspace often feels like taking some kind of unpleasant medicine. However, this recent change will be of interest, especially for XC pilots or those flying sites near Class E extensions. The restrictions have changed, and the change is for the better!

What’s the main takeaway? We can legally fly through Class E extensions. Surface-based Class E airspace designated for an airport still requires prior authorization.

An important point to consider is if you’re someone who relies on your flight instrument to keep you clear of airspace, odds are your instrument will think Class E extensions are off-limits.

You might benefit from a little knowledge and a look at a sectional chart. (Check out SkyVector.com to explore sectional charts, check for Temporary Flight Restrictions (TFRs), and see NOTAMs.) Allow me to offer a quick bit of background.

Paragliding and hang gliding fall under FAR 103 “Ultralight Vehicles” and the specific rule we’re talking about is FAR 103.17: § 103.17 – Operations in certain airspace.

Amdt. 103-17, 56 FR 65662, Dec. 17, 1991 No person may operate an ultralight vehicle within Class A, Class B, Class C, or Class D airspace or within the lateral boundaries of the surface area of Class E airspace designated for

[ contributed by BOB POSEY ]

an airport unless that person has prior authorization from the ATC facility having jurisdiction over that airspace.

The key change centers around this bit: “...within the lateral boundaries of the surface area of Class E airspace designated for an airport…”

Due to a congressional order relating to drones, the FAA was forced to review their long-standing stance that Class E extensions were included in the restriction as they were “designated for an airport.” To comply with the order, the FAA issued a somewhat obscure memorandum in January 2018, specifically for the drone community, that states, “Class E airspace designated for an airport” only requires prior authorization if the airport falls within the Class E airspace.

Since FAR 103 (Ultralight) has nearly identical airspace language as FAR 107 (Small Unmanned Aircraft), it seems logical that the change would apply to us. It’s taken years, but we’ve finally received verbal confirmation from the FAA Airspace Rules and Regulations division that it does apply to operations under FAR 103 (including hang gliding and paragliding), and they’ll be (hopefully) updating the preamble to clarify this point.

While some expected this based on the language of the memorandum, it’s nice to have regulatory speculation in the rearview window.

At long last, we have been successful in getting confirmation from the FAA for our community.

It has been a multi-year effort involving too many volunteers to list.

The examples below illustrate Class E airspace associated with an airport (still requiring prior permission) and Class E airspace designated as an extension (no longer requiring authorization).

(1)

(2) SURFACE AREA E - NO EXTENSION Authorization needed for the entire area. No dashed lines separate areas.

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SURFACE AREA E WITH EXTENSION No authorization needed for extension. Dashed line separates extension (1) from surface area (2).

CLASS D WITH CLASS E EXTENSION Highlighted areas no longer require prior authorization (within the dashed magenta lines).

AIRSPACE IN THE US Class A: 18,000 feet and above. Entering requires permission from the controlling agency, which is extremely unlikely.

Class B: Big blue lines on a sectional chart, “big” airports.

Entering requires permission.

Class C: “City” airports denoted with a thick solid magenta line.

Entering requires prior permission.

Class D: “Dinky” airports, typically with limited or no commercial operations but with an operating control tower. These airports have a thin blue dashed line. Entering requires prior permission.

Class E: “Everything else.” Also known as “controlled airspace,” it typically starts at 700 feet to 1,200 feet above the ground (except in remote areas where it starts at 14,500 feet MSL) and extends up to Class A. In some locations, to protect the airspace for instrument approaches going into an airport, Class E airspace will be extended all the way to the surface, and this is denoted by a thin dashed magenta line on sectional charts. This Class E airspace going to the surface can either surround an airport (prior permission required), or serve as an extension to existing Class C, D, or even Class E airports (no prior permission required for the Class E extensions…that’s the major change and the purpose of this update).

Class G: “Ground-based,” is airspace outside of Class B, C, D, E, starting at the surface and generally extending up to 700 feet to 1,200 feet.

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PHOTO BY

PILOT

BEN WHITE

Ben assists in launching Joe Stone at Point of the Mountain, Draper, Utah.

ART DIRECTOR'S NOTE: This image beat out an incredible

baker's dozen that Ben sent in. It is the sense that something heavy and awkward has been tossed, one-handed, that makes this special. Not because it's a feat of superhuman strength, but because we can feel the lift—the invisible assist of the sky partnering with a human boost to triumph over gravity and fate. It's a perfectly timed and executed, one-in-a-million shot, but somehow Ben manages to capture them all the time.

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USH PA PILOT 21

UP/Altair Glider Advisory

[ contributed by JOHN HEINEY ]

Check your gliders.

On a recent endeavor, my student Shawn and I set up at the E, a site at Lake Elsinore, California. We were the only pilots flying that day. After Shawn launched and got up 1,000 feet over, I was alone at launch. I was hooked into my Trapezoid Predator hang glider and standing at launch when I remembered that I had intended to put my pocket camera in the holster on my harness. I hesitated because I was ready to go, and if I delayed, it might blow downslope (a not uncommon occurrence at this site).

I decided I wanted the camera, so I backed off launch and started rotating the glider left so it wouldn’t blow over while I got the camera out of my car. When it was about 45 degrees to the wind, I felt a pop on the rig. It felt as though the left downtube (DT) had popped off the keel. How could this be? I set the glider down and confirmed visually that indeed the top DT fitting had come off the control bar apex bolt and was pushing up against the sail.

I had believed that, since the TRX hang glider days, the control bar apex bolt was secure (once appropriately installed) since the top DT fittings were designed to cage the head of the bolt and the nut. I thought there was no conceivable way that the nut could unscrew without rotating one of the fittings. However, as was just demonstrated, I was wrong about this.

I had been (just seconds before) standing on 22 US H PA P I LOT

launch, ready to fly a glider that was about to fall apart. My desire to have the camera with me had delayed my flight just long enough to save me from a significant in-flight failure. It’s good to be lucky.

I opened my car, got out some tools, and replaced the DT fitting and nut. As I tried to tighten the nut an extra turn, I found that the bolt was rotating in the other DT fitting.

As it turns out, during the 21 years I’ve flown this glider, the steel bolt head had worn the aluminum fitting enough to allow rotation. I put the downtube back on, put the camera in the holster (which incidentally, I did not use on this flight), and went flying.

I got up about 1,500 feet over in the recalcitrant thermals of the day, flew about 50 minutes, and headed out to find Shawn in the LZ. He had soared an hour while I was repairing my glider and struggling to climb out. I decided to play it conservative on this flight, so I only did one loop near the edge of the lake as I descended into the LZ. Shawn wondered why it had taken me a half hour to launch after he had departed the mountain. I told him my story as we folded our wings.

Henceforth, I shall check the control-bar apex nut during my pre-flight walk-around.

One person foretold this issue. When Joe Greblo started selling Predators and Saturns some

USH PA PILOT 23

20 years ago, one thing offended his sense of safety on our gliders—the fact that the control-bar apex bolt did not extend through the nylon insert in the nut. Joe was right. I was wrong.

Those of you who are still flying a TRX, XTR, XTC, Predator, or Saturn should check the apex nut in the left top downtube fitting during your pre-flight inspection to verify that the end of the bolt is in contact with the nylon insert in the nut. It need not be extending through the nut, just touching the nylon insert.

No replacement of the fittings is necessary.

There is a simple fix that you can do to improve the security of your UP/Altair glider’s control bar apex bolt assembly and is most easily accomplished with the glider on the control bar, the wings spread, and the nose lifted by a rope from above.

Remove the left downtube from the top downtube fitting. Unscrew the nut by rotating the fitting. Remove the bolt from the keel while leaving it assembled in the right fitting— no need to disassemble the downtube, apex bolt, or fitting on the right side. Reassemble without two of the four plastic washers (as shown in the diagram)—this will allow enough space to tighten the nut three extra turns after

the bolt end contacts the nylon insert in the lock-nut. Then, rotate the fitting (in either direction, whichever is shorter) until the fittings are aligned with each other and re-attach the downtube.

Even with this fix, I advise that pilots always check this nut during their pre-flight inspection.

I have always felt obligated to fly this glider regularly (in the original configuration) so that

󲢫 I decided to play it conservative on this flight, so I only did one loop near the edge of the lake as I descended into the LZ. 󲢻 if any problems with the design arise, they are likely to happen to me first. I am happy to report that I survived this issue. I have never replaced the bottom side (BS) wires on this glider because I believe that the exceptional design of the corner fittings will allow no bending stress on the BS cables during set-up and fold-down. I have tested BS cables removed from our gliders after years of service. They all failed at higher than rated breaking strength.

If you have any questions, email me: hangglidingphotos@hotmail.com

Pick up these hot titles by

DENNIS PAGEN

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24 US H PA P I LOT

PHOTOS BY

PILOT

JOHN HEINEY

ABOVE Grant Posner in a sunset wonder wind at Horse Canyon near Pine Valley, California. OPPOSITE TOP Chris Bolfing on his hang glider and an unknown paraglider pilot flying Blossom Valley near El Cajon, California. OPPOSITE BOTTOM Steven Hickel on an unusual cloudy day at the North Side, Point of the Mountain, Draper, Utah.

ART DIRECTOR'S NOTE: John's slide library must require several

rooms for storage. Over the years we've seen so many wonderful, evocative shots from his trove. Of course we couldn't resist a congenial shot with both wing types featured, but it's the painterly tone-on-tone of the other two that reminds us how John sees the colors of the world.

Mt. Shasta Photo Discussion

[ contributed by HONZA REJMANEK ]

WE AT HER

Investigating what clouds can tell us.

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Experienced pilots are able to tell a lot about how the air is behaving by looking at clouds.

This photo of Mt. Shasta, a 4,322-meter volcano in Northern California, was taken just before sunset in October. The photo was taken at an elevation of approximately 1,300 meters looking southeast, perpendicular to the southwest flow. The wind was blowing from right to left.

The first striking features in the photo are the cap cloud over the summit of the volcano and the lenticular cloud in the lee. Both of these clouds are indicative of strong wind at and

above the summit level. In the vertical, there are two distinct cloud layers with a dry slot in between; in the layers that formed cloud, the air was more humid and closer to dew point temperature than the cloud-free layer. As the wind struck the volcano, all the layers rose, then sank, and eventually rebounded up in the lee. The humid layers rose just enough to form clouds when lifted. The dry layer went through the same motion but, being further from dew point, did not form clouds.

The low sun angle passes through this

USH PA PILOT 27

cloud-free layer and lights the cap cloud. It is a beautiful illustration of the concept that the approaching flow does not exactly see the terrain that we see. Very near the surface, the wind inserts stagnation zones and roller-bearing-type vortex tubes. As a result, the wind approaching higher above the surface no longer feels all the complex features of the underlying terrain. Rather, this next layer feels a far smoother version of the mountain.

The cap cloud does a spectacular job of smoothing out the complex terrain of the underlying mountain. This smoothing effect would certainly occur even if the cloud were absent, but it allows us to see this effect. A hiker on the summit would feel strong and gusty winds as vortex tubes shed off nearby terrain features. In the photo, this is evident from the rougher looking patch of the cap cloud in the direct lee of the summit. However, a kilometer in front of the summit, a hang glider might enjoy silky smooth flow.

The sunlit cap cloud illuminates the base of the cloud just above it, allowing us to see a distinct upward bulge in the base of the top cloud. This upward bulge in the higher cloud is occurring slightly upwind of the summit due to a piling up of air on the upwind side of the mountain. A similar phenomenon applies to extended ridges. When soaring above a mountain on pure ridge lift, we are most likely to reach our highest altitude slightly upwind of the summit rather than directly over it. In fact, letting ourselves drift back to a position directly over the summit might leave us in horizontal or even slightly sinking flow. Descending directly above the summit in a strong wind situation might lead to getting caught in the ridge top compression, which accelerates the flow. In the worst-case scenario, we might get swept over the back or off to the side of the mountain.

At the time of this photo, the nearest sounding, taken 100 kilometers to the north, indicated winds of 25 knots from the southwest at the summit level. However, due to ridge-top compression, the winds at the summit could have easily gusted to 50 knots. On the sounding, the wind decreased to 20 knots at 3,000 meters and 9 knots at 2,000 meters. The top of thermal lift earlier in the day was 2,700 meters. Therefore, the stronger wind was found in a stable layer that was above the convective boundary layer.

The convective boundary layer is the layer extending from the surface to the top of where thermals reach. Within this layer, the lapse rate is unstable near the ground, neutral in the middle, and stable at the top. Above the convective boundary layer, the air has a stable lapse rate.

A dislodged parcel of air in an unstable layer will accelerate upwards. In a neutral layer, a perturbed parcel of air will continue on the upward or downward trajectory that it is initially sent on. In a stable layer, a disturbed parcel of air will exhibit an oscillatory motion which is what we see in this photo.

Initially, a stable layer of air strikes the upper slopes of the volcano and is forced upwards. As it rises, it cools at 1°C per 100 meters of eleva-

󲢫 When soaring above a mountain on pure ridge lift, we are most likely to reach our highest altitude slightly upwind of the summit rather than directly over it. 󲢻 tion gain. It will be cooler than the surrounding air as it reaches the summit. It is now negatively buoyant and rushes down the lee side, but, due to momentum, overshoots the point where it would be neutrally buoyant. It shoots so far down and is subsequently warmed so much by compression, that it is now positively buoyant and shoots back upward, all while traveling downwind, eventually forming the crest of the first wave in the lee.

Often many waves can form in the lee as this spring-like oscillation takes some time to dampen. If the air is too dry, we do not see these waves. If it is a bit humid, then we see distinct lenticular clouds. If it gets humid enough, the clear gaps between the waves start to fill in, and all that we might see from the ground is an undulating stratus layer.

Cap clouds and lenticular clouds often indicate that more humid air is starting to enter the area. In many regions, a particular peak starting to form a cap cloud is a sign of rain to come in the next 24 hours. If these clouds appear, we can be certain of strong winds aloft.

Some flying sites remain flyable despite a sky filled with lenticular clouds, while others will quickly get blown out. When in doubt, it is always worth consulting an experienced local pilot.

OPPOSITE Clouds light up near sunset at Mt. Shasta, California.

PHOTO BY

PILOT

CHRIS WEBSTER

Pilots catch the rare glass-off over Lake Dillon, Frisco, Colorado.

ART DIRECTOR'S NOTE: Someone above. Someone below. Soft landings to

come. Sometimes flying is like a fluffy pillow or a cup of tea. Chris has captured that comforting, ho-hum, glide-along bliss; choosing a moment when low sun emphasizes the shape of helmets, harnesses, and cells.

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USH PA PILOT 29

Keep It Simple.

BGD-USA.com

(801) 699-1462

MIDWEST CORN ALPS XC Flatland Flying in the Land of 10,000 Lakes

W

e can all agree 2020 has been an interesting year for the free-flight community.

But with every dark cloud, there’s a silver lining. Competition cancellations have pushed fly-ins to the forefront, allowing adventure-seeking pilots to explore events that might not have made it onto their calendar otherwise. Big or small, hang gliding or paragliding, every competition or fly-in is as unique as its attendees, and the Midwest Corn Alps XC is no exception.

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by ANDRIA LEA Created in 2015 by Steve Sirrine (SDI Paragliding) and Jaro Krupa (Chicago Paragliding), this four to five day towing event is held every July and alternates between Cosmos, Minnesota and Cullom, Illinois. This year, Minnesota Free Flight welcomed pilots of all levels to the Land of 10,000 Lakes (and even more abundant LZs) for some of the finest flatland flying.

Typically, open distance tasks are called to maximize the incredible XC potential of the corn alps. Let’s face it—these pilots are hungry for miles!

Thanks to the several experienced tow operators, competitors enjoyed a quick turn-around time in the lineup, allowing them to take advantage of team flying and improving their odds of going far. This year there were four flyable days, and despite a low cloud base, many pilots still managed impressive flights. Most notable was Jaro Krupa with a 123 km XC from Cosmos to Clotho on his Triple Seven Gambit.

When held in Minnesota, like in 2020, headquarters is located on the private

USH PA PILOT 31

property of pilots Steve LaBeau and Frosty Duckson, about 80 miles west of Minneapolis just a short drive from the launch sites. Nicknamed “Chateau LaBeau,” the property boasts a PPG friendly 0.4-mile grass airstrip, plenty of camping space, RV hookups, outdoor shower and bathroom facilities, and an inviting vibe that makes it hard to leave. When your glider is packed for the day, you can enjoy the evening sky from the newly renovated silo complete with a stargazing observation deck, or get wet and wild on the 300-foot slip and slide. Bonfires are a nightly tradition, and having fun is mandatory!

Of course, a successful fly-in or competition requires the backing of the local community. Founder Steve Sirrine noted, “The town of Cosmos has been so supportive of our event, as the hang glider pilots have been using these tow roads since the 1980s. We’re

󲢫 When it’s epic here … it’s epic! We have long tow roads stretching in every direction and are only limited by our own imaginations. 󲢻 Organizer and paragliding pilot Anna also fortunate to have so many local Sirrine Kayfes explained, “I’m guilty landowners who are very free-flight friendly. They help keep our launches of rebellion from the hang gliding hismowed and love to watch our flying tory I was raised around and steered activities.” my dad Steve towards paragliding in The backbone of any competition is 2002. Never did I dream he’d turn this the volunteers and organizers. “As a new way of flying into a family businew paraglider pilot, I wanted to help ness, especially living in the flatlands any way I could. Just by retrieving of Minnesota. Thanks to him, we have pilots it helped me learn more about Airtime Solutions winches to get us the sport and also make new friends. flying high and SDI Paragliding AcadThis experience made me very excited emy to share our love of free flight.” to compete next year and put that Kayfes noted that the event is a new knowledge into practice,” said very special time for her entire family. volunteer Bill Manuel.

"We look forward to it every year. My Another unique aspect of this event children have the opportunity to be is the Sirrine family connection involved and cheer me on when I get and their shared passion for flying. the occasional airtime for myself.

ABOVE The land of 10,000 lakes is not only beautiful, but holds enormous XC potential. Photo by Andria Lea. OPPOSITE Hang gliders and paragliders easily share the sky in the wide-open Minnesota farmlands. Photo by Bart Garton.

OVERALL RESULTS 1) Jaro Krupa 2) Dustin Pachura 3) Andria Lea

WOMEN’S CATEGORY 1) Andria Lea

MEN’S CATEGORY 1) Jaro Krupa 2) Dustin Pachura 3) Bart Garton

YOUTH COMMENDATION Lexie Krupa

(For tandem XC with Jaro Krupa)

I’m so fortunate that my father and Uncle Neil are the backbone of free flight here in Minnesota, and that my mother Karen is extremely supportive of our flying endeavors,” she said.

When the competition is over, the flying doesn’t slow down. SDI Paragliding Academy operates year-round in Cosmos offering instruction, tandem flights, and tow operations. For those not afraid to brave the colder temperatures, each winter they cohost the annual Lake City Winterfest along with Eagle Hang Gliding and Mad City Paragliding near the Wisconsin-Minnesota border. Both hang glider pilots and paraglider pilots gather on a frozen lake to tow into the snowy landscape and show off their spot-landing skills.

When asked for any final thoughts, Steve Sirrine said, “We love to host visiting pilots and show them the cross-country potential of this area.

Thad Spencer set the current Minnesota record of 190 miles in May 2020.

When it’s epic here … it’s epic! We have long tow roads stretching in every direction and are only limited by our own imaginations. There’s only one way to find out, and that’s to come experience it for yourself.”

For more information about the Midwest Corn Alps XC, visit SDI Paragliding and Chicago Paragliding on Facebook.

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TOP Women's category winner, Andria Lea, tow launching with her Triple Seven Rook 2. Photo by Bill Manuel. MIDDLE The headquarters location offers plenty of space for camping and is conveniently located near launch. Photo by Bart Garton. BOTTOM Doyle Johnson (L) preparing to tow up pilot Dave Dybsand from Eagle Hang Gliding, while Steve Sirrine takes a quick break from towing paragliders. Photo by Andria Lea.

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

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.

Checklist for Visiting a New Site

[ contributed by DAVID WEBB ]

Do your homework.

LEA RNING CORN ER

ABOVE A pilot launches the "750" launch at Andy Jackson Airpark, San Bernardino, California.

Photo by Jana Pivkova.

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Flying at a new site is exciting. Maybe it’s part of a trip to some far-off country or just someplace near your hometown that you haven’t yet explored. Adventuring over new terrain is part of the reason I got into flying. Unfortunately, many sites come with hidden dangers—peculiar terrain and weather conditions, established approach and landing patterns, large numbers of low-hour and student pilots, and air traffic— that can pose many avoidable risks even for experienced pilots.

My home site (Marshall/Crestline) is a relatively busy, inland-mountain site in Southern California with its share of hidden dangers.

There are multiple launches spread over two distinct mountain ridgelines, plus an LZ with an established approach pattern. Pilots that don’t investigate the terrain-generated conditions or site protocols before getting into the air can get overwhelmed or put themselves in a dangerous situation.

For example, at Marshall/Crestline there are rotor areas behind the front range, conditions are often 50% stronger at the higher launch-

es, and specific paragliding and hang gliding approach patterns that, if ignored, can put multiple pilots at risk. Further south in San Diego, Blossom has “Thumper,” a particularly rowdy thermal close to launch. Another site, Palomar, is surrounded by Native American tribal land where landing is forbidden. A pilot new to a site might not know these dangers, which are hazardous to their safety and potentially damaging to the site and its continued use. But these dangers are also easily avoidable if the pilot does their homework first.

As pilots, what should we do to help us see the unseen when visiting a new site? What are the basics to reduce our risk?

Checklist for Visiting a New Site Visit the club’s website: This is the best place to discover the basics. Some clubs have strict rules for some sites, but only loosely manage others. It is also the place you can learn about joining the club, sign any necessary waivers, and find out what radio frequency the sites use.

USH PA PILOT 35

Get an in-person site briefing: If possible, Getting this preparation done will save time make plans to meet up with a local to get this and frustration before you head out the first done early. It isn’t always possible to plan a time. meetup ahead of time, so if the conditions are Read the site briefings: Most clubs have at least some information about the sites they su- looking good, and you’re at the LZ preparing pervise. Make the effort to read and absorb that to head up to launch, ask a local pilot for help. information before heading out. I like to do this Even if it’s information you already know from at least a day before I’m going to fly somewhere your reading the day before, there is often denew; that way, I’m not rushed or stressed about tail presented in-person that can’t be adequateabsorbing the information quickly right before ly described online. a flight. Once you’ve read the site briefing, a Consider going with a friend or mentor: good next step is to use Google Earth or a Though not necessary, flying with a friend will similar platform to pan around the flying area. make visiting a new site more fun. Plus, when Look at the launch and LZ, imagine approach you go with a friend, you know that someone patterns, and investigate any features, danger has your back and is looking out for you. zones, or trigger points that the briefing might Doing a bit of homework and outreach have mentioned. You’ll be amazed at how much before heading to a new site goes a long way more comfortable you’ll feel when you roll up. in showing your fellow pilots that you respect Start forecasting: Site briefings often have their safety and the health of their site. It not basic weather information and leads into inves- only gives you a good excuse to meet new pilots and potential flying buddies (a huge help for us tigations into the local weather, forecasts, and historical trends affecting that area. Some club introverts), but also prevents future animosity stemming from being in the wrong place at the sites have detailed weather information, and wrong time. Some pilots can get pretty angry others you’ll need to put in a little more effort.

Having an understanding of the site and the lo- when someone threatens their personal safety cal weather patterns, you should be able to plan or site access.

Take the time to conduct a thorough mental for a best-guess flyable day on which to visit. visualization flight before you try out a new Poke around on forums and chats: Some site. Read up, talk to the locals, and, better yet, clubs have online forums, message boards, conduct your first flight in easier-than-normal Facebook groups, or Telegram chats. Join and conditions. Your safety is worth it. If you’re at get connected as these can be great sources of your home site and see someone new, consider information. Local pilots are often very willing saying hello and offering up your knowledge. to offer additional details about the site, help you pinpoint a good flyable day, and even agree Contributing to the safety of fellow pilots is good for the entire flight community. to meet you on the day of your flight.

BELOW Pilots in the LZ at Andy Jackson Airpark, San Bernardino, California.

Photo by Jana Pivkova.

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PHOTO BY

PILOT

PAUL VOIGHT

Paul Voight on his WW "Super Falcon" 195, flying over Randall Airport in Middletown, New York, with the fall colors just starting to pop. Tow by U.S. Hangliding Inc. ART DIRECTOR'S NOTE: Paul's shots always bring a smile in the

same way Paul always brings a smile. Wherever he goes, in the air or on the ground, he brings a great sense of fun—a rare lightness of being that reminds us, in every frame and every moment, that life is a hoot.

A pilot torpedoes off launch into the evening sky. Photo by Bart Garton.

ROCKY MOUNTAIN SWIFTS FLY-IN

Over Labor Day weekend, the sun rose over Villa Grove, Colorado to mark the second annual Rocky Mountain Swifts Fly-In. Friends new and old gathered to enjoy an outdoor escape from our chaotic world and celebrate the participation of women in free flight. With a tangible growth of women in our sport, this event provided the bridge for new pilots to link in with the community, share stories, gain mentors, and forge memories that they too can reminisce on in the coming years. The remarkable weather spurred numerous personal bests, and at the end of one evening, we gathered to listen to three notable woman pilots share their insights on everything from cross-country tips to mental stamina. On a golden hour glass-off, as I watched my shadow creep across cliffs awash in alpen glow, I reflected that no matter how much effort it takes to put on an event like this, it is a joy to give back to the sport that has given so much to me. - Event organizer, Lindsey Ripa Respecting space, pilots set up on launch.

Photo by Matthew Swartz.

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Mark Simpson set a new paragliding site record, flying into New Mexico. Here, he is taking a relaxing evening flight. Photo by Tyler Burns.

Organizer Lindsey Ripa talks to the pilots at the morning briefing. Photo by Bart Garton.

Lindsey Ripa launches Villa Grove. Photo by Bart Garton.

USH PA PILOT 39

Olivia Puckrin heading out to the LZ. Photo by Alicia Leggett.

Lindsay Matush and Lisa Verzella chat in the LZ. Photo by Matthew Swartz.

Willy Dydo prepares to launch. Photo by Sarah Brittain.

Willy Dydo soars off launch.

Photo by Sarah Brittain.

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USH PA PILOT 41

PHOTO BY

PILOT

BEN GRAHAM

Pilot Ben Graham manages a selfie over the sand dunes while on an XC flight during the Swifts Fly-In at Villa Grove, Colorado.

ART DIRECTOR'S NOTE: Ben gives us the world with a generous,

grandiose image that says "yes!" to altitude. The hazy atmosphere volumizes the massive Colorado sky. If ever there was a compelling argument for selfie sticks, this is it.

A Hang Gliding Memoir Lessons learned > Part 2

Y

ou can see the first installment of my hang gliding memoir in the 2020 (Sep/Oct) Issue 5 of USHPA Pilot magazine.

After learning to fly, I quickly became involved in the hang gliding community fighting for pilots' rights to fly at sites in Vermont while I continued to expand my flying horizons. Each new glider and hang gliding trip taught me something new. My hang gliding career was just getting started!

1982 was a fantastic year in my hang gliding career. Not only did I reach new personal bests on my UP Comet I 165, but I also took my first trip to Europe, flew a few powered trikes, and had my first experience soaring with a sailplane.

I had my first mountain flight of the year on April 25, 1982. There were several of us at the West Rutland, Vermont launch site, and the winds were 15 to 25 mph. After a couple of hours waiting for the wind to calm down, I launched for the first time that year. The glider was in good trim, and I quickly thermaled to 5,800 feet MSL, 4,000 feet over launch.

This was my highest flight at West Rutland to date.

Three days later, I took off with a few friends to Austria for a hang gliding adventure on what was to be my first trip to Europe. Jake Schwaiger, Hans Zoph, Bob Kirback (Red Dog), and I drove to Boston and boarded a plane to Zurich, Switzerland for a two-week flying adventure in the Austrian Alps. We 42 US H PA P I LOT

by JOHN ARMSTRONG brought two Atlas hang gliders for the four of us to share. Though the flying weather wasn’t especially great during our trip, we each got to fly multiple times in those spectacular mountains.

Even with a lack of flying during our two-week stay, the trip was an amazing success. The mountain driving, the scenery, visiting Jake and Hans’ relatives and friends, the food, the beer, and the homemade schnapps were all terrific. We traveled by car through parts of Switzerland, Germany, Italy, Slovenia, and much of Austria, exploring the area.

After our Austrian flying adventure, I continued flying my Comet in Vermont’s Green Mountains. The rest of that 1982 season was amazing, with numerous high and long flights by pilots all around. One memorable experience for me was a flight off Mt. Ascutney. I was at about 6,500 feet MSL when a sailplane entered the thermal I was enjoying. We circled together about 100 feet apart. The sailplane was on the outside of the circle, and I was initially concerned about the effect his glider’s wake turbulence would have on my 70-pound hang glider. I even waved my arms to try to get him to clear away from me. However, after three or four circles together, I noticed there was no wake turbulence, so I began to concentrate more on the thermal we were sharing and maximizing my glider’s sink rate. To my surprise, I was quickly

out-thermaling the sailplane and soon found myself 200 feet above it. It was an amazing flight—I was loving that Comet glider.

Come August, I began driving my VW Westfalia full camper for overnight flying weekends at Mt. Ascutney—yes, even then van life and free flight often went hand-in-hand. I remember one trip in particular, as I brought my 8-year-old son, Jonathan, and 7-yearold daughter, Lindsay, with me. It was not a soarable day for most pilots as there was almost no wind. After setting up, I stood on the launch for at least 15 minutes waiting for a breath of air to launch into. Mt. Ascutney has a risky launch, especially with no wind. It’s a 45 degree downhill, three-step run over an unlevel and rocky surface. At long last, I could hear a thermal coming up the mountain slope. It roared into launch suddenly at about 15 mph; luckily, I had a wireman on the glider’s nose wires.

As the wind eased off, I launched and immediately turned left into the wind.

There was good lift there, and I began circling in the 300 to 500 ft/min thermal.

Knowing this was the only lift in the sky, I concentrated on flying well. The lift was smooth, and I stayed in that one thermal for a 5,000-foot altitude gain to cloudbase where it was a frigid 32ºF. I drifted a little behind the mountain, toward the Morningside Hang Gliding Flight Park, 9 miles away to the southeast in New Hampshire. I decided to

USH PA PILOT 43

go for it and headed downwind toward Morningside.

Soon after I started off, the sink kicked in. Initially 700 ft/min, the sink gradually eased to around 450 ft/min as I continued on. Though I found a few bumps along the way, I didn’t risk turning in them. The lift was so light, and I was barely going to make it as it was. But make it I did, as I came into Morningside even with their 450-foot launch ramp. Upon landing, a few people helped me carry my glider to a breakdown location, commenting on how cold my glider’s control frame was.

This was my first XC from Ascutney to Morningside, and it only took 33 minutes. The cross-country flight was an amazing one, with stunning views as I soared over the Connecticut River, the border between Vermont and New Hampshire. I caught a ride back to the Ascutney LZ where my kids were glad to see me.

The 1983 flying season offered many wonderful and rewarding flights—almost all of them in Vermont. However, I managed to pull off a five-week flying trip to the Rocky Mountains, living out of my VW Vanagon. I flew at the Point of the Mountain, Utah where I did my first ever top landings and met amazing people to fly with including Larry Tudor, Lori Judy, Dave Gibson, and others. Larry had just flown 222.5 miles XC in California which was (at the time) a new XC record. While sitting and watching pilots flying on the South Side, Larry was soaring about 150 feet above me and a friend. Suddenly, Larry dive bombed us, speeding by about 5 feet over our heads; he really put a scare into us!

After playing around with the folks at the Point, I carried on to the big mountains in Telluride, Colorado. I again met some great pilots who were very adept at high altitude flying; after all, the LZ in town is at 8,800 feet MSL and the renowned Gold Hill launch is 12,200 feet MSL. Here, most pilots get their personal altitude record the instant they take off. Setting up in the thin mountain air, I had no energy and felt weak. I had to run hard and long down the slightly

downhill grassy takeoff slope, in the 2 mph breeze, which I have to admit was not an easy task for this low altitude pilot. However, once airborne the challenges faded away. I climbed to cloudbase at 14,500 feet. Even without oxygen, I had no trouble breathing during the 45 minute flight. Flying around the almost 14,500-foot mountain peaks was amazing, and the views were stunning!

That flight was one of the most rewarding of all my hang gliding experiences, up to that time. Though the flight was easy, the effects of altitude sickness set in that evening, and I was plagued by a headache and stomach pain lasting about 24 hours. And so, even after a most amazing flight, I was quickly brought back to the reality of the various ways this sport affects us.

1984 was an amazing season and started off with some great flights from the get-go. My first flight of the season was at Mt. Equinox, in Manchester, Vermont (unfortunately, flying is not allowed there anymore). At that time, it was our club’s highest legal launch in Vermont—3,800 feet MSL at takeoff, offering about a 3,000-foot vertical. I

thermaled up to 8,200 feet MSL, my personal best in Vermont.

A week later, I flew from Mt. Ascutney and again achieved a new personal best. I reached 9,200 feet MSL, near the state record, and flew to Morningside in New Hampshire with a few other pilots.

This same day, Randy Adams flew XC from Mt. Ascutney 97 miles to Ipswich,

Massachusetts, setting the East Coast distance record. It was an epic spring, with truly amazing flights.

Later in the year, I ventured back out West. I had scored a prize flight—a permit to fly Glacier Point in Yosemite National Park, California, a 7,000-foot MSL launch with a 3,200-foot vertical.

A federal parks ranger was even my wireman! At that time, a maximum of 12 pilots were permitted to fly each day.

We were required to launch prior to 8:30 a.m. before thermals started popping as the park did not want gliders thermaling in the midday sky detracting from the natural scenic views from the valley floor. After launching, I flew over the tall waterfalls and about 50 feet away from the 3,000-foot-tall face of El Capitan. It was a typical sled ride, about 12 minutes duration, but the views were outstanding. That flight was a big feather in my hang gliding cap.

In 1985, I took another road trip in my trusty Westfalia, this time to Dunlap, Tennessee. Fellow pilots Jake Schwaiger, Ted Hassenfus, John Drinkwine and I loaded our gliders and made the 1,200mile, 20.5-hour drive for a week of flying and our first flights of the season. After sharing some splendid air together, I returned to Vermont and on my first flight achieved my personal altitude record flying in the eastern U.S. After launching Mt. Ascutney, beautiful, smooth, 400 to 700 ft/min thermals took me to cloudbase at 9,600 feet. I glided northwest away from the mountain for 5 miles to the intersection of Vermont routes 44 and 107, then headed northeast a couple of miles, before returning to the mountain, still with 2,000 feet of altitude. I hooked another thermal, took it to 6,000 feet and flew over Little Ascutney Mountain for the first time before landing back at the regular LZ. It was an amazing flight, and it was clear I was getting better as a pilot. I was learning when to launch and was getting better at finding lift. As I gained experience, I continued to reach new personal bests.

My hang gliding story will continue in a future segment.

“One of my most memorable and beautiful flights flying from Cliffside launch in Washington state.�

Student Daniel Mow of Tulsa, Oklahoma getting in one last rep on the training hill as he flies directly overhead of instuctor Edward Fogel.

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PHOTOS BY

PILOTS

ART DIRECTOR'S NOTE: The photos in

this spread didn't have enough resolution to run full-page, but they transcend their technical limitations with great moments, whether it's Jason Post touring the windmill farm (left), Rich 'Marty' Collins capturing a thrilling elevator launch (right), Edward Fogel cheering on a glorious training hill run (bottom left) or Brian Kellogg banking it up (bottom right). Well played, gentlemen. Send in more pixels!

A pilot launches 'Edwards' at Lake Elsinore, California.

Brian Kellogg having some fun in the air over Hat Creek Rim in California.

PHOTO BY MEMBER

ALEX COLBY Caption.

Foundation For Free Flight

[ contributed by JAYNE DEPANFILIS, Executive Director and JERRY KELLER, Grant Committee Chair ] Making a Difference To Preserve Our Future The Foundation for Free Flight (FFF) was formed in 1987 as the United States Hang Gliding Foundation, Inc. and underwent an official name change in 2007 to become the Foundation for Free Flight, Inc. The IRS determined it to be a 501(c)(3) public charitable, tax exempt, corporation in 1989. The FFF is separate and independent of USHPA and staffed entirely by volunteers; it is charged with the conservation and perpetuation of free flight opportunities for future generations.

The Foundation for Free Flight is now most active in site preservation, although support for safety, education, and competition remain important, viable functions. The trustees and staff work with USHPA-approved chapters to implement land ownership arrangements, including easements and trusts, that help secure uninterrupted access to flying sites. The FFF helps pilots and organizers to develop, execute, and monitor fundraising strategies by extending our non-profit status via fiscal sponsorships.

PHILAN TH ROPY

How to Donate

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As a 501(c)(3) non-profit, the organization is completely dependent on tax deductible donations to award grants and to fund projects and fiscal sponsorships. You can donate at ​foundationforfreeflight.org​, or when you renew your USHPA membership, or through a planned, legacy giving program. Email donations@foundationforfreeflight.org​or call 1-559-677-7546 to donate. You can designate your donation for general funds or specific funds including site improvement, safety and education, or competition. Under the Coronavirus Aid, Relief, and Economic Security (CARES) Act, donors claiming the income tax standard deduction in 2020 can reduce taxable income by up to $300 for cash contributions to public charities such as the FFF. In the past, USHPA generously matched donations to the Foundation up to $500 annually when you donated to the Foundation with your renewal. In an abundance of caution for preserving funds during the coronavirus pandemic, USHPA suspended their annual match in May 2020. The Foundation is considering

replacing USHPA as the source for this match starting January 1, 2021, though we anticipate USHPA may help fund the match. We expect USHPA to continue to include a clickable link in their online renewal template that takes members to the donation form where your donation to the Foundation can be matched annually. We are collecting tax deductible gifts for the 2021 renewal match pool now. To participate, call 1-559-677-7546 or email Jayne DePanfilis at executivedirector@foundationforfreeflight.org.

Recent Success Stories

The Foundation has continuously issued grant awards since 1989. Most recent projects include Lake McClure road and launch improvement, Sandia Peak launch improvement, Big Sur road repair, Canaan Valley launch safety fence, buried power lines in the Woodrat/Hunter LZ, Dog Mountain LZ survey, King Mountain LZ land trust, TTT Burnside Properties Endowment Fund, Virginia Tech training glider purchase, individual, PASA-certified instructor grants, 2019 World HG Competition, 2019 World PG Competition, 2019 Red Bull X-Alps Competition, and the 2020 Women’s HG World team.

Grants

Foundation trustees prepare an annual grant budget to determine funding for the next year.

The trustees rely on long standing spending rules to guide decision making and balances current needs with long term sustainability.

Before applying for a grant, we recommend visiting the website at https://www.foundationforfreeflight.org/application​to review grant guidelines and the application form. Call 1-559-677-7546 or email grants@foundationforfreeflight.org​. A grant advocate will contact you to help determine that your project is consistent with the Foundation’s core goals and to assist you with completion of the application process.

Award grants are based on availability of funds and the applicant’s ability to contribute to fundraising goals. Signed agreements dictate operating guidelines for grants including requirements for receipts and proof of work completed.

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STILL FLYING HIGH! NEW PROGRAMS IN 2021 D O NA T E WI T H YO U R US H PA MEMBER S H IP R EN EW AL O R A T F O UNDATION FOR FR EEFLIG H T.OR G PRE SE RV E S & E NHA N C ES FLYIN G S ITES LIK E BIG S UR , SA NDI A PEAK & MT. S EN TIN EL P R O M O T E S S AFETY & ED UC ATION WI T H T HE I NST R UC TOR S UPPOR T G R AN T PR OG R AM SUP P O R T S ALL LEVELS OF LOC AL T O I NT E R NATION AL C OMPETITION S

FFF IS A 501 C(3) NONPROFIT STAFFED ENTIRELY BY VOLUNTEERS SINCE 1989 E X E C U T I V E D I R E C T O R @ F O U N D A T I O N F O R F R E E F L I G H T . O R G O R

C A L L

5 5 9 - 6 7 7 - 7 5 4 6

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PHOTOS BY

PILOT

JACOB GLASS

THIS PAGE Stephen Arwine will never forget that sunset flight in the Blackfoot Valley, Montana. On the drive back to town, we pulled over to view comet Neowise. OPPOSITE TOP Pilots gather atop Mount Sentinel, despite the smoke, to enjoy late August flying. OPPOSITE BOTTOM Earning your turns is its own reward on Mount Jumbo.

ART DIRECTOR'S NOTE: There's a great sense of scale in Jacob's shots,

multiple elements that help to decipher distances and volumes. But the jewel is that pink sun reflecting on the city below launch. After so much loss, it's hard to have any appreciation for the haze from this summer's forest fires, but occasionally the atmospheric assault reveals even as it obscures.

Ozone Zeolite GT

G EAR

ABOVE Jeff admiring his new Zeolite GT.

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[ contributed by JEFF SHAPIRO ]

It seems to me, for all the types of flying pilots do under paragliders, having a specific wing for each discipline would be ideal. I’d love to have an ultra-high-performance glider when competing or doing my best to put as many kilometers behind me as possible. I’d also love a glider with a decreased “pilot workload” that is rock-solid in the big, strong conditions of mid-summer in the Rockies. A glider that is light enough for any long and remote vol-biv mission would round out my list. There are many ideal wings for each of those requirements, but I have found it challenging to navigate the many choices while trying to appease my desire to find one wing that does it all.

In search of that one-quiver wing, I decided to try a Zeolite GT. The GT is Ozone’s new version of the more hike-and-fly competition specific wing, the Zeolite. Made using the same ultralight construction methods and design but with more robust materials, the Zeolite GT seemed like the best compromise of two-liner performance, handling, passive safety, and carry-ability that I was looking for. After flying it for the past month, I wanted to share my impressions for anyone interested in the GT as their next XC/big mountain/vol-biv wing.

One personal issue I needed to solve was choosing a size. Having enough material above my head to carry lots of gear for multiple days in the mountains creates a bit of a quandary when I also want to have a light “hike-and-fly” harness for local cross-country flying. I fly a

medium/small in most manufacturer’s lineups but have found that even with the lightest of harnesses, when I need to carry 7-10 days worth of food and fuel, I’m simply too far over the recommended upper end of the weight range on a medium/small wing. With a wing that is large enough to support that type of mission, I’m simply too light. So to solve this, I ended up ordering the medium/large (ML) in the GT. My plan was to fly cross country and around home in my heavier comp harness (equipped with two parachutes) and to use my much lighter harness for any vol-biv mission so I could load it up with supplies. Two harnesses ... yes. But this allowed me to get super dialed with one wing and is much more financially manageable compared to needing two complete kits for each discipline. I’m clarifying my reasoning because my comments relate to the ML, which is the only size of the Zeolite GT I’ve currently flown.

My first impression, as I took the wing out of the box, was that it felt like a normal lightweight class wing and not like the tissue paper I was expecting for a weight under 4 kg for the ML. The original Zeolite was an envelope-pushing concept in design and construction, which meant the cost was super high, and the durability was less than average. But the updated GT is a cool compromise; you get all of the performance in a still lightest in category wing, but with better durability and lower cost.

Ozone changed the internal structure and the leading edge of the wing from the ultralight

USH PA PILOT 51

27g textile to 40g (structure) and 36g (leading edge) with the goal of greater longevity, giving the GT the ability to take the abuse common to tricky launches and landings on the typical vol-biv adventure. There are also fewer rib crossport cuts which reduces construction costs and transfers to a reduction in price for the customer, relative to the original Zeolite.

For this one-quiver wing, I opted for the GT risers over the Zeolite version which adds a little weight but are a bit easier to use in some ways, and, I’d say, better suited for “daily-driver” flying. After flying with the ultralight risers on my Z-Alps for hundreds of hours, I’d say that both options work great—it boils down to personal preference and specific use.

I’d describe launching and landing the GT as “extremely pleasant.” I hesitate to use the word “easy” because that depends on your skill set, but I will say that it’s the easiest two-liner I’ve ever flown relative to launches and landings.

It’s predictable and behaves like a wing with a classification earlier in the alphabet. The GT is super fun to kite and launch in higher wind speeds, but it really shines in light conditions. I found that in next to no wind, a clean reverse is very straightforward and confidence inspiring. With that said, when I’ve forward launched my GT in no wind, the wing came up solid and balanced, full span, and with good feedback every time. Simply put, this thing launches like a dream.

In flight, the wing feels more compact than other two-liners I’ve flown. I could immediately notice the slight decrease in aspect ratio relative to my Z-Alps. The way I try to explain it is if a paraglider is essentially two wings sewn together in the middle, and each wing was shaped like a triangle, a low aspect ratio wing would consist of two triangles with very wide bases at their connection point. This shape, being very stable, allows a pilot to give input to one side and feel a significant effect on the other. With lower aspect, the wing feels like one cohesive wing and more “compact.” Conversely, with a high aspect ratio wing, those triangles are both long (span) and skinny with very narrow bases. Flying a high aspect wing, you can more easily fly each side individually, and one side’s input has less influence on the other.

Because of this, in addition to the performance increase and the wing’s ability to generate and hold onto energy, a higher aspect wing re-

quires a higher level of skill and experience to fly. It also increases the amount this glider can communicate about the airmass to the pilot.

Relative to other two-liners I’ve flown, the GT feels very easy to fly and is extremely predictable and compact. It might not communicate as much of an airmass as the higher performance, higher aspect wings, but it feels exceptionally solid and stable in big, strong, and turbulent conditions. This is exactly what this wing was designed to do, and after flying it in the heat of the Montana summer, I’ve not been disappointed. With its lighter weight, it does move around in active air, but it doesn’t require a higher workload to keep it overhead, by any means. In my opinion, it flies more like a glider in a lower EN class while retaining the performance of an EN-D. So far, the GT seems to be, for me, pretty much the perfect solution for a big air, big mountain, adventure glider.

It’s been fascinating to see the huge jumps in innovation within paragliding over the last several years. I’ve had conversations about wing design with friends who have all been flying a very long time, and we tend to agree that wing design can’t get much better. But, we’re continually proven wrong in both safety and performance! Most manufacturers are putting out exciting new designs pointed toward the multiple facets of our sport—hike-and-fly, XC, vol-biv, competitions, and gliders built to maximize learning in the safest and most enjoyable way. Almost every designer passionate about flying and building paragliders is working hard to improve our flying experience year after year. In the case of Ozone’s Zeolite GT, they’ve certainly improved mine. If you’re interested in the same kind of flying I am, I’d encourage you to give this wing a closer look, and, if you’re lucky, a spin up to cloud base. Hope to see you out there!

ABOVE LEFT Jeff Shapiro takes his new wing for a spin. Photo by Kara Shapiro.

ABOVE RIGHT Coming down after a long flight.

PHOTO BY

PILOT

TOM NEACY

Pilot Graham getting ready to launch with Mark on the wire. Daydreams launch, North Lake Tahoe California near the Nevada border.

ART DIRECTOR'S NOTE: Tom finds great contrast between

the warm-earth foreground and the cool blue background.

Shooting with subjects backlit against a misty, washed-out backdrop brings us closer to the action.

USH PA PILOT 53

PHOTO OF

PILOT

ANDRIA LEA

Bystander Julie Spencer Stanley snapped this shot of Triple Seven team pilot, Andria Lea, competing on her Rook 3 at the 2020 Hurricane Open paragliding competition in Tennessee.

ART DIRECTOR'S NOTE: Few photos capture weight shift as

engagingly as this. The pilot wants left, the wing is just getting the message. As an added bonus, smart framing of the terrain says "first turn," and adds to the vicarious thrill of leaning into it, bringing the wing around, and knowing with that first bite that it's going to be a great flight.

PHOTO BY

PILOT

BRIDGER HENRIKSEN

A pilot launches a speedwing off Cascade in the Wasatch, Utah. A brief moment of solitude followed by a quick re-entry to urban-life below.

ART DIRECTOR'S NOTE: The burst of snow kicked up during launch is the perfect exclamation

point at the end of an eager sentence. The dark wing cuts a bold silhouette. Undulating slopes await.

Bridger's voluminous, emphatic shot begs the viewer to hook in and run, full bore, into the sky.

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Ratings Issued July & August 2020 RTG RGN NAME

Take your ratings and expiration date everywhere you fly. Download from the Members Area section of the USHPA website. Print, trim, and store in your wallet. Great for areas without cell coverage. Always available at www.USHPA.org Save the PDF on your mobile device for easy reference.

56 US H PA P I LOT

H1 H1 H1 H1 H1 H1 H1 H1 H1 H1 H1 H1 H1 H1 H1 H1 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 H2 H2 H2 H2 H2 H2 H2 H2 H2 H2 H2 H2 H2 H2 H2 H2 H3 H3 H3 H3 H3 H3

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

Jonathan Michael Gregson Jessica Koch Ryan McColly Rachel Gunther Joshua Harris Arianna Heiderer Thomas Blake Masterson Connor Jackson Devan Malhotra Quentin Vinckier Mikah Ackerman Earl Allen Alon Baram Thomas Burke Dalton Burkhalter Nolon Carter Torquil Clyde Patrick Finnegan Baptiste Humeau Allison Livengood Daniel Mow Michael O'Grady Francis Rivera Torres Erik David Schilling Csaba Suri Brian White Michelle Bergemann Kristian Collins Badger Johnson Bob Manfuso Gerald Marschke Mark Prange Edward Ximenez Kevin Baron Jonathan Michael Gregson Ryan McColly Rachel Gunther Joshua Harris Moises Romero Quentin Vinckier C Peter Wurr Earl Allen Alon Baram Nolon Carter Torquil Clyde Noah Eikens Patrick Finnegan Baptiste Humeau Stephen Jacobs Lori Johansen Daniel Mow Michael O'Grady Francis Rivera Torres Erik David Schilling Csaba Suri Brian White Michelle Bergemann Kristian Collins Douglas Godfrey Bob Manfuso Mark Prange Timothy Smith Joshua Harris Colton Hicks Avi Ilyaev Chris Ingoldsby Josh Lepold Alvaro Niemeyer

STATE RATING OFFICIAL

OR WA ID UT CA CA CA CA CA CA NC TN FL VA NC MO FL TN FL NC OK GA FL GA SC TX PA CT OH MD NY OH PA WA OR ID UT CA UT CA CA TN FL MO FL NC TN FL TN SC OK GA FL GA SC TX PA CT NY MD OH WI CA CA

John Calvin Matylonek John Simpson Rick Morrison Theodore Hurley Robert B. Booth John Simpson Anthony Tagliaferro Zac Majors Andrew T. Beem William C. Dydo Wolf Gaidis Gordon Cayce Gordon Cayce Wolf Gaidis Wolf Gaidis Edward Fogel Malcolm A. Jones Gordon Cayce Gordon Cayce Nic Baack Edward Fogel David Miller Malcolm A. Jones Matthew Taber Billy B. Vaughn Tiki Mashy Matthew Taber Gordon Cayce Wolf Gaidis Malcolm A. Jones Daniel C. Guido Gordon Cayce Lukas Noah Shaanon Eric Ollikainen John Calvin Matylonek Rick Morrison Ian Brubaker Robert B. Booth Theodore Hurley William C. Dydo Timothy J. Ward Gordon Cayce Gordon Cayce Edward Fogel Malcolm A. Jones Wolf Gaidis Gordon Cayce Gordon Cayce Michael Pattishall Michael Pattishall Edward Fogel David Miller Malcolm A. Jones Matthew Taber Billy B. Vaughn Tiki Mashy Matthew Taber Gordon Cayce Daniel C. Guido Malcolm A. Jones Gordon Cayce Daniel Lange Patrick J. Denevan John Simpson John Simpson CA Patrick J. Denevan CA Takeo Eda CA John Heiney

RTG RGN NAME

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 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

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

Peter Tobolsky Read Bixby Charles Cassady Csaba Suri Lorenas Zilvytis Allen M. Bawell Tavis Linsin Pat Bovine Brian Reindl Nolan Hollingshead Mark Powers Vanderwerf Jim Black Timothy Glenshaw Robert Skinner Joseph Ahearne Anne Angus Edward (Ted) Angus Jack Armstrong Chantel Astorga Vasile Babin Pat Bovine Evan Burgess Lindy Byerly Philip Carlos Bryan Christian Chance Cooper Andres Cortes Cameron Crook Bradley Cruickshanks Andrew Dashner James Garvey Dooley Andrzej Dulawa Marc Eberhardt Todd Fahrner Don Fitzpatrick III Russell W. Fogle Gavin Gnerer Matthew Graham Stephen Guyette A. David Hoffman Matthew Hoffman Jeffrey Hunt Josh Jorgensen Jarrod Kaplan Matthew Koppe Austin Larson Daniel Lawrence Colby Lawrence Dustin Leslie Michael Lichterman Katie Loshbough Finan Lund-Andersen Tyson McKenzie Matt Middlestetter Shayle Murray Clara Murray Forrest Murter Laura Nugent Marissa Olberding Michael Steven Oliver Kyle Olson Dylen Patrick Emma Peterson Casey Punturo Paul Ramseth Jaeger Schafer Michael Schiess Ryan Shimp

STATE RATING OFFICIAL

CA TX TX SC GA PA MA OR NM NC TX NY MD NY OR MT MT OR ID WA OR MT MT MT OR MT WA HI AK MN WA WA ID OR WA ID MT OR WA ID WA OR WA OR WA MT ND ND OR OR WA MT OR OR MT MT MT WY HI AK MT OR MT WA AK MT OR WA

Andrew T. Beem Tiki Mashy Matthew Taber Billy B. Vaughn Matthew Taber Greg Black Jonathan Atwood David Brose Mel Glantz Hunter Hollingshead Jeffrey Hunt Moritz Wagner Richard Westmoreland Moritz Wagner Kevin R. Lee John Hoseman John Hoseman Matt Cone Charles (Chuck) Smith Matt Cone Kevin R. Lee Andy Macrae Rob Sporrer Jennifer Bedell Kelly A. Kellar Ryan Schwab Stephen J. Mayer Patrick Kessler Evan Mathers Jonathan Jefferies Matt Cone Marc Chirico E. Scott Edwards Kate Eagle Jennifer Bedell Randall Shane Andy Macrae Kelly A. Kellar Denise Reed E. Scott Edwards Rob Sporrer Kelly A. Kellar Denise Reed Kevin R. Lee Derek Baylor John Hoseman Andy Macrae Andy Macrae Randolph Ruffin Kate Eagle Derek Baylor Andy Macrae Kimberly Phinney Kimberly Phinney Jonathan Jefferies Jennifer Bedell Andy Macrae Fred Morris Pete Michelmore Chris Reynolds Andy Macrae Randolph Ruffin Ryan Schwab Derek Baylor Jonathan Jefferies John Hoseman Kevin R. Lee Denise Reed

USH PA PILOT 57

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

1 Prathana Souvannavong 1 Michael Stamm 1 Lorie Tappan 1 Cameron Thompson 1 Christian Wellman 2 Mohamed Aboukilila 2 "John" Ionita Aldea 2 Omer Ardic 2 Yahor Arlou 2 Christoph Birkhold 2 Caleb Bledsoe 2 Benjamin Bonnes 2 Nicholas Bryant 2 Nick Chocko 2 Joseph Coffland 2 Aimee Cole 2 Logan Donovan 2 James Doolittle 2 Cameron Dorst 2 Jayson Dudas 2 Christpher Ian Durell 2 Joshua Ellison 2 Lance Fravel 2 Max Glicklin 2 David Hunter 2 Aitor Iriso 2 Eneko Iriso 2 JT Kaufman 2 Nicole Knotts 2 Aidan Knotts 2 Eric Konold 2 Kevin LaBarge 2 Jonathan Lang 2 Corey Legge 2 Tyler Jo Leland Newberry 2 Bryce Lemons 2 Elliot Levey 2 Ilya Levitin 2 Brian Lloyd 2 Jenni Mabey 2 Brayden McLean 2 Curtis Moradkhani 2 Alec Page 2 Nicholas Palmer 2 Alayna Parker 2 Jesse Pike 2 Nathan Pohl 2 Brian Probst 2 Taylor Rains 2 Timothy Rogers 2 Andrew Ross 2 Brandon Savage 2 Daniel Savage 2 Rylan Schadegg 2 David Shanks 2 Milda Shapiro 2 Tal Shprecher 2 Brandi Siebertz 2 Ian Smith 2 Eric Smith 2 Hallie Stocker 2 Jeremy Stoof 2 Arya Tafvizi 2 Jeff Teufel 2 Noah Veneklasen 2 William Wagner 2 Joseph Wale 2 Darian Westrick

STATE RATING OFFICIAL

ID MT OR OR OR CA CA CA CA CA UT CA CA UT CA CA UT CA CA NV CA UT UT CA CA CA CA UT UT UT UT UT UT UT NV NV CA CA CA UT CA CA UT UT CA CA CA UT UT UT UT CA CA UT UT UT CA UT CA UT UT UT CA UT CA CA UT UT

Lane B. Lamoreaux Andy Macrae Kelly A. Kellar Kimberly Phinney Kelly A. Kellar Robert Black Jason Shapiro Jeffrey J. Greenbaum Jesse L. Meyer Jeffrey J. Greenbaum Ben White Vito Michelangelo Jeffrey J. Greenbaum Ken W. Hudonjorgensen Robert Black Robert Black Jonathan Jefferies Rob Sporrer Brian Kerr Stephen J. Mayer Robert Black Stephen J. Mayer Ben White Mitchell B. Neary Joseph B. Seitz Robert Black Robert Black Jonathan Jefferies Stephen J. Mayer Ben White Nathan Alex Taylor Joshua Winstead Gary Begley Stephen J. Mayer Stephen J. Mayer Rob Sporrer Mark Haase Robert Black Robert Black Stephen J. Mayer Robert Black Jesse L. Meyer Gary Begley Stephen J. Mayer Jesse L. Meyer Brian Kerr Mitchell B. Neary Jonathan Jefferies Stephen J. Mayer Jonathan Jefferies Stephen J. Mayer Jeffrey J. Greenbaum Jeffrey J. Greenbaum Stephen J. Mayer Ken W. Hudonjorgensen Jonathan Jefferies Robert Black Jonathan Jefferies Jesse L. Meyer Patrick Johnson Nathan Alex Taylor Chris W. Santacroce Jeffrey J. Greenbaum Stephen J. Mayer Jesse L. Meyer Robert Black Ben White Ben White

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

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 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 3 3 3 3 3 3

Minghui Zhou Courtney Zwart Devin Abell M. Cheyenne Abolt Ryan Allen David Michael Autenrieth Rachel Beaird David Beckley Dustin Bedard Peter Berkey Thomas Betjeman Brian Binder Kieran Blood Sarah Brittain Aaron Brown Adam Brown John Buterbaugh Geoff Cheeseman Xinnan Cheng Ian Cooper Ross Cooper David Crotser Nikolas Dam Gabriel De La Parra Brianna Dean Al Dickson Ryan Dossey Samuel Eck Randy Englekirk Natalie Fleming Spencer Frank Bennett Grey Geyer Rachel Ginsburg Alex Gorman D. Jordan Gunderson Alan Guthals Alex Haberich Carter Hansen Grant Honeyman Taylor Houlihan Kevin Hunt Chris Kiesel Kim Kirch Clinton Lariscy Patrick Mattes John McGuinness Michael Meadows Bryan Melonis David Ryan Norgren Jenny O'Neil Abigail Ortiz Laurent Vincent Pagnier Timothy Pratt Victoria Richey John Rohde Eduardo Romero Jonathan Russo Robert Sandin Devin Sarantinos Jackson Schmidt Vinay Shah Barry Smith Charles Starr Suphakan Sukwong Lucas Szewczyk Mitchell Szpila Sadie Thimsen Bijan Tuysserkani

STATE RATING OFFICIAL

CA UT CA CA AZ NM CO AZ CA CA NM CA CA CO NM AZ AZ CO CA CO CO CO CO CA CO CO CA CO CA AZ CO CA CA CA CO CO CO CO CA AZ AZ CA CA CA CA CA CA CA CA CO AZ AZ CO AZ CO CA CA CA CA CO CO CA CA CO CO AZ CO CO

Jesse L. Meyer Stephen J. Mayer Christopher Grantham Vito Michelangelo Jeremy Bishop Charles (Chuck) Woods Dale Covington Chandler Papas Vito Michelangelo Rob Sporrer Charles (Chuck) Woods Jeremy Bishop Patrick Johnson Misha Banks Stephen J. Mayer Aaron Cromer Chandler Papas Mauricio Fleitas Vito Michelangelo Douglas Brown Johannes Rath Johannes Rath Mauricio Fleitas Michael D. Masterson Gregory Kelley Stephen J. Mayer Max Leonard Marien Misha Banks Vito Michelangelo T Lee Kortsch Misha Banks Jeremy Bishop Max Leonard Marien Rob Sporrer Gregory Kelley Misha Banks Gregory Kelley Misha Banks Stephen Nowak Chandler Papas Jeremy Bishop Vito Michelangelo Rob Sporrer Vito Michelangelo Stephen Nowak Vito Michelangelo Stephen Nowak Christopher Grantham Philip D. Russman Misha Banks Stephen J. Mayer Aaron Cromer Johannes Rath Chandler Papas Ken W. Hudonjorgensen Christopher Grantham Max Leonard Marien Stephen Nowak Stephen J. Mayer Jonathan Jefferies Mauricio Fleitas Kari L. Castle Ken W. Hudonjorgensen Mauricio Fleitas Misha Banks Jerome Daoust Nathan Alex Taylor Johannes Rath

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.

Ratings Issued July & August 2020 (continued) 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 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P2

58 US H PA P I LOT

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

Michael Utley Jason Virskus Anthony Viton Dylan Weber Jordon Weber Jay Brandon Whiteaker Christopher Wilson Hayden Zadow Michael Clay Adamek Dominique Bagnato Evan Bell-Greenbaum Shawn Black Brandon Carr Megan Dodge Joshua Logan Dolezal David Drenning Robin Ellege Neil Douglas Elliott David Farmer Patrick Finnegan Dayton Grogan Alvin Hatton Spencer Heilner Gatlin Hubbard Allison Jolly Stephanie Koop Eric Ling Gianni Macri Levi Moreland Clint Newcomb Thomas Nunn Shawn O'Banion Kyle Orth Brian Parker Ben Parker Christopher Perricone Brendon Reynolds Shane Roberts Nate Robinson Brett Russell Jon Sherry Dustin Stough Jesse Weyher Stuart Wilson Lucy Xuan Liu Owen Argue Jamil Argue Eli Chastek Marc Coleman Tina De Santo Michael Ennabe Nick Ewaskowitz Wellington Farias Joshua Muffin Gordonson Drew Hansen Patrick Heal Bennett Johns Greg McGuire Steven Miller William Stinson Robinson William P. Selent Corey Taylor Brian Thompson Jonathan Wagner Zach Williams Cassie Young Yang Yu Joseph Ahearne

STATE RATING OFFICIAL

CA CA CO CO CO NM CO CO LA DC FL GA GA LA TN AL NC NC FL TN GA KY TX MS FL TN GA FL VA AR TX GA GA TX TX TX TN TN TN GA VA WV SC OK TX PA PA MA NH NY NH WI NH NY WI NJ VT WI IL VT OH PA PA PA MI IL IL OR

Max Leonard Marien Vito Michelangelo Johannes Rath Stephen J. Mayer Stephen J. Mayer Charles (Chuck) Woods Misha Banks Johannes Rath Stephen J. Mayer George R. Huffman Nathan Alex Taylor Steven (Taylor) Couch Steven (Taylor) Couch Vito Michelangelo Steven (Taylor) Couch Grayson Brown Steven (Taylor) Couch Steven (Taylor) Couch Luis Ameglio Grayson Brown Steven (Taylor) Couch Gary Begley Robert Peloquin Steven (Taylor) Couch Christopher Grantham Steven (Taylor) Couch Steven (Taylor) Couch Douglas Brown Vito Michelangelo Britton Shaw Rob Sporrer Christopher J. Pyse Marc Noel Radloff Gary Begley Cynthia Currie Stephen J. Mayer Christopher J. Pyse Grayson Brown Grayson Brown Christopher J. Pyse Rob Sporrer Stephen J. Mayer David John Hebert Britton Shaw Stephen J. Mayer Lane B. Lamoreaux Lane B. Lamoreaux Heath Woods John E. Dunn Vito Michelangelo John E. Dunn Mariyan Radev Ivanov John E. Dunn Jesse L. Meyer Steven (Taylor) Couch Thomas McCormick Calef Letorney Mariyan Radev Ivanov Vito Michelangelo Calef Letorney Rob Sporrer Michael Gatto Michael Gatto Michael Gatto Jonathan Jefferies Stephen Nowak Jaro Krupa Kevin R. Lee

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 Jack Armstrong 1 Chantel Astorga 1 Vasile Babin 1 Pat Bovine 1 Zachary Brandt 1 Evan Burgess 1 Lindy Byerly 1 Philip Carlos 1 Nick Coles 1 Andres Cortes 1 Cameron Crook 1 Bradley Cruickshanks 1 Andrew Dashner 1 James Garvey Dooley 1 Andrzej Dulawa 1 Marc Eberhardt 1 Don Fitzpatrick III 1 Russell W. Fogle 1 David Garry 1 Yury Gitman 1 Gavin Gnerer 1 Stephen Guyette 1 A. David Hoffman 1 Matthew Hoffman 1 Jeffrey Hunt 1 Josh Jorgensen 1 Jarrod Kaplan 1 Matthew Koppe 1 Maxime Lasserre 1 Daniel Lawrence 1 Colby Lawrence 1 Dustin Leslie 1 Katie Loshbough 1 Finan Lund-Andersen 1 Hayden Mans 1 Tyson McKenzie 1 Matt Middlestetter 1 Miles Millar 1 Clara Murray 1 Shayle Murray 1 Forrest Murter 1 Laura Nugent 1 Marissa Olberding 1 Michael Steven Oliver 1 Kyle Olson 1 Dylen Patrick 1 Emma Peterson 1 Casey Punturo 1 Paul Ramseth 1 Edmund Ruffin 1 Jaeger Schafer 1 Michael Schiess 1 Ryan Shimp 1 Prathana Souvannavong 1 Michael Stamm 1 Cameron Thompson 1 Les Walker 1 Christian Wellman 2 Mohamed Aboukilila 2 "John" Ionita Aldea 2 Omer Ardic 2 Yahor Arlou 2 Christoph Birkhold 2 Caleb Bledsoe 2 Nicholas Bryant 2 Nick Chocko 2 Joseph Coffland 2 Aimee Cole

STATE RATING OFFICIAL

OR ID WA OR MT MT MT MT OR WA HI AK MN WA WA ID WA ID WY WA MT WA ID WA OR WA OR WA WA ND ND OR WA MT MT OR OR OR MT MT MT WY HI AK MT OR MT WA AK OR MT OR WA ID MT OR AK OR CA CA CA CA CA UT CA UT CA CA

Matt Cone Charles (Chuck) Smith Matt Cone Kevin R. Lee Ryan Schwab Andy Macrae Rob Sporrer Jennifer Bedell Kelly A. Kellar Stephen J. Mayer Patrick Kessler Evan Mathers Jonathan Jefferies Matt Cone Marc Chirico E. Scott Edwards Jennifer Bedell Randall Shane Fred Morris Jeffrey J. Greenbaum Andy Macrae Denise Reed E. Scott Edwards Rob Sporrer Kelly A. Kellar Denise Reed Kevin R. Lee Derek Baylor Marc Chirico Andy Macrae Andy Macrae Randolph Ruffin Derek Baylor Andy Macrae Ryan Schwab Kimberly Phinney Kimberly Phinney Kelly A. Kellar Jennifer Bedell Jonathan Jefferies Andy Macrae Fred Morris Pete Michelmore Chris Reynolds Andy Macrae Randolph Ruffin Ryan Schwab Derek Baylor Jonathan Jefferies Randolph Ruffin John Hoseman Kevin R. Lee Denise Reed Lane B. Lamoreaux Andy Macrae Kimberly Phinney Chris W. Santacroce Kelly A. Kellar Robert Black Jason Shapiro Jeffrey J. Greenbaum Jesse L. Meyer Jeffrey J. Greenbaum Ben White Jeffrey J. Greenbaum Ken W. Hudonjorgensen Robert Black Robert Black

USH PA PILOT 59

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

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 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

Logan Donovan James Doolittle Cameron Dorst Jayson Dudas Christpher Ian Durell Joshua Ellison Lance Fravel Aitor Iriso Eneko Iriso JT Kaufman Aidan Knotts Nicole Knotts Eric Konold Kevin LaBarge Jonathan Lang Corey Legge Tyler Jo Leland Newberry Bryce Lemons Elliot Levey Ilya Levitin Brian Lloyd Jenni Mabey Brayden McLean Curtis Moradkhani Alec Page Nicholas Palmer Alayna Parker Jesse Pike Nathan Pohl Brian Probst Taylor Rains Timothy Rogers Andrew Ross Daniel Savage Brandon Savage Rylan Schadegg David Shanks Milda Shapiro Tal Shprecher Brandi Siebertz Eric Smith Ian Smith Hallie Stocker Arya Tafvizi Jeff Teufel Noah Veneklasen William Wagner Joseph Wale Darian Westrick Minghui Zhou Kaweh Zolfaghar Courtney Zwart Devin Abell Ryan Avery Rachel Beaird David Beckley Peter Berkey Brian Binder Kieran Blood Sarah Brittain Adam Brown Aaron Brown Travis Brown Geoff Cheeseman Ross Cooper Ian Cooper David Crotser Nikolas Dam

STATE RATING OFFICIAL

UT CA CA NV CA UT UT CA CA UT UT UT UT UT UT UT NV NV CA CA CA UT CA CA UT UT CA CA CA UT UT UT UT CA CA UT UT UT CA UT UT CA UT CA UT CA CA UT UT CA CA UT CA CO CO AZ CA CA CA CO AZ NM AZ CO CO CO CO CO

Jonathan Jefferies Rob Sporrer Brian Kerr Stephen J. Mayer Robert Black Stephen J. Mayer Ben White Robert Black Robert Black Jonathan Jefferies Ben White Stephen J. Mayer Nathan Alex Taylor Joshua Winstead Gary Begley Stephen J. Mayer Stephen J. Mayer Rob Sporrer Mark Haase Robert Black Robert Black Stephen J. Mayer Robert Black Jesse L. Meyer Gary Begley Stephen J. Mayer Jesse L. Meyer Brian Kerr Mitchell B. Neary Jonathan Jefferies Stephen J. Mayer Jonathan Jefferies Stephen J. Mayer Jeffrey J. Greenbaum Jeffrey J. Greenbaum Stephen J. Mayer Ken W. Hudonjorgensen Jonathan Jefferies Robert Black Jonathan Jefferies Patrick Johnson Jesse L. Meyer Nathan Alex Taylor Jeffrey J. Greenbaum Stephen J. Mayer Jesse L. Meyer Robert Black Ben White Ben White Jesse L. Meyer Eric Rasmussen Stephen J. Mayer Christopher Grantham Gregory Kelley Dale Covington Chandler Papas Rob Sporrer Jeremy Bishop Patrick Johnson Misha Banks Aaron Cromer Stephen J. Mayer Chandler Papas Mauricio Fleitas Johannes Rath Douglas Brown Johannes Rath Mauricio Fleitas

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

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 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 4 4 4 4 4 4 4

Gabriel De La Parra Al Dickson Samuel Eck Natalie Fleming Spencer Frank Noah Franklin Bennett Grey Geyer Alex Gorman D. Jordan Gunderson Alan Guthals Alex Haberich Carter Hansen Joshua Herbst Grant Honeyman Kevin Hunt Amitkumar Kakkad Kim Kirch Patrick Mattes John McGuinness Michael Meadows Bryan Melonis David Ryan Norgren Jenny O'Neil Abigail Ortiz Laurent Vincent Pagnier Henry Palmaz Timothy Pratt John Rohde Eduardo Romero Robert Sandin Devin Sarantinos Doug Satterfield Jackson Schmidt Vinay Shah Barry Smith Suphakan Sukwong Lucas Szewczyk Mitchell Szpila Shadi Tasdighi Kalat Sadie Thimsen Bijan Tuysserkani Michael Utley Anthony Viton Jordon Weber Dylan Weber Christopher Wilson Hayden Zadow Xinghua Zhou Michael Clay Adamek Dominique Bagnato Evan Bell-Greenbaum Shawn Black Angela Blanch Brandon Carr Joshua Logan Dolezal David Drenning Robin Ellege Neil Douglas Elliott David Farmer Patrick Finnegan Dayton Grogan Alvin Hatton Spencer Heilner Gatlin Hubbard Allison Jolly Matthew Kilpatrick Stephanie Koop Eric Ling

STATE RATING OFFICIAL

CA CO CO AZ CO CO CA CA CO CO CO CO CA CA AZ CA CA CA CA CA CA CA CO AZ AZ CO CO CO CA CA CA CA CO CO CA CO CO AZ CO CO CO CA CO CO CO CO CO CA LA DC FL GA FL GA TN AL NC NC FL TN GA KY TX MS FL SC TN GA

Michael D. Masterson Stephen J. Mayer Misha Banks T Lee Kortsch Misha Banks Etienne Pienaar Jeremy Bishop Rob Sporrer Gregory Kelley Misha Banks Gregory Kelley Misha Banks Vito Michelangelo Stephen Nowak Jeremy Bishop Max Leonard Marien Rob Sporrer Stephen Nowak Vito Michelangelo Stephen Nowak Christopher Grantham Philip D. Russman Misha Banks Stephen J. Mayer Aaron Cromer Alejandro Palmaz Johannes Rath Ken W. Hudonjorgensen Christopher Grantham Stephen Nowak Stephen J. Mayer Vito Michelangelo Jonathan Jefferies Mauricio Fleitas Kari L. Castle Mauricio Fleitas Misha Banks Jerome Daoust Heath Woods Nathan Alex Taylor Johannes Rath Max Leonard Marien Johannes Rath Stephen J. Mayer Stephen J. Mayer Misha Banks Johannes Rath Max Leonard Marien Stephen J. Mayer George R. Huffman Nathan Alex Taylor Steven (Taylor) Couch Chris W. Santacroce Steven (Taylor) Couch Steven (Taylor) Couch Grayson Brown Steven (Taylor) Couch Steven (Taylor) Couch Luis Ameglio Grayson Brown Steven (Taylor) Couch Gary Begley Robert Peloquin Steven (Taylor) Couch Christopher Grantham Stephen J. Mayer Steven (Taylor) Couch Steven (Taylor) Couch

Ratings Issued July & August 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 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

60 US H PA P I LOT

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 5 5 5 5 5 1 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

Paul Moodie Clint Newcomb Thomas Nunn Shawn O'Banion Kyle Orth Brian Parker Ben Parker Christopher Perricone Brendon Reynolds Shane Roberts Nate Robinson Brett Russell Jon Sherry Dustin Stough Jesse Weyher Stuart Wilson Lucy Xuan Liu Owen Argue Jamil Argue Paulo Cesar De Faria Eli Chastek Quinn Connell Siamak Ghorban Faal Kara Glynos Joshua Muffin Gordonson Patrick Heal Bennett Johns Greg McGuire William Stinson Robinson William P. Selent Corey Taylor Brian Thompson Jonathan Wagner Zach Williams Cassie Young Yang Yu Stephen Arwine Alex Bogner Robert Carey Gregory Seth Hansen Keith Hoffman Patrick Hooper Tyrus Leverich Ethan Martin Chi Png James Stevens Hayden Waddle Loren Bohnett George Bokinsky Crissy Canlas Patrick Daly Jessie Duan Denis Fitts Deborah Griffith Ognjen Grujic Visal Hak Lynsey Ann Haynes Dustin Hoffman Kenneth Kim Brandon Knotts Tyler Jo Leland Newberry Greg Matthews Bryce Neilson Robert Parker Douglas B. Patrick Oleg Pryadko Ghalhang Rai Ajay Rajamani

STATE RATING OFFICIAL

GA AR TX GA GA TX TX TX TN TN TN GA VA WV SC OK TX PA PA CT MA NH MA MA NY NJ VT WI VT OH PA PA PA MI IL IL MT WY MT OR WA MT OR WA WA MT OR CA CA CA UT CA CA CA CA CA CA CA CA UT NV CA UT CA UT CA CA CA

Grayson Brown Britton Shaw Rob Sporrer Christopher J. Pyse Marc Noel Radloff Gary Begley Cynthia Currie Stephen J. Mayer Christopher J. Pyse Grayson Brown Grayson Brown Christopher J. Pyse Rob Sporrer Stephen J. Mayer David John Hebert Britton Shaw Stephen J. Mayer Lane B. Lamoreaux Lane B. Lamoreaux Marcus V. Santos Heath Woods John E. Dunn Heath Woods John E. Dunn Jesse L. Meyer Thomas McCormick Calef Letorney Mariyan Radev Ivanov Calef Letorney Rob Sporrer Michael Gatto Michael Gatto Michael Gatto Jonathan Jefferies Stephen Nowak Jaro Krupa Jeff Shapiro Fred Morris Jeff Shapiro Kelly A. Kellar Denise Reed Jeff Shapiro Kelly A. Kellar Marc Chirico Marc Chirico Jeff Shapiro Kelly A. Kellar Robert Posey Jeremy Bishop Mitchell B. Neary Hal Franklin Jesse L. Meyer Jason Shapiro Jeffrey J. Greenbaum Robert Posey Cynthia Currie Robert Black Jeffrey J. Greenbaum Jesse L. Meyer Stephen J. Mayer Stephen J. Mayer Stefan Mitrovich Chris W. Santacroce Jeffrey J. Greenbaum Chris W. Santacroce Robert Black Jesse L. Meyer Robert Black

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 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

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

John Rocca Adam Scholl Doreen Shew Jessica Suen Dave Werschky Justin Barnes Nicolas Barth Eddie Barton Alysia Borgman Kevin Carter Robert Crowder Daniel Cummins Angela Findley Natalie Fleming Kerem Kirkpinar Ana Krulec Alicia Leggett Adam Lind Steve Mayers David Patterson Jana Pivkova Linda Salamone Demet San Jared Scheid Michael Schell Mark Sipperley Barry Smith Kevin L. Smith Adam Sorensen Winston Turner Strayhorn Mitchell Szpila Todd Tankersley Theo Tehrani Scott Yorko Laurence Grundy Linda Lee Ben Parker Tiago Vitor De Paula Eder De Souza Marek Kadamus Max Kotchouro Mark Pomykacz Valdir Santana Salvatore Scaringe Gary Schnakenberg Phil Armstrong Borce Atanasov Patrick Greene Mark Jenkins Sherry Jenkins Jenna Lyons Mark Whiteside Vladimir Yanishak Raymond (Chase) Kabisch Tyler Jo Leland Newberry Chris Proctor Helene Ramsey Michael Bream Joshua Groth Brandon Hankins Justin Hoggatt Brian Keith Jessi Laird Grayson Luther Barry Smith John C. Goodwin Allen R. Sparks William H. Gottling

STATE RATING OFFICIAL

CA CA CA CA UT CA CA AZ CA CO CO CA CA AZ CA CA AZ CA CA CA CA CA CA CO AZ CA CA CO CA CO AZ AZ CO CO FL FL TX NY MA IL MA NJ MA NY

ID OR WY WA WA MT WA WA NV NV CA UT CA CO CA CO CO CA CO CA GA TN NH

Robert Black Jeffrey J. Greenbaum Jesse L. Meyer Jesse L. Meyer Dale Covington Jordan Neidinger Jerome Daoust Nathan Alex Taylor Marcello M. DeBarros Matt Henzi Kevin McGinley Max Leonard Marien Rob Sporrer T Lee Kortsch Max Leonard Marien Max Leonard Marien Jeff Shapiro Rob Sporrer Max Leonard Marien Christopher Grantham Stephen Nowak Marcello M. DeBarros Max Leonard Marien Gregory Kelley Chandler Papas Marcello M. DeBarros Kari L. Castle Ryan J. Taylor Jordan Neidinger Misha Banks Jerome Daoust Chandler Papas Johannes Rath Chris W. Santacroce Rob Sporrer Cynthia Currie Cynthia Currie Marcus V. Santos Davidson Da-Silva Jaro Krupa Heath Woods Rolan Yang Davidson Da-Silva John Atwood Jonathan Jefferies Lane B. Lamoreaux Kelly A. Kellar Fred Morris Marc Chirico Marc Chirico Jeff Shapiro Marc Chirico Marc Chirico Blake Pelton Stephen J. Mayer Robert Black Dale Covington Max Leonard Marien Misha Banks Robin J. Marien Edwin A. Williams IV Nathan Alex Taylor Marcello M. DeBarros Kevin McGinley Kari L. Castle Mark Dunn Edwin A. Williams IV Calef Letorney

CLASSIFIED Rates start at

$10.00 for 200 characters. Minimum ad charge is $10.00. ALL CLASSIFIEDS ARE PREPAID. No refunds will be given on ads cancelled that are scheduled to run multiple months.

For more info, visit ushpa.org/page/mag-

azine-classified-advertising

SCHOOLS & INSTRUCTORS GEORGIA > LMFP > provides unmatched service & attention to students & visitors.

We have over 40 years of experience making dreams of flight come true on Lookout Mtn & can't wait to share our passion with you. Visit www.flylookout.com HAWAII > PROFLYGHT PARAGLIDING > Call Dexter for friendly information about flying on Maui. Full service school offering beginner to advanced instruction, year round. 808-874-5433 paraglidemaui.com NEW HAMPSHIRE > MORNINGSIDE > A Kitty Hawk Kites flight park. The Northeast’s premier hang gliding and paragliding training center, teaching since 1974.

Hang gliding foot launch and tandem aerowtow training. Paragliding foot launch and tandem training. Powered Paragliding instruction. Dealer for all major manufacturers. Located in Charlestown, NH. Also visit our North Carolina location, Kitty Hawk Kites Flight School. 603-542-4416, www.flymorningside.com NEW YORK > SUSQUEHANNA FLIGHT PARK > 40 acre park. Awesome training hills with rides up. 600 mountain take off.

Best facility in NY to teach foot launch.

New and used WW gliders in stock. www. cooperstownhanggliding.com NORTH CAROLINA > KITTY HAWK KITES > The largest hang gliding school in the world, teaching since 1974. Learn to hang glide and paraglide on the East Coast’s largest sand dune. Year-round instruction, foot launch and tandem aerotow. 1902 Wright Glider Experience available. Dealer for all major manufacturers. Learn to fly where the Wright Brothers flew, located at the beach on NC’s historic Outer Banks.

Also visit our NH location, Morningside Flight Park. (252) 441-2426, 1-877-FLYTHIS, kittyhawk.com/hang-gliding TENNESSEE > LMFP > provides unmatched service & attention to students & visitors. We have over 40 years of experience making dreams of flight come true on Lookout Mtn & can't wait to share our passion with you. Visit www.flylookout.com

TEXAS > FLYTEXAS TEAM > training pilots in Central Texas for 25 years. Hang Gliding, Paragliding, Trikes. Hangar facilities Lake LBJ, Luling, Smithville www. flytexas.com 512-467-2529 VIRGINIA > BLUE SKY > located near Richmond , year round instruction, all forms of towing, repairs, sewing , tuning... Wills Wing, Moyes, Icaro, Aeros PG, Mosquito, Flylight, Woody Valley. www. blueskyhg.com CLINICS & TOURS BAJA MEXICO > La Salina Baja’s BEST BEACHFRONT Airsport Venue: PG, HG, PPG: FlyLaSalina.com. by BajaBrent.com, He’ll hook you up! Site intros, tours, & rooms. bajabrent@bajabrent.com, 760203-2658 PARACRANE Paragliding Tours 2020 > Fly Costa Rica, Brazil and Europe with veteran tour guide Nick Crane. Small groups, flexible schedule | Costa Rica-Jan 21-31 & Feb 4-14 | Brazil-Feb 19-29 | Germany, Austria, Slovenia, Italy June 1-10 and Sept 8-18 | France, Italy, Switzerland Sept19-29 | visit: www.costaricaparagliding.com, contact: nick@paracrane. com FLYMEXICO > Valle de Bravo for Winter and year round flying tours and support.

Hang Gliding, Paragliding. Guiding, gear, instruction, transportation, lodging. www. flymexico.com +1 512-467-2529 PARTS & ACCESSORIES GUNNISON GLIDERS – X-C to heavy waterproof HG gliderbags. Accessories, parts, service, sewing. Instruction ratings, site-info. Rusty Whitley 1549 CR 17, Gunnison CO 81230. 970-641-9315.

SERVICES LMFP has a full glider shop and sew shop for all pilot needs. From annual inspections to bigger fixes, we have you covered.

Visit www.flylookout.com or call 706383-1292 WINGS & HARNESSES LMFP has the largest fleet of new & used wings and is one of the largest Wills Wing dealers in the US. With GT Harnesses just next door, we deliver top quality custom orders on your trainer, pod, or cocoon. www.flylookout.com

Fly beyond! with the Oudie

• Touchscreen • Color moving map • Highly customizable • Thermal assistant Flytec.com • 800.662.2449

PHOTO BY

PILOT

ERIC KLAMMER

Pilot Dylan Brown flies over the Dragon’s Lair, Fisher Towers, Moab, Utah.

ART DIRECTOR'S NOTE: The enormous vertical of this location just north

of Moab is reduced to fascinating texture in Eric's image. Hunting for the pilot's shadow helps to reveal hidden depth—the massive, precipitous cliffs secreted away by a pilot's-eye view.

62 US H PA P I LOT

USH PA PILOT 63

64 US H PA P I LOT

USH PA PILOT 65

PHOTO BY

PILOT

MICHAEL MILNER

Permagrin*: A common condition contracted by paraglider pilots soaring the North Side, Point of the Mountain, Draper, Utah at sunset. New pilot Michael Milner catches that moment of joy we're all looking for in the sky. *Also see side effects of paragliding.

ART DIRECTOR'S NOTE: The smile says it all, but what makes this joyful selfie stand

out is the picture within the picture. What better use of page space than to enlarge the reflection in his goggles so we can see where he is coming from AND where he is going? We can imagine ourselves both photographer and pilot. Eagle eyes will spot a total of five wings (hint: Michael's wing doesn't count since we can't see the airfoil).

PHOTO OF

PILOT

CHASE MERRILL-HARRIS

Chase Merrill-Harris coming in for a landing at White Horse Ledge in North Conway, NH. This photo was snapped by the pilot's partner, Jason Harris.

ART DIRECTOR'S NOTE: Sometimes it takes both photo and caption to paint the proverbial thousand words.

Knowing that photographer and pilot will soon be reunited in a field of flowers gives this final approach a special dollop of sunshine. Perhaps they're not the first couple the gazebo has united? Crisp composition. Great caption.

66 US H PA P I LOT

FLYING GEAR SERVICE SHOP USH PA PILOT 67

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

LASER TRIM TUNING

Glider Tuning with Pre-Trim and Post-Trim Reports

RESERVE REPACKS

Rounds, Squares, and Rogallos

LINE MANUFACTURING Sheathed and Unsheathed

1600 SQUARE FOOT FULL SERVICE SHOP QUICK TURN-AROUND TIMES ON SERVICE

www.paragliding.com, 805.968.0980

The Oudie 4 by Naviter combines unmatched color mapping and high-sensitivity navigation to create the ideal flight instrument for competition, serious XC, technical, and recreational pilots.

The touchscreen interface offers superior control and unparalleled user customization.

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