USHPA Pilot Vol51-Iss2 Mar/Apr 2021

MARCH/APRIL 2021

UNITED STATES HANG

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2 US HPA PI LOT

USHPA PILOT 3

Pilot: Juan Robles

Photo: Óscar Lagarrotxa

cover photo by CATHERINE RIOS

Flight Plan [ Editor > LIZ DENGLER ]

Expression session: Sunset soaring over the fall colors in Aspen Colorado on a Little Cloud Gracchio.

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.

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One evening this past winter, I was relaxing on the couch after a long day of early-season backcountry skiing. It had been a pleasant-enough tour with a decent amount of skinning up but significantly less skiing. On the ski down, I hit a rock. Actually, I hit about 20, but this one was mean. Eject from my ski? Yes, yes I did. Hike the rest of the way back to the car? Also, yes. This was my second of two tours at this point in the year, both of which resulted in core-shots to my skis and me having a rather abrupt interaction with the ground. What can I say? I was anxious to get out and was really hoping for more snow.

My first tour out that year was a hopeful day in the mountains with forecasted light winds all the way to the heavens. Living at 9,000 feet, everything around me is “the heavens.” Taking advantage of the forecast, my partner and I skinned out to a ridge that, on the right day, allows for speedriding laps from 12,000 feet.

A popular spot for backcountry tours, we met a few skiers at the top of the ridge. After explaining what we were up to, one of the women, with no hint of incredulity in her voice, remarked that she’d never seen or heard of speedriding before. It dawned on me that I, a woman in a party of two, was to the inexperienced eyes of this other group representing 50% of the sport.

After a quick refresher flight, I skinned back up for round two.

However, given the now light but rather cross conditions on the ridge, I decided to keep the wing in the bag and ski the next round. The snow was nice but thin, and I carefully made my way down to the main track. Just as I neared the bottom, I nailed a rock hidden under the snow that sent me head-over-heels while my non-ejected ski helicoptered around me as though attempting to keep me in the air. As I lay in the soft, deceivingly thin powder, all I could think was, “Geez, maybe I should have flown it instead.”

Back on the couch perusing Netflix, I found a documentary to watch about a group of women pilots fighting for their place in space flight. It was an intriguing tale full of eccentric and tenacious women, and I found myself smiling throughout the film.

Spoiler alert (although this is history and therefore not really a spoiler): the film wraps up talking about Eileen Collins, the first woman to command a space shuttle. When I saw a news clip of Collins that I had seen when I was younger pop up on screen, I had a realization.

I was 13 when Collins became the first woman shuttle commander. At the time, I remember wondering why everyone was making such a big deal about a woman piloting a shuttle. Looking back, I understand the gravity of her position. Seeing a woman accomplish something like that when I was so young normalized it for me. I never questioned if I could do something in a historically male space.

I had the privilege of growing up in a family that made my being a woman a non-issue. With the exception of grade school

USHPA PILOT 5

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sports, where they automatically divided the genders, I always dove headfirst into activities where the majority of participants are men. I was a geologist, am comfortable traveling alone, built out my camper van, enjoy sports like rock climbing, mountain biking, and backcountry skiing, and learned to fly—all environments that are generally dominated by men.

Yet most times when I spoke to people (both men and women) about my lifestyle or my passions, they always seemed shocked that I did this on my own. I never considered anything else; it was normal for me to go after what I wanted. What made it hard was everyone else questioning that I could do it, often pointing to my gender as a reason that I could have failed.

Being the only woman doing things in a group of men has never bothered me. However, when I started to paraglide, the lack of women pilots became more apparent. Perhaps it is because free flight is a more social ac-

tivity than I have pursued in the past that I notice it more. With free flight, there’s a fair amount of faffing about while waiting for it to turn on, making it more obvious when I am the lone woman on a launch.

Don’t get me wrong; all the pilots I fly with are welcoming and supportive—that’s not what this ramble is about. Rather, I often think about other women onlookers who may only see men fly. The stark numbers can give the impression that the sport is inaccessible to women. Yes, there are free-flight hotspots where the ratio of men and women pilots is closer to 50:50; however, across much of the States, the numbers are still skewed.

On several occasions, I’ve landed or been out kiting alone, and a curious sort will come up and chat with me about what I’m doing. These days, it is not lost on me that this person’s first introduction with this sport is with me, a woman. The ever-growing number of women pilots is starting

to normalize this for others out there.

We represent a historically smaller but growing margin, and, with luck, we will continue to increase those numbers and inspire young girls or other women to go after what they want. Though I didn’t think about it when I was a kid, representation does matter. Seeing someone you identify with, in a role you aspire to, is the first of many steps of making a dream a reality.

Thank you to all the lady birds out there getting after it and to all the men that make it a non-issue for us to share the skies. And, as we strive to build a more inclusive community, thank you to all the pilots working to improve the sport and make it more welcoming to all pilots, regardless of gender, race, age, or anything else that might historically have discouraged people from pursuing their dream of free flight.

2021 March/April CONTENTS 12 ACCIDENT REVIEW

4 FLIGHT PLAN

The Myth of the Flat Turn

9 LAUNCHING

by JOHN HOVEY

10 FINDING LIFT 12 ARC 48 CALENDAR

14 BOOK REVIEW

49 CLASSIFIED 50 RATINGS 52 FINAL

10

14

Paragliding: The Beginner's Guide

by JEFF SHAPIRO

24 WEATHER

Coastal Soaring

Don't let the smooth taste fool you.

by HONZA REJMANEK

26 COMPETITION

26

20

Success Story

Northern California Cross Country and Sprint Leagues 2018.

by JUGDEEP AGGARWAL

44 LEARNING CORNER

Anatomy of a Rescue What to expect when you call for help.

32

38

10 2020 USHPA AWARDS

32 WOODRAT

by BEN WHITE

by SHANE PARRECO

Recognition where recognition is due.

And the Crash Pad.

20 CROSS COUNTRY CHASE

38 RED ROCKS FLY-IN

by LISA VERZELLA

by STACY WHITMORE

Training your driver.

6 US HPA P I LOT

What do the pilots think?

by JUSTIN GRISHAM

Reliable Paragliding Equipment advance.swiss

USHPA PILOT 7

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Photo Sepp Inniger – Gasterntal, Schweiz

BOARD OF DIRECTORS Terms Ending in 2022 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

Bill Hughes (region 1) Tiki Mashy (region 4) Paul Voight (region 5) Kate West (region 5) Terms Ending in 2021 Jugdeep Aggarwal (region 2) Steve Pearson (region 3) Kimberly Phinney (region 1) Sara Weaver (region 3) Jamie Shelden (region 3)

OFFICERS Steve Pearson, President president@ushpa.org Matt Taber, Vice President vicepresident@ushpa.org Jamie Shelden, Secretary secretary@ushpa.org Bill Hughes, Treasurer treasurer@ushpa.org For change of address or other USHPA business

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

Matt Taber (region 4) 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 9

Launching

[ Latest Gear ]

NEO HEXAGON Multi-certification helmet is designed and tested for paragliding and speedriding (EN966), skiing and snowboarding (EN1077), alpinism (EN12492), and ski touring (PCSR001). It features an adjustment wheel, removable ear covers, and foam interior and weighs 530g (M), coming in S, M, L, XL, XXL. $125 through Super Fly, Inc. www.superflyinc.com 801.255.9595 or your local dealer.

NIVIUK ARTIK 6 The Artik 6 is a fusion of outstanding performance and accessibility to sate your hunger for kilometers. Greater damping and stability keep the wing solid in turbulence and in the different phases of a flight, thus increasing the enjoyment of flying. An agile and intuitive wing guarantees fun in every flight. Glide performance similar to a high performance wing. The Artik 6 (EN-C) is a communicative wing that will allow you to continue learning safely but with added maneuverability and performance. For more information please visit

eagleparagliding.com

FLYMASTER USA is proud to announce the long awaited LIVE DS is available for pre-orders at a discounted price. The LIVE DS offers all of the features of the LIVE SD 3G plus, dual screens, bluetooth, 4G cell network connectivity, voice assistant, optional FLARM module, and a host of other features. For more information contact Jug at jugdeep@flymasterusa. com or visit www.flymasterusa.com NIVIUK TAKOO 5 The fifth generation Takoo marks the end of distancing between pilot and passenger. A stable, safe wing with excellent maneuverability to satisfy the demands of both adventurers.

A tandem wing designed to satisfy the most exacting professional dual pilots.

Its durability and performance make this a glider that you will not want to part with. Experience a tandem wing as you never imagined it and let yourself be carried away by its supreme comfort and stability. Enjoy each flight with a tandem wing that adapts perfectly to your needs and those of your passenger. For more information visit eagleparagliding.com

FLYMASTER USA is now offering a service to personalize your VARIO LS or GPS LS by printing your own unique design on your instrument case, making it the ultimate in personalization. For more details go to www.flymasterusa.com or email Jug at jugdeep@flymasterusa.com.

BIPBIP PRO The all new Stodeus BipBip PRO is the most reactive vario in its class. With unlimited battery life (solar charging) and a sensor that samples the air 100 times per second, the BipBip PRO alerts you to surrounding weak lift and changes sound profiles when you should start your turn. At 26g you wouldn’t notice if it were a part of your kit if it weren’t for the automatic on Takeoff Detection and (up to) 95dB buzzer. $119.95 Available through Super Fly, Inc. www.superflyinc.com 801.255.9595 or your local dealer.

NEO ROCKET BINERS Designed specifically for flying and made to be trusted.

The 10cm aluminum cylinder features a wide gate opening to fit any wing and boasts a wide flat base to fit on any harness. This carabiner is certified to be loaded on several axes at once, and holds the gate closed with an auto lock system.

It weighs 64g, two colors, one size fits all applications. It’s $60 for the pair through Super Fly, Inc. www.superflyinc.com 801.255.9595 or your local dealer.

Finding Lift

[ Executive Director, USHPA > MARTIN PALMAZ ]

Meet USHPA’s New Board There’s been a lot of uncertainty in the past year, but I believe we’ll have more to look forward to in 2021. Here at USHPA, we’ve finally completed a process begun several years ago to reduce our board from 26 regional directors to 10 national directors. With a smaller board, our organization will be able to quickly counter and adapt to coming challenges and pursue innovative projects.

Interested in a more active role supporting our national organization?

USHPA needs you!

Have a skill or interest and some time available?

VOLUNTEER! ushpa.org/volunteer

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.

Similar to previous boards, all of this year’s board members are experienced pilots dedicated to free flight. In addition, we are excited to announce that, for the first time, half of USHPA’s directors are women, providing new perspectives and representation that will undoubtedly benefit our sports as a whole. I’m excited to see what USHPA will accomplish this year and would like to briefly introduce you to each director.

Steve Pearson, president

Region 3, 2021 - president@ushpa.org As a managing partner and product development engineer at Wills Wing since 1977, Steve has designed over 100 hang glider models and flown 5,000 different gliders. He also flies paragliders and is a licensed private pilot. Steve believes that the hang gliding and paragliding communities are stronger together and that our diversity, experience, and technologies complement each other.

Matt Taber, vice president

Region 4, 2022 - vicepresident@ushpa.org Matt has been flying hang gliders for over 40 years and owns Lookout Mountain Flight All AIRS reports are completely confidential. Park in Georgia. A longtime active instructor, tandem instructor, tandem and instructor administrator, glider mechanic, tow plane pilot, Do you have questions licensed private pilot, USHPA board member, about USHPA policies, and more, Matt has been involved with every programs, or other aspect of the sport. areas? Email us at:

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

Jamie Shelden, secretary

Region 3, 2022 - secretary@ushpa.org Jamie has been hang gliding for nearly three decades and is returning to USHPA’s board after a few years away. She serves as USHPA’s CIVL Delegate and CIVL Bureau Vice Presi-

dent and has run the majority of hang gliding competitions in the U.S. for the past 15 years.

Jamie recently moved to Southern California, where she regularly flies at Andy Jackson Airpark.

Bill Hughes, treasurer

Region 1, 2022 - treasurer@ushpa.org Bill has been the chair of USHPA’s Competition Committee for several years, as well as a board member and general secretary of the Paragliding World Cup Association (PWCA).

A paraglider pilot and Washington state resident for over 20 years, Bill frequently flies in U.S. and international competitions.

Jugdeep Aggarwal

Region 2, 2021 - director01@ushpa.org A paraglider pilot for more than 20 years, Jug has been running league competitions for over a decade to help increase pilot participation and reduce attrition. He has served on USHPA’s board for several years and currently chairs USHPA’s Awards Committee.

Tiki Mashy

Region 4, 2022 - director06@ushpa.org Tiki has been hang gliding for 40 years and owns Cowboy Up Hang Gliding in Texas. A national and world record holder, she has previously served as a USHPA director and is currently on the board of her local chapter.

Tiki has logged 4,000 hours of hang gliding on five different continents.

Kimberly Phinney

Region 1, 2021 - director03@ushpa.org Kimberly learned to paraglide 13 years ago and currently owns a paragliding school at Pine Mountain. She has developed flying sites around the world and has run U.S. paragliding competitions.

Paul Voight

Region 5, 2022 - director07@ushpa.org Paul has been living and hang gliding in the Northeast since 1972. He has taught and served as an administrator for both hang gliding and paragliding, was USHPA vice president under two different presidents, and

USH PA PILOT 11

ran a successful flight school for more than 30 years. Paul is currently USHPA’s Tandem Committee co-chair and serves on his local chapter’s board of directors.

Kate has been involved with organized competitions in the U.S. and Mexico for the last five years and is looking forward to continuing to work to preserve free flight.

Sara Weaver

USHPA is your organization, and I’m looking forward to collaborating with the board, our volunteers, and our members for a productive year. Please feel free to contact the USHPA office (communications@ushpa.org) or directors with any questions, comments, or concerns.

- Blue skies, Martin Palmaz Executive Director, USHPA

Region 3, 2021 - director04@ushpa.org Sara started hang gliding six years ago as a dune instructor at Kitty Hawk Kites. Since then, she’s flown in multiple hang gliding competitions and now writes regularly for USHPA Pilot and Cross Country Magazine.

Kate West

Region 5, 2022 - director08@ushpa.org Kate served as USHPA’s president for most of 2020 after stepping up from her role as vice president. She has been hang gliding since 2014 and also has her private pilot’s license.

ABOVE Ellenville Flight Park, NY. Pilot Michael Strother on approach to landing after concluding a long, enjoyable soaring flight over golden trees on his Wills Wing Sport 2 155.

Accident Review Committee

[ analysis by > JOHN HOVEY ]

The Myth of the Flat Turn

In order to stay as flat as possible, he kept his Turning a paraglider is simple. New pilots are weight centered and added more brake to turn taught “Look, Lean, Pull” as a memory aid that “flat” in the lift band. Suddenly the wing was cues them to first LOOK in the intended turn thrashing overhead, and the pilot was dashed direction to check for traffic and other hazards, against the cliff, coming to rest on a small ledge then LEAN to apply weight shift in the turn direction, and then finally PULL the toggle on that with multiple broken bones. A costly vertical rescue and a long season of recovery followed. side to smoothly and progressively add brake input into the turn. With experience, this methWhy would a paraglider pilot not use weight od produces beautiful, smooth turns where the shift? There are a few reasons. Early in training paraglider rolls into a carving arc and then out when the sensations of flight can be overwhelmagain without oscillations or wobbles.

As simple as “Look, Lean, Pull” is, recent acciing, pilots may be scared to apply weight shift simply because it feels intimidating to lean over one riser or the other. Instructors can address this by having students practice turns on the ground while hanging in the simulator, encouraging athletic, full-body weight shift movements. You will know you are leaning in your harness properly when your hips are tilted with one butt cheek in the air, your head is outside of the risers, and your carabiners are no longer dents highlight that a failure to execute any of level. The inside carabiner should be lower than these three components can spell disaster for the pilot. While failure to LOOK can lead to mid- the outside one. Simply crossing your legs is not enough. Students should also be coached in air collisions or flight into terrain, this article flight through practice turns using weight shift will focus on failure to LEAN which has caused only (Look, Lean, No Pull) to understand how recent accidents among USHPA pilots. Insuffimuch weight shift is required to initiate and cient weight shift results in poor turn perforsustain a turn. mance, invites overuse of brake input, and can Another reason pilots fail to use appropriate cause a pilot to spin the glider—possibly leading weight shift comes from misunderstanding how to a crash. an aircraft actually turns. We call this the Myth Case #1: A pilot was 100 feet AGL and realized of the Flat Turn, propagated by the Cult of the the wind had shifted in the LZ. Her options Flat Turn. The myth encourages pilots to use a were either to land with a tailwind or make a brakes-only turn in order to “not lose height” or 180-degree turn. She slowed the wing to minisome other false benefit. There are also sects mum sink in order to buy some time to think of the Cult of the Flat Turn that believe in not and remembered an instructor saying “Never land with a tailwind.” So the pilot buried the left using weight shift and applying only rear-riser input or even stabilo line input. The most danbrake in a desperate attempt to reverse course at the last minute. Instead of turning 180 degerous belief is that a flat turn may be achieved grees, the wing seemed to suddenly fall straight by leaning away from a turn, i.e. by applying opdown, and the confused pilot sustained serious posite weight shift! These beliefs are wrong and injuries. Witnesses agree that the left wing spun can easily cause a pilot to spin their paraglider and then surged, swinging the pilot into the LZ and crash. from a height of about 25 feet.

When you look at any activity that involves Case #2: A ridge soaring session was coming to turns in arcing paths, whether carving turns an end, and the lift band was losing its strength. on skis, racing around hairpins on a motorcycle, Pilots were starting to sink out, but one pilot or shredding in the skate park, all these mawas flying slow with brakes at carabiner height neuvers require a rolling motion into the turn (at minimum sink, he later says) to try to scratch direction to cause the path of the rider to arc. out a few more beats up and down the ridge.

Tighter turns require more roll. Paragliding is no

󲢫 Failure to LOOK can lead to midair collisions or flight into terrain. This article focuses on failure to LEAN which has caused recent accidents among USHPA pilots. 󲢻

12 US H PA P I LOT

USH PA PILOT 13

different. You cannot turn a paraglider “flat” in the same way that you can’t rip around a track on a bike without leaning it over, the same way you can’t carve turns on skis without using your edges. You’ll dump the bike, you’ll wipe out on the snow, and you’ll spin your glider.

According to Adrian Thomas*, professor of biomechanics at Oxford specializing in avian aerodynamics, who is also a two-time British paragliding champion, “No matter how you execute the turn you need to generate the same force in the direction you want to turn in. For a steady turn, that force is most efficiently generated by banking the wing so that the airflow on it is as near as possible to the designed condition (straight steady symmetric flight).

The tighter the turn, the larger the force that is required, so the steeper the required bank angle (all other things being equal).”

Aerodynamically, since brake input creates drag, the most efficient turn will always be the one that uses the least brake input. When a pilot doesn’t apply weight shift (or applies opposite weight shift) the glider doesn’t want to turn, so the pilot is tempted to use too much brake input.

The combination of a lightly-loaded wing and deep brake input stalls the inside wing, causing a spin. Spins at altitude (for example, when thermalling) may allow the pilot enough height to recover. Spins close to the ground, however, like when ridge soaring or turning to land, do not allow enough height for a paraglider to surge, dive, and regain flying speed before intersecting and potentially impacting with the ground.

Our Accident Review Committee reports contain many accounts of paraglider pilots who applied excessive brake input while steering which led to a spin and a crash. The solution is a return to the fundamentals: Look, Lean, Pull.

Execute a well-developed turn every time. Chris Santacroce, co-chair of the Accident Review Committee, encourages an expanded procedure: “Think, wait, look, wait, athletic weight shift, wait, light brake, wait, THEN whatever brake is necessary as the turn is already well developed.

All of that takes tons of time. That’s why pilots have to think ahead and start the process of developing the turn early.”

Other dangerous situations that may contribute to poorly executed turns and spins: Lack of spin awareness: Any paraglider will spin if enough brake input is applied on one

side. Take an SIV course and learn what your glider feels like at the “point of spin” right as the wingtip begins to peel back and before a spin develops. Typically, brake pressure increases with brake deflection right up to the point of spin, where brake pressure suddenly decreases.

At this point, immediately releasing the brake to “hands up” position prevents the spin and resumes normal flight.

Shortening brake lines: Manufacturers design brake lines to allow proper control of paragliders, to create zero deflection of the trailing edge in all flight conditions (including full speedbar flight), and to allow recovery from stalls and spins. Shortening brake lines causes many problems, and it can cause spins because a pilot may unintentionally apply excessive brake input. Don’t do it unless you really know what you are doing, and even then brakes should only be shortened 1 cm at a time between practice flights and kiting sessions.

Glider out of trim: Annual glider inspection (or as per manufacturer specifications) will ensure that your glider is trimmed properly.

Lightly loaded C-lines, D-lines, and brake lines can shrink over time, which results in a slower wing and can also make a paraglider more prone to stalls and spins. Inspection and trimming is also called for any time a glider gets wet or if something just feels wrong. * www.paraglidingforum.com/viewtopic.php?t=35905

KEY POINTS FOR PROPERLY TURNING A PARAGLIDER • Lean and apply weight shift during every turn • Remember: LOOK, LEAN, PULL • Better yet: THINK, wait, LOOK, wait, LEAN, wait, PULL GENTLY, wait, ADD BRAKE • There is no such thing as a flat turn • Don’t shorten your brake lines • Service your glider regularly • If you have a background in other canopy sports such as skydiving or BASE, understand that paraglider wings use MUCH less toggle input than parachutes • Avoid turns near the ground—especially steep or sudden turns

BOOK REV IEW

Paragliding: The Beginner's Guide

14 US H PA P I LOT

As instructors around the globe do their best to pass on hard-earned lessons, skills, and flying-related wisdom, I would guess many, including myself, would agree that an updated and modernized “beginner’s guide” to paragliding would be gratefully received. Don’t get me wrong. The Art of Paragliding by Dennis Pagen and the Paragliding: A Pilot’s Training Manual by Mike Meier are both fantastic resources. However, many things have changed in the sport of paragliding since 2006.

Recently, I had the opportunity to read and review just that—the newest instructional aid and “how-to” paragliding book. It’s needless to say that I was psyched to see what is now available as a comprehensive manual to students and pilots worldwide. After reading through Paragliding: The Beginner’s Guide, which is published by Cross Country Magazine and co-authored by two experienced and well-rounded pilots, I was pleased to see that it’s so much more than just a “how-to” book. This book covers topics ranging from history and weather to rules and regulations, and I was immediately struck by how thorough and comprehensive this beginner’s manual actually is.

Appropriately, authors Bastienne Wentzel and Ed Ewing are both very skilled teachers and writers. Besides being a pilot who loves acro, coastal soaring, and hike-and-fly adventures, Wentzel is a professional science writer and the editor for the Dutch paragliding magazine, Lift.

Ewing is a well-respected journalist and is best known in our community for both his piloting abilities and for being the editor-in-chief of the magazine we all know and love, Cross Country.

One of the first things that jumped out at me when I received my copy was how well organized this book is. Each chapter is easily distinguished by color-coded pages, and the subjects of each chapter have a logical flow with one

[ contributed by JEFF SHAPIRO ]

leading into another. I think that organization is often overlooked if the authors do this well; but for me, it was immediately appreciated as it made the book’s sections easy to read and the information easy to retain.

As an example, when a student gets started, it’s helpful to first learn a bit of history about paragliding and, of course, about the paragliding equipment, an obvious prerequisite leading to any discussions about technique. With its bright photos of modern gear, smiling faces, and high-quality illustrations, this book was written for someone learning to paraglide in 2020. And noticeably, the information presented was universally relevant for international pilots.

With subjects such as towing and mountain launches, I didn’t find any techniques discussed in this book to be exclusive to a single demographic or nationality.

Another aspect of Paragliding: The Beginner's Guide that I appreciated was that the information is more than just a “follow along” for students and instructors. The book provides detailed answers to common questions which should inherently decrease an instructor’s workload while increasing the student’s knowledge on topics such as gear. I liked that

USH PA PILOT 15

the authors point out more than just facts, also discussing their opinions to give the student an honest perspective. For example, on the subject of flight instruments, Wentzel and Ewing write, “Some pilots love their instruments; others can take them or leave them. They can be a distraction, so at the start of your flying career it can be better to keep it simple.” Another good example is their section on harness fit. In my opinion, having some of these common questions addressed allows for a better-informed discussion between an instructor and her/his students than one which is limited to a single opinion. It takes a village, you know?

As far as the “meat" of the book, the techniques discussed and illustrated are excellent.

Illustrations include both graphics and photographs. I was also happy to see chapters devoted to basic weather, navigation, and aerodynamics in addition to the “how-to” elements. It’s been my experience that many people learning to paraglide initially operate with a mentality similar to other mountain sports like skiing or mountain biking. But aviation presents a specific level of consequence and requires a knowledge, skill set, and disciplined decision-making process that’s unique from other ground-bound activities. Learning and having a sound grasp on subjects like aerodynamics and the air masses we launch into on a given day is absolutely mandatory. For those reasons, I was grateful to see these, and all of the other subjects relating to modern sport aviation, not just addressed but well represented, organized, and presented in a way that was easy and fun to read.

As we creep out of winter in the northern U.S., there’s no doubt we’re all looking for things to occupy our eternal para-stoke as we wait for the flying to get good again. Although this book is a “beginner’s guide,” I think there is a lot to glean from its pages for all pilots. For certain, it’s destined to become an appreciated reference on any pilot’s bookshelf. So if you’re watching the snow fall, escaping the winter on a flying adventure in the Southern Hemisphere, or especially if you’re about to embark on the epic path of learning to fly paragliders, I can highly recommend Paragliding: The Beginner’s Guide. Huge thanks to Ed Ewing and Bastienne Wentzel for their contribution to our community. Upon finishing this book, I honestly had one sentence come out of my mouth: “It’s about time!”

LEFT Authors of Paragliding: The Beginner's Guide, Bastienne Wentzel and Ed Ewing.

2020 USHPA Awards

E

[ contributed by > BEN WHITE ]

and making existing pilots safer and better.

As one nominator recalled, “Back in the day, Malcolm was one of the very, very few truly good, versatile pilots in the world. He has consistently given positive public exposure to our sport and community. He has introduced countless people to hang gliding through the innovative development of safety and instruction methodology.”

Another noted, “Malcolm developed the technology, established the practices, and set the standards for aerotowing. In doing so, he made it possible to hang glide effectively while launching from flat ground." The nominator Presidential Citation continued, "Additionally, his investment in deKate West, the 2020 acting president, had this to share about her selection. “This year, I am veloping the Dragonfly LSA purpose-built for selecting James Bradley for the 2020 Presiden- towing hang gliders, and towing bridles that tial Citation. Not only has he worked through reduce pressure forces, thereby increasing the establishing the RRRG, but he has also guided safety of aerotowing, he took hang gliding to places it would not have otherwise reached.” us through our recent governance change, They continued, “The safety record comchaired the Strategic Planning Committee, and has been a calm voice of reason for those bined with the sheer number of tandem tows who work with him. James has given an Malcolm Jones has performed for almost 50 extraordinary amount of time, effort, and ded- years stand in unshakable testament to the soundness of Malcolm’s practices and his ication to USHPA wholeheartedly. I believe he deserves the thanks of our entire organization commitment to the safe advancement of hang gliding.” for his inspiration and contribution. I hope Yet another nominator said, “Malcolm Jones this can be a token of my appreciation.” has dedicated decades of his life to providing a Congratulations, James, for the work you safe, fun, and secure flight park environment have done. for pilots to enjoy. From the moment he wakes up each day, till day's end, his lifestyle involves Rob Kells Memorial Award maintaining and improving the flying enviThe Rob Kells Memorial Award is awarded to pilots who are long-standing active members ronment at the park.” of the free-flight community who have consisSimply put, Malcolm Jones is precisely the type of individual the Rob Kells Memorial tently promoted the safety and wellbeing of Award is intended to honor. His facilities are other pilots and have a demonstrated pattern second to none, and he continually works to of self-sacrifice. Recipients have the ability promote hang gliding. It is clear that Malcolm and means to help others achieve flight and the drive to make it all happen. This award, on has dedicated his life to this goal. Congratulapar with the Presidential Citation, is one of tions Malcolm!

USHPA’s highest honors. This year, we award the Rob Kells Memorial Award to Malcolm Hang Glider Instructor of the Year Jones.

Billy Vaughn is a long-time pilot and hang Malcolm is the owner of Wallaby Ranch gliding instructor known for his outstanding Flight Park in Orlando, Florida. Many have enthusiasm in his mentorship and instruction. said that Wallaby Ranch, which was founded He has been a huge influence on countless in 1991, is the most successful business in free pilots in the free-flight community. As an flight, introducing thousands of people to instructor, he has taught at Blue Sky and Kitty hang gliding over the years. Malcolm works Hawk Kites Hang Gliding Schools and is adept every day, focusing on promoting hang gliding at both beginner and advanced instruction, very year, U.S. free-flight pilots do amazing things. Sometimes, they inspire their fellow pilots so much that they receive an award. USHPA recognizes these pilots for their contributions to free flight with two types of awards: dedicated awards, with a theme for each one that is maintained year after year, and commendations, awarded to those who have made a significant contribution to free flight in the past year which does not fall into the category of a dedicated award. Congratulations to these 10 outstanding pilots!

JAMES BRADLEY

MALCOLM JONES

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USH PA PILOT 17

including teaching instructors to be better instructors.

As one nominator said, “Excellence in instruction requires subject mastery, availability, emotional intelligence, and patience. Anyone who has ever seen Billy Vaughn fly, rebuild gliders, or teach a lesson can speak to his mastery of hang gliding. His ability to develop close relationships with everyone—from high-strung engineering students to laid-back snowboarding pros—speaks to his emotional depth. Lastly, he spends the same deliberate, instruct-until-understanding time with every person he speaks to.”

“Billy’s long career in the world of hang gliding has influenced and changed many more lives than just my own,” said another nominator. “In the past few years, Billy has ‘doubled down’ in his passion for sharing his love of free flight with others. Billy began teaching at Kitty Hawk Kites again, started building incredible new student hang gliders, worked closely with the Rogallo Foundation as well as PASA and is in the process of writing our story via a biography on Francis Rogallo. Billy is an outstanding mentor and instructor who has dedicated much of his life to creating new pilots and instructors.”

Congratulations, Billy, and thank you for all the years of phenomenal instruction and mentorship.

Paraglider Instructor of the Year

Congratulations to Rob Black who received an overwhelming number of nominations for Paragliding Instructor of the Year. Rob runs his paragliding school, Penguin Paragliding, out of the San Francisco Bay Area. He has done an exceptional job of teaching students to fly and creating a supportive community of pilots.

One person said, “Rob Black is a gifted paragliding instructor and entrepreneurial businessman who operates an exemplary school that trains superior paragliding pilots.

He goes the extra mile with every student, including a senior citizen with a significant hearing problem. Rob cares about those among us who are disadvantaged, and he’s an all-around good guy.”

A nominating letter, signed by over 50 of his students, said, “We feel incredibly fortunate to have Rob as our instructor. He is an effective

teacher who focuses on safety, as well as a role model and community leader who inspires those around him to be the best pilots they can be. Rob is an accomplished paraglider pilot who embodies all one could hope for in a pilot and a teacher—intelligence, thoughtfulness, a deep caring for his students and the community at large, and an enthusiasm for the sport that is nothing short of contagious. To ensure that students almost always have the chance to fly or kite, he has developed training sites that match weather conditions with student abilities. He utilizes a wide variety of teaching techniques and modifies approaches to meet the learning style of each student. Rob maintains a limited student-instructor ratio to ensure that each student is closely supervised and that learning is reinforced at the pace of the individual.”

Not only does Rob go above and beyond to teach new pilots to fly, but he also gives back to the sport by flying safely, being a good ambassador for the sport, helping with site maintenance, respecting local landowners, and answering questions for the general public. Rob regularly organizes local trips for the Penguin Paragliding community to regional flying sites. He makes himself available for technical support for P2 and P3 pilots and provides opportunities to safely introduce new pilots to ridge soaring, coastal soaring, and mountain flying. Until COVID-19 restrictions halted international travel, Rob escorted trips to Colombia, France, Switzerland, and Bali.

In every nomination letter, there was mention of his focus on safety. “He is committed first and foremost to safety. Rob ensures that his students are exposed to and adept at handling a significant variety of launch, flight, and landing conditions,” one nominator wrote.

His nominations also emphasized his stellar reputation as a pilot, teacher, and community builder. Another nominator summed this up: “Rob is a skilled pilot, an excellent teacher, and builds a strong community, ensuring that pilots will remain flying safely in the sport for many, many years after their amazing first flight.”

Thank you, Rob, for all your efforts to grow a safe, fun, and vibrant free-flight community.

BILLY VAUGHN

ROB BLACK

Website of the Year

The Website of the Year award goes to Dave Webb for his work revamping the Crestline club's website. His improvements upgraded the website to a professional level with full functionality and complete data sets that allow the club admin to adjust fees and membership details. “Dave has been pivotal in updating the Crestline website which is now looking great and updated from the last one,” noted a nominator.

DAVE WEBB

JEFF BEVAN

LINDSEY RIPA

18 US H PA P I LOT

Commendation

Jeff Bevan is a lifetime connoisseur of adventure sports who added paragliding to his repertoire nearly a decade ago. Jeff calls Colorado home, and paragliders interested in flying the mountains come to him to learn to fly safely at some of the most spectacular sites of central Colorado. “In particular, Jeff is the master forecaster and guide for the spectacular Mt. Princeton site. He has led many trips up to this memorable flying experience, often forgoing flying himself to get people off during a safe morning flying window. His willingness to enable others to fly this site is worthy of commendation,” said one nominator.

Thank you, Jeff, for your mentorship and support for pilots in the free-flight community.

first cross countries, biggest distances, and highest altitudes.”

Another said, “Lindsey Ripa has been heading the efforts to normalize and encourage the participation of women in free flight. Her tireless work putting together the women’s Swifts Fly-in event in Villa Grove paid off with a successful event where women made up almost 15% of the participants! That may sound like a small number, but for many women, most days, we are the lone lady on launch.

Being part of an ever-growing community of female pilots is wonderful, and Lindsey has been enthusiastic in supporting women and driving change in the sport. The Swifts Fly-in was an amazing accomplishment, and Lindsey Ripa (along with her supportive partner Tyler Burns) is the reason it was so successful.”

A diverse population of pilots broadens our capacity to grow, learn from each other, and thrive as a sport. Lindsey’s efforts to create a welcoming environment that focuses on female pilots’ perspectives and needs is a welcome addition to the circuit of flying events.

We applaud her enthusiasm and dedication.

Thank you, Lindsey, for all of your efforts in supporting women in free flight.

Commendation

The joys of free flight are often experienced high above the ground, but to get there, we need people on the ground developing and maintaining our flying sites. This year we Commendation Lindsey Ripa has volunteered significant time commend Bob Soares for his years of hard work and dedication to developing the new and effort towards supporting women in free Dunlap North flying site, established in 2020. flight by growing the Rocky Mountain Swifts Bob and his son, Ryan Soares, set out to community, a group dedicated to bringing female paraglider pilots together. She has also reestablish flying in the Dunlap Valley after it was shut down for several years. To do so, they organized the Rocky Mountain Swifts Fly-in volunteered their time driving Forest Service for the past two years in the beautiful and roads and contacting local landowners to find remote San Luis Valley in Villa Grove, Coloraand access new launches and landing zones do. In that time, this event has soared from in the area. After countless hours of searchhosting around a dozen to nearly 30 female paraglider and hang glider pilots. ing, they found two landowners (launch and As one nominator noted, “Lindsey has put landing) who agreed to allow flying on their an incredible amount of work into this event, property. from infrastructure and safety to bolstering In February of 2020, they started construccommunity connections—work that resulttion at both sites. “At age 69, Bob Soares was a leading force in the labor of getting this ed in one of the largest and most fun flying site ready. In fact, he challenged people half events in the United States this year. Because his age with his efforts and put his heart of Lindsey’s efforts, both women and men were able to achieve personal bests, from first and soul into the project. This year alone, he high mountain flights, first thermalling flights, has logged over 175 hours of manual labor in

USH PA PILOT 19

the reestablishment of flying in the Dunlap valley. There were seemingly endless amounts of weed-eating, removal, and eradication of poison oak, spreading hay for erosion control, and hand-leveling areas for clean running and landing paths.”

As one nominator said, “Bob has put in countless hours on the Dunlap flying site as well as Tollhouse. This has been going on for years, ever since I can remember flying. He’s always working on the sites, trimming trees, bushes, weed eating, putting gates in, and talking with the landowners. He’s a hub to our local flying community. I cannot say enough good about this pilot and friend.” Another said, “It is clear to any of the 150+ pilots that flew Dunlap North this year that his contributions were significant and contributed considerably to the greater flying community. It is without hesitation that I recommend Bob Soares for his contributions.”

Thanks, Bob, for your monumental effort to open a new site and for bringing free flight back to the Dunlap valley. For those interested in flying at this new site, check out the Central California Hang Gliding & Paragliding Club’s website at www.cchpc.club for more information.

Commendation

As Master Yoda once said, “Always pass on what you have learned.” In free flight, there is always more to learn, and we cherish the opportunity we have to gain knowledge from the experiences of our fellow pilots. That is why this commendation is in order for Jerome Daoust for sharing and publishing information, an invaluable resource for the flying community. Numerous members of the flying community gain insights, knowledge, and references from the extensive information Jerome provides on his website, www.expandingknowledge.com/PG. In addition to his knowledge, he has a calm, level-headed demeanor and has long provided excellent flight instruction. By many, he is known as a positive force for his local club and the larger flying community. He has the respect of a great many pilots in the flying community as a skilled and safe operator.

Thank you, Jerome, for the extensive resource you provide for the free-flight community.

Commendation

This year, many members of our community had their local flying sites closed due to the COVID-19 pandemic. It’s easy to get discouraged if you don’t know when your site will be opened again, but Jesse Meyer did not let that get him down.

As one nominator wrote, “While many of us were sitting around complaining our sites were closed, Jesse was one of the few that took the initiative and presented plans for reopening our sites safely with appropriate social distancing protocols. Jesse checked in weekly with the local parks and rangers to get updates on their opening plans. Even when his local teaching site finally opened for flying but did not allow teaching, he maintained positive spirits and encouraged everyone to get out and join him for a socially distanced hike and fly.”

Jesse runs a paragliding school, Lift Paragliding, based in the San Francisco Bay Area and is known for developing safe, informed, and community-driven pilots. When social-distancing restrictions became necessary, Jesse turned to Facebook and the online community he built to stay in touch with pilots. “He hosted virtual happy hours, shared old flying stories, led online ground school study sessions, and even helped create a paragliding themed Bingo game played via Zoom, complete with prizes,” the nomination noted.

In addition to his efforts during this trying time, he consistently strove to create a friendly, safe, and supportive community of pilots.

Another nominator commented, “He gives everyone personalized attention for their learning styles, and is great about helping intermediate and advanced pilots develop their own skills and make informed decisions in their progressions. If the day is flyable, Jesse is out flying or teaching. He’s super encouraging of all levels of pilots and also great at organizing trips for different levels.”

Thank you, Jesse, for continually going above and beyond for your students, community, and your paragliding family.

BOB SOARES

JEROME DAOUST

JESSE MEYER

Cross Country Chase TRAINING YOUR DRIVER

M

any pilots visiting Utah last summer may have noticed a consistent crew of folks joining up for regular cross country (XC) adventures. One reason for this is the copious cast of chase drivers, often plucked from the crowd of newer pilots interested in branching out to XC flying.

Despite the common presence of rideshares such as Lyft and Uber and the power of a thumb to hitch a ride (neither of which are suitable options for hang glider pilots), there are numerous reasons to bring a chase driver along, and plenty of means to find one.

But don’t just expect drivers to drop you at launch and show up promptly wherever you land. For the fastest and safest results, they need to be thoroughly trained, know what to expect from start to finish, and be prepared

20 US H PA P I LOT

by LISA VERZELLA for a long day.

Why have a driver in the first place?

Besides being able to pick you up far away from Uber resources, a chaser is a huge safety net before, during, and after your flight. He or she can assist at launch if a gust lifts one of your wings or dust devils discombobulate your lines. When terrain at launch is unfriendly or limited, an extra hand is super helpful in spreading out a paraglider, making sure lines aren’t snagged on rocks or shrubs, or helping you walk your hang glider to launch. For the inevitable aborted launch, a knowledgeable pilot can save time, frustration, and sweat getting you back into launching position. Most importantly, having an extra person at launch who is unencumbered by a harness and is not preoccupied with their own pre-

flight duties can offer immediate aid to an injured pilot.

Pilots taking on the chase role further decrease risk by helping observe wind, cloud, and weather development during every stage of the flight. During chase, they can report via ham radio on shifts in wind direction and any increasing gusts. They have a much wider vantage point of the sky, enabling them to better notice virga, towering cumulus, lightning, and even water spouts.

When a driver is skilled/fortunate enough to catch up to his pilot before she touches down, he can signal wind direction with a streamer, body signal, or by kicking up dirt, or even by driving in circles to kick off a thermal and get the pilot back to cloud base. The chaser will be the first responder for any injuries on landing or, at the very least, the

USH PA PILOT 21

LEFT Chaser (and pilot) Julian Laurita scans the Colorado sky for his pilot. Photo by the author. BELOW The XC crew celebrates a successful retrieve. Photo by Austin Adesso.

person to offer a cold beverage at the end of a long flight (VERY appreciated).

A driver arriving shortly after even the most perfect landing can still be a huge lifesaver in very hot or windy conditions or imminent storms. I’ve had a few days when brewing instability made descent so challenging, even on a hang glider, that I had to fold the control bar under to quickly lay the glider down and run for cover. Another potential issue is landing alone in the middle of nowhere when that bear, bull, or creepy truck appears. Knowing your chase team is nearby can defuse a potentially scary encounter.

Lastly, it’s damn hard to hitch a ride during the ongoing pandemic, even as a female batting her eyelashes atop a mask. Those crafty “Pilot Needs Ride” signs worked for me (eventually) this past summer, but with a much longer wait than during the “before times.”

And some rideshare drivers have

refused to wear a mask when picking up pilots, making this retrieval form significantly less dependable.

So now maybe you’re convinced you need a chase driver; the next step is finding one.

Below are a few suggestions that have worked pretty well for me over the decades.

1. Ask new pilots or those interested in getting into XC in your local flying community.

2. Ask friends or very supportive significant others.

3. Put a message on your local club’s social media page.

4. Place an ad in the local online classifieds.

It’s best to discuss compensation before they commit. In the olden days, a fellow pilot interested in learning XC would be glad to drive for free, trading a chase for experience. This is the best

case, win-win scenario, but hard to come by these days. Having spouses/ partners drive may work under the right circumstance, but I’ve also seen many communication failures in those situations.

I always prefer to hire someone with skin in the game who’s not just doing it as a job, but that’s not always possible.

Remember, asking newer pilots to drive gives them experience, but it also takes up their time. If you don’t set the terms beforehand, there is a chance they won’t drive for you again.

When bargaining with any potential chaser, compensation is generally based on who you get to drive and how badly you need a driver. It’s good to discuss a generic base rate with your fellow XC pilots so the costs don’t keep anyone from trying their best for distance. As an example, a newer driver can be offered a minimum of $50 for an average day, with more added on for additional pilots and longer retrieves.

It’s good practice to pay for dinner as

LEFT Driver Sharon Leopardi (aka “Color Girl”) chills on King Mountain, Idaho launch while her team prepares for the competition day. Photo by the author.

well, if the chase goes late.

In general, pilots provide their own vehicles with a rack for hang gliders if needed and all the safety equipment (discussed below) to keep risks as low as possible. On that rare occasion where an XC route is along a valley or if the driver happens to have a ham radio installed in their vehicle, you may end up using their rig for chase. In this case, give generously for gas costs.

So after all that leg work, you’ve found a driver. Yay! Let’s assume the forecast holds, and it’s a GO for your favorite launch. You’ve confirmed the meeting time and place with your driver the night before, and nothing has changed to call it off in the morning.

Now the work begins with a thorough layout of expectations and details.

Often this is done “on the fly” while driving to the site. Unfortunately, there are many chasers who don’t get this training or are simply told to drive a vehicle to a certain point or just track the pilot on an app. These options leave room for things to go wrong and potentially leave both driver and pilot or the entire team in the lurch.

Training your driver involves communication, technology, and sometimes even driving lessons. Let’s start with the vehicle: If the chase rig has a stick shift, make sure the driver knows how to operate it. I taught my bestie to drive a stick in my very own Toyota; she took to it right away, and I never even had to replace the clutch! If 4x4 roads are 22 US H PA P I LOT

in the mix, whether up to launch or anywhere along a possible retrieve, make sure your chaser is comfy with driving this type of terrain, and demonstrate the mechanics of getting into and out of gear.

Several crucial safety features should be part of each chase rig including a car 2-meter ham radio, paper maps, and a good first aid kit. Make sure the driver knows where to find these items and how to use them—including your car ham radio. Consider this: A typical hand-held ham radio has 5-7W of output power, while a car ham radio with a good antenna has 65-80W! I recommend the Icom 2300H radio; it costs less than 200 bucks.

My map of choice has always been the Gazetteer series, available for most, if not all, states. I find the older versions have more complete road detail and latitude/longitude coordinates that are easier to read. If a pilot is savvy enough to transmit coordinates while still in radio range, a driver can find the location using the Gazetteer. Take note of any double-dashed roads on this map; they indicate very slow-going roads, sometimes taking an hour per mile. Google Maps doesn’t seem to be

able to calculate the times on these roads, so it’s best to consult the paper map first.

Here’s where modern technology can really offer bang for your buck. Handheld GPS units, Garmin InReach, SPOT tracking devices, and cell phone apps have become great additions to aid in following and locating an XC pilot. Let’s go back to that moment when the pilot transmits their coordinates. The driver can write these down and enter them into a GPS unit or InReach device (I’ve always used a Garmin) and consult the Gazetteer to follow the unit’s arrow directly to that location. Occasionally, your driver might need to make a few guesses as to which dirt road to follow, but with time, a driver’s instinct becomes honed on taking the right one.

In my fellow teammates’ experience as well as my own, Google Maps has been misleading about a quarter of the time, sometimes tacking on hours to a retrieval by suggesting the wrong route or one with barely-existing roads.

Many younger pilots are very conversant with the cell phone apps and websites XC Find and XC Track. These products work great for retrieval if the pilot has a tracking device AND makes sure it’s on and working before launching.

A big caveat is that the driver needs to be in cell service to “see” the tracking footprints on the app. Poor coverage can delay 10-minute tracking updates by a half hour or more. While this may not be a major issue in populated areas of the country, the Intermountain West has oodles of little or no cell service regions across hours of driving terrain.

Again, make sure the driver coordinates

󲢫 A small cooler packed with goodies and other comforts can go a long way in keeping your driver interested in future adventures and will also be a welcome treat when you are picked up after a long day! 󲢻

USH PA PILOT 23

the pilot’s tracker location with the Gazetteer BEFORE confirming on the Google Maps App. The final crucial components of the chase vehicle are a spare tire, a jack, and, of course, a good first-aid kit. Whether packing a store-bought or homemade first-aid kit, make sure it has everything needed to minimize bleeding and pain while waiting for or delivering an injured person to emergency help. A tube of hydrocortisone can take care of those pesky bug bites too. It is way better to have a kit and not need it than to need it and not have it. As for the spare and jack that SHOULD be in every vehicle, make sure the chase rig has one, and the driver knows where it is and how to use it.

Other good things to have in the vehicle include binoculars, food, water, sunscreen, bug spray, a camp chair, an extra hat, and petty cash in the glove compartment. Binocs can be pivotal

in locating pilots in the sky before landing and/or spotting them once on the ground. Petty cash can pay for gas and driver snacks throughout the day.

A small cooler packed with goodies and other comforts can go a long way in keeping your driver interested in future adventures and will also be a welcome treat when you are picked up after a long day!

Now that your driver is trained, make sure they know the routine and who to pick up. If there’s a sizable group with multiple drivers, I generally have my driver focus on my location and those around me, with ham communication being paramount in obtaining the quickest retrieval. Make a plan on launch that includes driver and team intentions.

So you’ve all had great flights and were picked up before sunset, congratulations! While everyone is discussing their bomb-out or glory glide, be sure

to clear with the driver who will be driving the many hours to get back home. It’s best to split it up if anyone is fatigued, especially at night. And before arriving home, settle up with both the driver for chase fees, gas, etc., and the vehicle owner for mileage. The whole team needs to be involved in this communication, so that everyone goes home satisfied and eager to do it again!

The best scenario would be to train a few drivers in the spring and have them for the whole XC season. Rarely is that the reality; I trained at least a dozen different chasers just this past summer. But all the time and energy spent was worth it to have the safety, peace of mind, and camaraderie that evolves from a team of independent-minded adventurers flying with their own risk factors and endgame in mind. The chase driver is the glue that holds these individuals together, making the adventure possible for everyone.

MAY 13-16, 2021 AR.COM L U C PECTA HA S G N I N G GLI D

DUNE AND AEROTOW COMPETITION • DEMO GLIDERS • FILM FESTIVAL

Coastal Soaring

[ contributed by HONZA REJMANEK ]

Don’t let the smooth taste fool you Originally published in Cross Country Magazine. the topography. The result is that the oncoming wind does not see the physical terrain that we see. For pilots, the challenge is deMost pilots would agree that, beyond taking sled rides in light wind conditions, it is hard veloping and continuously revising a mental to find a flying scenario more controlled and model of how wind impacting a particular predictable than soaring a coastal ridge. Yes geographical feature will modify the flow and no. Yes, if you know what to look out for, near the feature. See Figures 3 & 4. and no, if you do not. Often coastal sites are Returning to the example of a tiered cliff, it flown in significant wind, and it is important is important to develop an appreciation and to appreciate that a wind that can keep you respect for how high one must be above the up in one spot is easily capable of slamming lower tier before attempting to bench up to you down in another. the higher tier. Drifting downwind in order When flying under standard sea-breeze to bench up with insufficient height could soaring conditions, it is important to have put you in a rotor that would, in a best-case adequate mental models of how air behaves scenario, lead to a fast, unplanned landing in when it encounters steep and sharp-edged sink. Drifting back with just 15 to 20 meters topography. Sharp edges lead to flow separamore altitude might have led to a smooth transition into the lift band of the upper tier. tion and the formation of eddies or rotors. In Much of the same reasoning can be apdiagrams, these are often drawn as swirls, but in the real 3D-world, they are more reminisplied when looking at a coastal ridge from a bird's-eye perspective. Knife-edge features of eroding cliffs can protrude into the sea.

When lined up into the wind, such features can be reasonably benign, but they can set up a deadly rotor in a crosswind. This needs to be kept in mind when soaring in a crosswind.

You can cross such rotors on the downwind leg with sufficient height, but these rotors can cent of snaky vortex tubes. Depending on the create an impassable barrier when attempting to return on an upwind leg. At best, this might exact topography and wind strength, these result in a long walk back. rotors will either stay localized or will shed It could be argued that soaring the coast is periodically and move downwind. Eventua controlled scenario based on the fact that, ally, they diminish as they cascade into ever generally, the wind tends to establish and smaller rotors or vortex tubes. A pilot with diminish progressively and usually maintains a trained eye ought to be able to see quickly which areas to avoid based on wind direction. a steady speed and direction. An increase Sometimes only a very narrow buffer zone ex- in wind speed makes itself apparent on the ists between smooth air and air that can bite. water as increasing whitecaps, especially if the water is already rough. Gusty wind will For a paraglider pilot whose wing is seven be apparent as patches of ruffled, darker, and meters overhead, it is often possible to fly more textured water that move along the one’s body through the strong cliff-top eddy surface. while the glider flies in smooth laminar flow In contrast to a land surface, the sea, or any just above. This is why an inadvertent top large body of water, reveals a wealth of inforlanding on a flat-topped cliff can lead to a very tricky re-launch scenario. See Figure 1 & 2. mation about the approaching wind. Some For a cliff with multiple tiers, try to imagine clues are site-specific. On certain coastlines how the air will attempt to smooth out these where the coastal topography protrudes individual stairs. In effect, the air inserts ram beyond the top of the marine boundary layer, air stagnation zones and long roller bearing it is possible to see whitecaps a kilometer or type rotors or eddies in order to smooth out so out to sea, and yet the strong wind might

WE AT HER

󲢫 Rotors can create an impassable barrier when attempting to return on an upwind leg. At best, this might result in a long walk back. 󲢻

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not reach the shore all day. In such cases, the wind out at sea tends to have a significant cross-shore component.

A similar-looking scenario, but with topography that does not block the entire marine layer, might indicate a strong vertical wind shear being present. The wind at the ridge is light or just borderline soarable at best, yet a kilometer out to sea, a line of whitecaps might be apparent, and the wind above could be strong as well. It is as if a wedge of air has been rammed against the shore and is in effect acting like an invisible hill that is felt by the wind further out at sea. Soaring the face of this invisible hill is a rare coastal treat that presents itself to those who happen to be around often enough or who are lucky

enough to catch it. Flying a coastal shear requires vigilance and awareness of its evolution to keep suitable landings in glide if you decide to come down.

At tropical coastal sites, it is not a bad idea to also monitor what is happening inland or downwind. A growing thunderstorm can rapidly accelerate a standard sea breeze. A gust front can locally reverse a sea breeze in less than a minute. And though it may be clear out to sea, a cumulonimbus inland is still a fully respect-deserving cumulonimbus.

Eventually, this all becomes second nature, but if you’re at a new site and unsure, it is best to consult with local experienced pilots.

It is not necessary to feel every rotor out for yourself.

FIGURE 1 A bolster eddy and a cliff top eddy act to smooth flow over sharpedged terrain.

FIGURE 2 Further irregularities or tiers on a cliff can induce significant eddies/rotors to be aware of when benching up.

FIGURE 3 Turbulent area (in red) when the wind is straight onshore.

FIGURE 4 Turbulent areas (in red) in a crosswind.

SUCCESS STORY

Northern California Cross Country and Sprint Leagues 2018

by JUGDEEP AGGARWAL getting 10 out of 10 tasks in during the year, which was a record. We had a total of 42 pilots participate in the Sprint League, with 183 tracklogs recorded.

Not bad as a season.

The XC League was not so lucky, with he 2018 season was the fourth only five out of 16 tasks being scored year that both the XC League and Sprint League ran a program (which is also a record but not the one to boast about). Tasks were scored to help pilots learn how to fly cross country. Up to that season, some years from events held at Tollhouse, Potato Hill, and Lake Tahoe, resulting in 105 had been good, and some not so good.

The 2018 league season was very mixed, tracklog submissions from 41 pilots.

Although the Sprint League’s setup with many of the events skunked by weather and wildfires. In addition, the is similar to the Northern California Cross Country League, it better serves loss of use of Dunlap, one of the most the lower airtime pilot with limited consistent sites in the country, played cross country experience. The Sprint is a significant part in reducing the designed to fill in the gap between P3/ flexibility of sites that we could use P4 pilots who have just learned how that year. to thermal and those seasoned pilots The Sprint League was lucky in 2018,

Due to the COVID-related cancellation of the 2020 season, we offer a throwback to the 2018 tale that never graced these pages.

T

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who are familiar with cross country flying. It serves as a training ground for future XC League pilots who fly EN-A and EN-B gliders with no requirements for SPOT or HAM licenses.

So why are the Sprint and XC Leagues so successful? Some unquantifiable aspects of the league, such as the mentoring program, the online tutorials, and additional web pages, are significant sources of satisfaction for participants. And the warm camaraderie of the event maintains a high level of positive energy amongst participants. Whatever the source, the format works, and pilots have a good time while improving their skills.

Our pilot community wants fly-ins to help push pilot skills and explore the local areas. How better to do this than

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with friends? It seems that once pilots have found the league meets, they continue to return. As stated above, the camaraderie, the flying, the informal learning environment, and bettering personal distances all contribute to keeping folks coming. With the goal of “a fly-in with a mission,” these league meets also provide a forum for training for larger sanctioned competitions.

With two different leagues, it is easier to cater to differing pilot abilities for tasks. The Sprint League constructs more modest tasks with distances of less than 30 km, normally around the 20 km mark. The XC League devises more demanding tasks, with distances

OPPOSITE After a successful flight as part of the Cross Country League.

Photo by Alex Neigher. HERE Flying in the Cross Country League. Photo by Alex Neigher.

typically around 60 km. pilots to verify the safety of their budAttendees regularly get into the dies. The only issue, then, is retrieval. swing of things quickly, substantially The dedicated website containing all reducing the task load of the orgainformation for the league (www.nornizer. Waypoints can be downloaded calxc.com) has been a useful resource before the weekends from the website. for keeping pilots informed throughParticipants can sign in and pay via out the season. Several additions to PayPal before the event and submit the website—online pilot registration their tracklogs via email to be scored. using a Google Form, a page directed at This procedure has run well, providing “first-timers” about what to expect, and a smoother experience for all. Keeping several pages on strategies and tips— track of the large number of pilots is have helped everyone (https://norcalxc. challenging; however, the buddy syscom/strategies.html).

Aaron Price, who runs the SoCal tem has proven successful. This allows

󲢫 Our pilot community wants fly-ins to help push pilot skills and explore the local areas. How better to do this than with friends? 󲢻

league, has been working on a software package called XC Demon to help with various aspects of the league, including pilot registration, event signup, scoring, and pilot tracklog submission and verification. This is a fantastic platform, and I encourage everyone who wants to run any type of race to goal event to use it.

I have been running the league for over 10 years. Perhaps one of the most rewarding aspects of the league is watching the progression of pilots over the years. The league meets definitely take over where formalized training stops by providing pilots a chance to fly with and learn from very skilled pilots.

I look forward to more leagues being organized around the country. They help improve pilot quality and reduce pilot attrition. I hope to see new pilots come out to the league to learn what they’ve been missing! Keep it fun, and see you in the air.

Stories from pilots of the 2018 season:

Zane O’Connor

Sprint pilot As I write this on a dreary December day, I can reflect warmly on my first Sprint League experience held at Dunlap on a sunny weekend this past October. As a newer P3 with 40 hours of airtime and only one short XC flight under my wing, this was a big step for me and one that I am glad I took.

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The weekend event was fun, educational, and full of new experiences.

A few of these experiences included both the thrill of a low save to make it to the next waypoint and the agony of sinking out onto a stranger’s lawn after failing to find lift in the valley, utilizing my vario for more than just thermaling assistance (waypoints/ routes, glide calculations, etc.), using a lot of speed bar and recovering from

a big collapse while on it, and logging my longest flight to date (nearly three hours!).

While I didn’t make goal either day, I did hit the majority of waypoints and had a blast doing it, not to mention I got to fly for five hours! It was great to get to know my flying buddies better over the weekend and meet so many others who share my new passion. A big thank you to everyone who helped

ABOVE Tollhouse pilot meeting. Photo by JK Smith. BELOW Flying buddes in the Sprint League. Photo by Zane O'Connor.

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me throughout the event and to Jug for making it happen. I’m stoked for the future seasons!

Alex Neigher

Seasoned cross country pilot In 2014, when I first started attending the NCXC meets, people spoke of a mysterious destination. It was a far, far away place, and, somehow, year in and year out, the weather never quite cooperated for a task out Paskenta. Then in the spring of 2018, we had a chance.

It was the first Nor Cal Cross Country League meet to be held at Potato Hill in 2018, and the forecast looked terrific. So good, in fact, that even a 75 km task was too short for many of the “big guns” that showed up. I remember gaggling up over Snow Mountain under a building cu, watching a sailplane thermal out to the west.

The first big crossing at Potato is to St. John, a mountain whose reputation is of teeth and rotor. Several times, I’ve crossed to St. John and found both— never quite able to get established

there. Today was different. On glide, we easily tagged the waypoint hundreds of feet above the peak. It was high enough that the lift had time to smooth out, and we were greeted with a pleasant ride back up to cloudbase. I snapped a few pictures from base.

I looked back toward the rest of the gaggle still on glide and remembered seeing Evan Cohen skillfully driving his tandem right alongside the rest of the pilots on task. Due to the consistent topography of the region, the next three to five thermals were rinse-and-repeat. Several narrow and long spines and valleys fall off the high terrain, and each one seemed to trigger a strong thermal at its nose.

At this point, late-ish in the day, I called out on the radio that there was rain falling on the course line. I received some disagreement from other pilots and was confused. I spent a few more minutes reviewing my moving map. Oops, I was nearly over-flying goal. I had fixated too intensely on trying to decide my next line over the

terrain and I had strayed off course line, which at this point, was straight out into the Central Valley.

Thankfully I had enough altitude to recalculate my flight plan. I found myself on a very low but, thankfully, steep hill and was committed to ridge soaring this feature. I had plenty of land-out options at the base, but I could see the pilots landing in goal 2 km from where I was, and I was determined! After devoting more patience, persistence, and optimism to the situation than I thought I could muster, a beautifully strong thermal released from out over the road in the valley. I committed myself to working this thermal until I had final glide.

As I was nearing this decision point, I remember seeing Jug descending from low earth orbit on final glide into goal. Under NO circumstances was I going to let Jug beat me. I dug in, took two more turns, and pointed it full-bar towards goal. I remember being nearly wingtip to wingtip with Jug, hollering and bantering, enjoying a shared final

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A cloud street had just formed above the range, and it seemed natural to follow it since it ran parallel to Highway 50. The lift was strong all along the range, and my altitude never dropped below 14,000 feet. I topped off at 17,685 feet halfway through the course and left on final glide toward the town still 10 miles away; there was no question I Peter Satitpunwaycha would make goal at that point.

Newbie to cross country flying Once I got out from under the clouds The coolest flight for me this year was on a task that ran from McClellan Peak and felt the sun again, I came off to Silver Springs, Nevada. We launched bar, fished out my camera, and took a picture proof of the cloud street. I around noon after seeing the cloud wondered briefly how much farther base rising high above nearby Slide we would go if we followed the clouds Mountain, and most of us hooked into instead. I reached goal with 5,000 feet a narrow, winding thermal that shot of excess altitude. Too much? Perhaps. me up 8,300 feet in 12 minutes of continuous, unbroken climb. I had to leave Altitudes and distances are still hard it to get back to the start cylinder then for me to judge on such a large scale. went a little higher, starting the task at But this “big air” flight won’t be one I will forget any time soon.

16,398 feet. glide. We packed up to a few claps of thunder from the “rain on the course line” which was decidedly to our northwest (it was never actually an issue) and discussed the task. I don’t think I could have imagined a more perfect cross country.

Sprinters launching at Tollhouse.

Photo by Julie Spiegler.

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OPEN CLASS Winner: Fabian Perez Second: Alex Neigher Third: Jugdeep Aggarwal

SPORT CLASS Winner: Alex Neigher Second: Jugdeep Aggarwal Third: Andrew Sumpton

SPRINT LEAGUE Winner: Arthur Korn Second: Dietmar Burkhardt Third: Dan Zaslavsky

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WOODRAT and the Crash Pad

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by SHANE PARRECO

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T

ucked into the northwest corner of an unusually wide stretch of the Applegate River Valley is one of the most legendary flying sites in the United States. It wasn’t until I had been flying for about a year that I finally put together that the infamous “Rat Race” was held at this slice of BLM land just outside of the tiny town of Ruch, Oregon. It took another ten years before I finally made a concerted effort to plan a visit to see for myself if

just west of Medford, which serves as the entrance to the more remote areas that surround Woodrat Mountain.

Jacksonville has a vibe of a small but thoughtful community. The mixture of feelings I first experienced there is hard to describe, but it drew up sense-memories of places like Jackson, Wyoming and other small but well-manicured towns in the forgotten mining regions across the western desert states. All that was lacking

Ruch, a large windsock at a cattle farm serves as one of the only indications of a flying site. A drive off the main road into the midst of the farm will bring you to a small parking area with an old wooden sign that provides details about the local flying club, how to become a member online, and directions to the mid and upper launches.

From there, the BLM service road heads away from the cattle farm and winds uphill toward both launches,

󲢫 If you’ve ever heard a story that claims flying at Woodrat is incredible, it’s true. 󲢻 all the hype was true.

During the COVID-19 summer of 2020, I chose to vacate the southeast in search of less volatile and virus-stricken areas in the U.S., which led me on a solo quest to the west. As soon as I drove into the southern Oregon mountain region, it was obvious that I could easily spend some time there—both in the air and on the ground. I stopped off at the small town of Jacksonville,

was the high-dollar tourists and the plastic-coated luxury resort vibe—not a bad thing. Eventually, I finally made it to Ruch, which felt like one of those places you could easily miss if you closed your eyes for a few brief moments on the winding drive that takes travelers from Medford and Jacksonville into the quiet, winery and hemp farm-dotted Applegate River Valley.

Just before you get to downtown

offering steadily improving western views of the valley and surrounding mountains. Once I made it to the upper launch site, I immediately thought of how awesome it would be to witness a competition here, looking up from the rocky parking area and envisioning a start gaggle of 100+ pilots.

If you’ve ever heard a story that claims flying at Woodrat is incredible, it’s true both for paragliding and HERE The Crash Pad yard and granary oak tree. OPPOSITE Christina Ammon assisting with the new roof installation project. Photos by Shane Parreco.

a pattern in the weather that looked like an XC pilot's dream, and although I didn’t fly that day, one pilot sent a huge flight that took him all the way to Crater Lake and nearly set the Oregon state distance record. One thing is for sure, if good flying is something you are looking for, Woodrat is a great place to have on your list.

hang gliding. I personally only flew a handful of times during my stay, but the few flights I experienced taught me right away how sweet it is. The dry air carries just a tinge of coastal moisture brought in by the consistent NW flow and makes for super consistent

ABOVE Drone view of mid and upper launches from the valley. HERE Panoramic sunset from mid launch. OPPOSITE Outdoor bath and shower. Photos by Shane Parreco.

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conditions and almost daily glass-off sessions that have a reputation for getting newer pilots “stuck in the sky.”

Flying midday in the summer is definitely not for the uninitiated but does offer the possibility of sending long XC missions. While I was there, I observed

My confusion about the name of the mountain and the annual competition that was, until recently, held there stems primarily from my preoccupation and obsession with the place I consider to be the mecca for flying in the U.S.—the Point of the Mountain. If you’ve never been, do yourself a favor and go. I learned how to fly from a very special crew of instructors at the Point back in 2009 and 2010.

During my time at the Point, the term of endearment that I heard often (and still do) for a handful of dirtbag locals was “point rats.” These special few

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were the truly dedicated early vanlife adopters who embraced that nomadic lifestyle long before it became a trending hashtag on social media. At the time, I believed the Rat Race was some kind of insiders-only event for point rats and locals of the Utah flying scene.

When I finally realized that the Rat Race had nothing to do with Utah or point rats, I was immediately intrigued and knew I would eventually have to investigate.

Although both “point rats” and Woodrat are legendary in the flying community, the two would only typically overlap when the annual Rat Race competition was held at Woodrat Mountain. The competition, in its previous format, was retired a few years ago and replaced with a new annual, friendly competition called the Applegate Open. Pilots come from around the world to participate, and even though the name has changed, the vibe is apparently the same, and its

legend is just beginning.

After an epic day of flying at Woodrat, visiting pilots are confronted with a limited number of lodging options in the area. Due to the Applegate River Valley’s unique climate, a mass proliferation of vineyards and hemp farms

has left little room for many comfortable and affordable accommodations for traveling pilots. However, nestled along the northern boundary of one such vineyard is the Crash Pad, a special sanctuary for the local flying community. There are almost as many

HERE Three gliders at sunset (pilots unknown).

Photo by Shane Parreco.

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stories about it as there are about the mountain itself. I remember reading in flying magazines years ago that the Crash Pad was the place to stay if you ever made it to Woodrat to fly.

A big part of the welcoming vibe is maintained by the never-ending stream of friendly travelers and the property’s smiling, effervescent owner, Christina Ammon. The main house usually has an aroma of a warm,

home-cooked meal with dashes of incense and wet dog, but the feeling of welcome is palpable and has a draw completely unto itself. Christina spent many years as a pilot and utilized her interest in the sport to experience world travel that many pilots only dream of.

At the Crash Pad, she has put many hours into developing a variety of cozy ways to host travelers and pilots,

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from camping in the yard or staying in one of the rooms in the house to a Bedouin-style canvas bell tent and the recent addition of an Airstream RV in the yard. Having so many options supports the feeling of having a home away from home. Plus there is plenty of room to accommodate hang glider storage for pilots staying at the Pad. During your stay, you can take an outdoor bath or shower, have a warm

meal at the picnic table under the massive granary oak tree, or enjoy a night of handmade pizzas cooked in the outdoor cob oven.

After meeting Christina and staying at the Crash Pad during my exploration of southern Oregon, I walked away feeling that my own flying community had grown. After flying at Woodrat, helping improve the Crash Pad property, enjoying the company of

both pilots and non-pilots alike, and taking in as much of the clear air as I could before the smoke from the fire season settled in, I left with a clear feeling of how special the place is. The sky really is bigger in the West, and there’s a lot of it to experience. For any pilot hoping to log some hours and looking for a site to visit, Woodrat Mountain and the Crash Pad should be near the top of the list.

󲢫 The main house usually has an aroma of a warm, home-cooked meal with dashes of incense and wet dog, but the feeling of welcome is palpable and has a draw completely unto itself. 󲢻

RED ROCKS

FLY-IN

2020

HERE Deep in the triangle over Poverty Flats, south of Monroe, Utah.

Photo by Jonathan Leusden. RIGHT Mid-morning launch traffic at Monroe Peak. Photo by Mario Manzo.

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by STACY WHITMORE President and co-founder of the Central Utah Air Sports Association

Y

ou could not see the 394 pilots at the 2020 Red Rocks Fall Fly-in from the International Space Station. Even from the north end of Monroe, in Central Utah, you would have to look closely to see all those hang gliders and paragliders silently finding lift in the mountains east of Monroe. The fly-in was not an earth-changing event from a global perspective, but for me, it was a dream come true.

Rewind 15 years to 2005 when, as a P2 pilot, I stood at a wide place in the

road near the top of Cove just below Signal Peak. In this small space, the forward-reverse-forward technique was in order (charge forward to get the wing into the airflow and get jerked back; turn around and reverse kite the wing to get control and avoid the trees, rocks, and other hazards, then work to the edge; turn forward and launch into the lift). Amazingly, it worked, and I found nothing but lift everywhere I went—a huge wide-open lift band, miles wide, and thousands of feet high.

That first flight off Cove was a

life-changing moment for me and the beginning of a dream. I wanted to share this amazing experience. I wanted others to connect with nature at this incredible mountain.

I went to work creating new launches with opportunities to launch in new directions, and slowly, ever so slowly, other pilots started to join me. The inevitable exponential growth of pilots flocking to this geographical hot spot should have been predictable.

Fast forward back to the present and the much anticipated 2020 Red Rocks

󲢫 Three years ago now I discovered the Red Rocks Flyin. It’s been great every time and now I wouldn’t miss it.

There’s great flying, amazing sites, it’s well organized, and heavily attended. 󲢻 -Mario Manzo

󲢫 Great day! I have been hoping for an Edna flight for four years and today was a success! Thanks to landowners, truck owners and drivers, organizers, coordinators, fellow pilots, and visionaries for making this event happen. This is truly one of the great weeks of my life each year. 󲢻 -Jared Stanley

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LEFT Flying from Mt. Edna. West of Marysvale, Utah. Photo by Jared Stanley. OPPOSITE, TOP Lizzie Dickinson inflates her wing on Monroe Peak. Photo

by Lindsey Ripa. BOTTOM LEFT Darian Westrick checks her lines before launch.

Photo by Lindsey Ripa. RIGHT Flying from Monroe Peak. Photo by Angela Blanch.

Fly-in.

But then COVID-19 hit, and the question arose whether or not we would still be hosting Red Rocks.

It turns out, free flight is a relatively COVID-friendly sport; I mean, if you are less than 6 feet from another pilot in the air, you have bigger worries than viral transmission problems.

There were other questions to consider too. “What about the meetings? What about the rides to launch? Will anyone come?”

To address these concerns, we decided to change the whole format and hold meetings outside. We could have pilots and drivers wear masks on the rides to launch.

Monroe City and Sevier County stepped up and donated the use of their facilities so that we were able to move all meetings outside. Drivers and pilots were very cooperative with our request to have masks on inside vehicles or in the back of pick-ups. I reassured all our committee members, drivers, sponsors, and landowners that while some pilots would stay home because of the virus, others would come since so many other fly-ins and competitions had been canceled that year. The Red Rocks had grown each year, so I asked the committee to plan on 250 pilots based on the 204 we had last year.

Oops, I missed that calculation by a couple of climbs to cloudbase, and we ended up with 394 pilots over the course of the week. A few of the many highlights from the fly-in: Jef Anderson, the club’s vice president and website and t-shirt-guy, ended up mailing the masks, t-shirts, and other items we ran short on to the 150 or so additional pilots. Great work, Jef.

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󲢫 The Red Rocks Fly-in was a phenomenal event! It’s not every day that you get to fly with hundreds of talented pilots from all over the nation in a place as beautiful as Monroe, Utah. 󲢻 -Lizzie Dickinson

We had north winds all week, which despite the high pressure allowed for some fantastic flights.

The cooperation and patience required to get hundreds of pilots launched from four sidehill layout

areas was incredible.

The herculean effort by Judy, the driver coordinator, to get all those extra pilots to launch and back safely was miraculous.

The town of Monroe hosted a “meet

the pilots” night for the community, hired a band, and served cobbler and ice cream. The town also donated 16 acres of land for a designated landing zone.

Jonathan Leusden, our club secretary,

󲢫 I had the best time at Red Rocks! There were so many people willing to help me learn. As a fairly new P2, some of those launches were a bit daunting the first time. By the end of the trip, I was launching confidently, enjoying thermals, and definitely had a perma-grin. I can’t wait for next year. Cheers to my first in-flight selfie at Red Rocks!󲢻 -Angela Blanch

󲢫 As a new pilot at my first fly-in, especially a fly-in of this size, I was initially nervous about feeling pressure and my lack of experience.

However, I received nothing but positivity and support, and had a riot flying around with mostly an all female crew! 󲢻 -Darian Westrick

did a great job with promoting the event and amazed us with the accuracy of his weather prognostications.

Adam Green, our club safety officer, got porta-potties to the launches, the landing zones, and the camping areas, and on very short notice, fashioned a giant target in the middle of the land-

ing zone for spot landing (this effectively ended the problem of pilots landing right next to the cars).

Pistol Pete donated his lawn for camping, and the Mills family donated their land for RV, trailer, and car camping.

It is impossible to name all the people and organizations that have helped

make my dream come true, which progressed from one single pilot launching from Cove in 2005 to the country’s biggest fly-in in 2020. Thank you to all who share my dream. Thank you to all who love free flight. Thank you, my brothers and sisters, who make the Red Rocks family happen.

THIS PAGE, TOP Pilots enjoying an evening glass-off at Cove. Photo by Mario Manzo. BOTTOM Socially distanced outdoor morning briefing. Photo by Jared Stanley. OPPOSITE TOP Pilots soaring Cove. Photo by Greg Clark. BOTTOM Enjoying the glass-off. Photo by Mark Tatham.

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󲢫 I snapped this photo on the ride up to Cove on a north evening. Taken from the back of a pickup.

This turned out to be an awesome evening. 󲢻 -Greg Clark

󲢫 Red Rocks is the best fly-in I know of. What makes it special is the organization and the people that are attracted to it. It also helps a lot that there is really good flying terrain with a lot of good launches that practically guarantee the event will be a success. Probably the number one feature of the Red Rocks Fly-in is the drivers, as their efforts really make the event special. I have attended four of the Red Rocks Fly-ins and hope to make it an annual treat for myself. I really enjoy the XC opportunities that we get in Monroe and the drivers really make that possible. Thanks, Stacy, for rustling together the best paragliding event in the country. 󲢻 -Mark Tatham

Anatomy of a Rescue

[ contributed by JUSTIN GRISHAM ]

What to expect when calling for help Part of the beauty of free flight is long flights in remote locations. On these flights, you’re able to enjoy views from the air that stretch for miles—views so remote they are only shared by free-flight enthusiasts, birds, and the occasional tour helicopter or plane.

However, you don’t have to be flying over the Continental Divide or in a very inaccessible location to be far from help. Oftentimes, even local training hills are off the beaten path and a long way from normal emergency medical aid.

During my years rescuing paragliders in Utah and working as an ER doctor in Washington and Colorado, I’ve seen a number of calls for help go poorly—here’s how we, as pilots, can do it right.

Let’s walk through how to call for help when you or someone else gets hurt and what to

󲢫 What happens if you don’t have cell service or a satellite communicator?

You’ll need to send someone for help. 󲢻 expect when you do. For the sake of this article, let’s assume at the time you call for help you’ve performed any first aid you are qualified to administer and taken care of any life-threatening problems.

LEA RNING CORN ER

Preparation

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First things first, begin each day of flying with a fully charged cell phone and satellite locator (inReach, SPOT, or similar) that’s stored in an accessible place safe from damage in a crash.

Bring an extra battery and cord for charging your devices. If there is an incident, you’re likely going to be using your phone a lot. That, combined with potential cold exposure, will drain your battery quickly. Pre-program all of your flying partners’ phone numbers, Garmin addresses, etc., into your devices and be sure you have contacts back home for everyone in your group.

Before you fly, take a look at the locations you plan to visit and locate the closest hospital. Are the roads in the area you plan to fly accessible by ambulance? Pre-plan where you’ll go if there’s an emergency and know the names of the roads in the area; in the event of an acci-

dent, emergency crews will need this information to find you. Be familiar with the appropriate response pattern for wherever you fly. There is likely already a system in place that works well for that site. If you don’t know it, talk to the local club to get up to speed. If there isn’t a protocol, get to work making one!

Safety

In the event of an accident, first ensure that everyone is in a safe place, patient and bystanders alike. If other pilots are in the air, it's not a bad idea to ask them to land in the event a helicopter is called. It’s important to limit any more injuries because each additional patient makes an evacuation and rescue exponentially more difficult. Do not put yourself at risk to rescue a patient. Rescuing someone from dangerous situations such as cliffs or water will likely expose you and eventually your rescuers to additional risk. If you or your patient isn’t in a safe place then you need to get to one if possible. If the act of getting to a safe place puts you or the patient in more danger than you’re currently in, it may be best to wait for help.

If you do not have any medical training, use your best judgment on whether you should move the patient or not. Moving a patient could potentially make their injuries worse, and proper medical training, such as a wilderness first aid or wilderness first responder course, is key to making these decisions.

If the injured party is in a safe location, immediately disconnect them from their wing and/or reserve. A sudden gust or dust devil can easily pluck a pilot and their balled up wing or glider, causing more serious injuries. Additionally, emergency crews unfamiliar with paragliding and hang gliding gear will often unnecessarily cut harnesses and risers to move the patient. If it’s possible to safely remove the wing or unclip the harness of the patient, you can make the job of EMS easier and save the injured party the curse of a damaged lineset or harness.

Of course, it may be best to avoid removing the patient from their harness until medical professionals arrive—you’ll have to rely on your medical training to make that decision.

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LEFT A bystander (and paramedic) splints a pilot’s broken ankle before he was carried out to the road. Photo by the author.

How to call for help

Calling 911 from your cell phone is likely your best bet. Modern emergency response systems allow many 911 call centers to find your location, although many rural systems don’t have this capability. Be prepared to give the names of local roads so that emergency crews can locate you. If you’re not near a road, have your GPS coordinates ready and be very clear with the 911 operator that you’re in a remote location not accessible by car. Depending on your level of first-aid training and how badly you or your patient is injured, the best decision may be to have someone meet EMS at a road. Even if you can’t get the patient to the road, it will make directing EMS to their location easier. Remember, the best way to the hospital is the fastest way!

If you don’t have cell service, you’ll need to use a satellite communicator like the Garmin inReach to call for help. Activating the SOS on your satellite communicator sends a message to the GEOS International Emergency Response Coordination Center (IERCC) to request help.

They will contact the local emergency crews to begin coordinating a rescue. If you have a device capable of two-way communication, expect the

IERCC to contact you within the first few minutes to gather more information.

What happens if you don’t have cell service or a satellite communicator? You’ll need to send someone for help. This is the worst case scenario and requires good preparation. Before heading out to fly, pre-plan an evacuation route to the nearest cell phone reception or landline.

Preferably send two people to get help in case one of them gets hurt on the way out. They should have detailed patient documentation (such as name of patient, age, potential injuries, and time of the incident) to assist medical crews with their planning and to decrease the chance for miscommunication.

If you’re alone and without a satellite communicator, then it’s time to take stock of your situation and make hard decisions. If someone knows approximately where you’re at and you’re visible (hopefully you have a brightly colored wing!) then it may be best to stay put. After performing first aid, wrap yourself up in all your layers, your emergency blanket, and your wing (if conditions allow). If no one knows where you are, then figure out how to start moving toward the closest rescue point or cell service.

Add SAR info to your USHPA record (RED), including your tracking URL, glider models and colors. Knowing the colors of a wing can help rescuers locate a pilot in distress. Enter info at Members Area/My Info/ SAR Info tab.

Need to know information

Emergency crews will need the following specific information in order to plan an evacuation: • Number of patients and their names.

• Suspected injuries and condition of each patient. Be sure to make it clear that they were flying as there are injuries more specific to free-flight accidents that can be time sensitive, such as internal bleeding from a broken pelvis.

• How many people need evacuation. This may be more than just the patient.

• Location and accessibility.

• What type of dangers are associated with your location. Are there steep cliffs, rivers, crevasses, or snow fields? Is there a pilot stuck in a tree who will require a more advanced rescue?

Justin Grisham DO FAWM DiMM is the owner of www.paraglidingfirstaid.com

If possible, write everything down so that you can minimize communication errors. Preferably use a documentation sheet that you practiced with during your first-aid training.

Timeframes

Many free-flight accidents occur in locations that are far from help. Even with a helicopter and teaches wilderness rescue, you should expect to wait hours before first aid classes for help arrives. In some locations, you may even pilots, mountain bikers, have to wait until the next day. It is important and rock climbers, as to keep your patient warm (cold patients bleed well as the U.S. Military. more) and as comfortable as possible. Usually He is a flight surgeon the patient’s “position of comfort” is the best with the U.S. Army, an for them. Be prepared with warm clothes, food, ER physician, and the water, and an emergency blanket (or use their former chief medical of- wing or reserve if it’s safe to do so with the ficer with the Salt Lake conditions present).

County Search and Rescue Team. You can Helicopter safety find him on one of the If your rescue involves a helicopter, you will many launches around need to take a few additional specific actions in Colorado. order to ensure everyone’s safety. Most importantly, you need to prepare for the arrival of the helicopter by packing all equipment away and placing it in a safe place. Imagine a loosely balled paraglider, untethered hang glider, or reserve chute catching the wind of a descending helicopter and inflating—not a good situation!

The air movement from helicopter rotor blades can exceed 100 miles per hour and can result in very dangerous conditions. More often than 46 US H PA P I LOT

not, a helicopter pilot won’t land if they see loose fabric billowing around, delaying the rescue and the required medical attention. Clear an area of 100 square feet, and keep it clear.

If there is a paraglider, hang glider, or reserve stuck in a tree or on a cliff, tell the emergency crews that the immediate area is not safe for a helicopter. The downdraft off a helicopter can pluck a glider or reserve from a tree, causing the pilot severe injuries. If you’re in the U.S., it is unlikely that the rescue crew has dealt with this scenario in the past.

Disconnect your patient from their wing and/ or reserve immediately if you haven’t already.

Much like a dust devil, the downdraft from a helicopter can result in serious injuries when it whips around a reserve and pilot. Clear the site of all loose items. Helmets, jackets, wings, packs, etc. can all damage a helicopter or injure people on the ground if blown around. Preferably all your equipment should be packed away and secured to an immovable object like a tree away from the helicopter landing zone.

Follow all commands from the aircrew and don’t move unless they tell you to. Do not shine a flashlight or vehicle lights at a helicopter as it may affect the night vision of the pilots. If your rescue involves a helicopter hoist, stay clear from the operation until told that it is safe. Never reach for or grab the medic on the hoist line!

Summary

Pre-planning is key to success if you ever have to call for help in the event of a free-flight incident.

• Plan how you’ll call for help if needed.

• Have contact info for everyone in your group, including their family.

• Bring an extra battery and enough supplies to spend the night and to keep your patient warm.

• Be ready with documentation to minimize communication errors.

• Immediately after an incident, disconnect your patient from their glider and/or reserve if it is safe to do so. If you have the skills to extricate them from a tree or other precarious or dangerous location, do so.

• Prior to helicopter arrival, clear the area of all loose items, wings, and hazards.

• Take a first-aid course!

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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

2021 CALENDAR Submit listings online at ushpa.org/page/calendar. A minimum 3-MONTH LEAD TIME is required on all submissions. Tentative events will not be published.

Please contact event organizers regarding the status of events as these are subject to postponement or cancellation depending on how the pandemic progresses.

MAY 1-2; JUN 5-6; AUG 7-8; SEP 25-26; OCT 16-17 > MOUNTAIN FLYING / SITE PIONEERING CLINIC Various Utah flying sites. Learn how to pioneer a site, fly the mountain sites in UT, improve your safety in the mountain, quickly and appropriately plan the best approach to any landing zone, weather tendencies, patterns and considerations. Learn how to visualize air flow in the mountains. Two-can Fly Paragliding, Ken Hudonjorgensen, (801) 971-3414, email: twocanfly@gmail.com Website: www.twocanfly.com MAR 5-7, APR 9-11, NOV 12-14, DEC 10-12 > EAGLE PARAGLIDING SANTA BARBARA CLINIC Santa Barbara, CA. This clinic is aimed at getting pilots familiar with the thermal triggers, and lines to take to get from lift source to lift source moving down the range. After attending this clinic you will have a better understanding of the moves necessary to get down range, and the confidence to get through the pass and fly to Ojai and beyond. The Eagle Team will lead this 3 day clinic - cost is $895. Visit www.paragliding.com or call 805.968.0980.

MAY 13-16 > 49th ANNUAL HANG GLIDING SPECTACULAR Kitty Hawk Kites Hang Gliding School, Nags Head, NC. Join professional hang gliders, fans, and families for this Kitty Hawk Flight School tradition. This event is the longest-running hang gliding competition in the world! | (252) 441-2426, hangglide@kittyhawk.com, https://www. kittyhawk.com/event/hang-gliding-spectacular/ MAY 14-16 > EAGLE PARAGLIDING MARSHALL CLINIC San Bernardino, CA. Marshall is one of California’s most consistent sites. We get newer pilots off early and late in the day at Marshall, and fly through midday with experienced pilots. We enjoy team flying. Clinic goals are to get pilots familiar with the area, and the thermal triggers to make moves down range. We will work down range on XC missions. The Eagle Team will lead this 3 day clinic. cost is $895. Visit www.paragliding.com or call 805.968.0980.

MAY 29-31; JUL 16-18; AUG 27-29; SEP 17-19 > THERMAL / WINGLISTICS CLINIC Various Utah flying sites. Learn thermaling efficiency, reading and deciphering terrain features for thermal triggers and reservoirs, understanding cumulus cloud formations and what they tell us about the type of thermals that are feeding the clouds, recognizing safe and unsafe cloud formations, working cloud base, weather related specifics that determine favorable thermaling conditions, launching and landing in thermic conditions, learning your wing’s language and what it is telling you. Two-can Fly Paragliding, Ken Hudonjorgensen, (801) 971-3414, email: twocanfly@gmail.com Website: www.twocanfly.com APR 10-17 > PARADISE AIRSPORTS Wilotree Park, Groveland FL. USHPA Sanctioned HG Race To Goal XC Nationals Competition. This is a CIVL category 2 competition set up for Class 1 Open and Sport pilots.

Registration opens Nov 27, 2020. Organizer: Stephan Mentler, stephmet@aol.com Website: https://airtribune.com/2021-paradise-airsports-nationals/info APR 18-27 > WILOTREE NATIONALS 2021 Wilotree Park, Groveland FL. USHPA Sanctioned HG Race To Goal XC Nationals Competition. Flatland competition in Florida where the weather is so good so early. This is a CIVL category 2 competition set up for Class 1 Open and Sport pilots.

Registration opens Nov 27, 2020. Organizer: Stephan Mentler, stephmet@aol.com Website: https://airtribune.com/2021-wilotree-park-nationals/info JUN 6-11 > EAGLE PARAGLIDING WOODRAT MOUNTAIN CLINIC Ruch, OR. Woodrat Mountain in southern Oregon is where the Applegate Open competition is held. This clinic focuses on allowing pilots to become familiar with the area, and routes flown during the competition held each June. This clinic is great as it prepares pilots for the competition. The staff leading these clinics have been on the podium at the race to goal competitions held from this site, and know the area very well. Cost is $1595 for 6 days. Visit www.paragliding.com or call 805.968.0980.

JUN 19–26 2021 > APPLEGATE OPEN Woodrat Mtn, Ruch OR. USHPA Sanctioned PG Race To Goal XC Nationals Competition.

Open Race, Sprint Race, and SuperClinic Race entry fees $475 SuperClinic fees $675. $20 Local membership required.

Registration opens Feb 3, 2020. Organizer: Terri Stewart, AO-organizer@rvhpa.org | Website: wingsoverapplegate.org

JUL 11–16 > 2021 OZONE CHELAN OPEN Chelan Butte, Chelan WA. USHPA Sanctioned PG Race To Goal XC Nationals Competition. The Ozone Chelan Open is a new fun competition format (for the USA) where new to competition pilots get to race along with and learn from the best pilots in the USA/world with everyone flying EN-C or B wings. Organizer: Matt Senior, mattysenior@yahoo.com | Website: https://airtribune. com/events/next JUL 18–24 > 2021 US OPEN OF PARAGLIDING Chelan Butte, Chelan WA. USHPA Sanctioned PG Race To Goal XC Nationals Competitio. Organizer: Matt Senior, mattysenior@yahoo.com | Website: https://airtribune.com/events/next SEP 3-5 > EAGLE PARAGLIDING PINE MOUNTAIN CLINIC Ojai, CA. Eagle organizes clinics at Pine Mountain behind Ojai. Two local legends Tom Truax a.k.a. “Sundowner“, and “Diablo”, Tony Deleo each set the California state distance record from this site back in the 90’s. September is our favorite month to do clinics out there, and we held a clinic there years ago where a pilot flew 50 miles on his first Cross Country flight. We followed the Team Flying strategy we share at our clinics and on our tours with a group of pilots on this flight. Cost is $895. Visit www.paragliding.com or call 805.968.0980.

SEP 27 – OCT 2 > RED ROCKS FALL FLY IN Cove and Monroe Peak, Monroe Utah. Why? Because flying Paragliders and Hang Gliders is awesome. Who? Paragliders and Hang Gliders from all over the world. The cap is 500 pilots this year. How much? $95.00 for the whole week. Plus $10.00 per ride up the mountain. World class presentations each evening. Anything Else? Interesting culinary experiences in Richfield and Monroe. Fee includes certificates for free or discounted meals at many unique and mouthwatering restaurants. www.cuasa.com OCT 01 – 03 > 2021 HSB ACCURACY CUP HSB Flight Park, Horseshoe Bend ID. USHPA Sanctioned PG Spot Landing Nationals Competition. The HSB Accuracy Cup is an opportunity to challenge your ability for spot landings. The venue offers wide open space within the scenic Payette River Corridor. The valley flow along with our arid weather support smooth air and consistent conditions. Camp out and enjoy the stunning landscape of iconic rural Idaho with the flying community. Organizer: Scott Edwards, hsbflightpark@gmail.com | Website: hsbflightpark.com

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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/magazine-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 over 30years.

Hang Gliding, Paragliding, Trikes. Hangar facilities Granite Shoals/Lake LBJ, 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 2021 > Fly Costa Rica and Europe with veteran tour guide Nick Crane. Small groups, flexible schedule, excellent flying | Costa Rica-Feb 15-25 & March 26-April 5 | Germany, Austria, Slovenia, Italy June 4-14 and Sept 5-15 | France,Coupe Icare, Italy Sept 17-27 | www.costaricaparagliding.com, contact: nick@paracrane.com FLYMEXICO > Winter & year round flying tours & support for near 30 years. Hang Gliding, Paragliding. Guiding, gear, instruction, transportation, lodging. www. flymexico.com +1 512 656 5052 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 706-383-1292 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

Ratings Issued November & December 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.

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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 H3 H3 H3 H3 H4 H4 H4 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1 P1

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

Donald Zogg Josh Baxter Adam Brownstone Taylor Jackle Spriggs Wade H. Litt Michael Rodriguez Miguel Adler Joseph Bass Jeffrey Bradshaw Nadia Bullington Jason Dempsey Ray S. Gilbert Alexander Kilimnik David R. Miller Max Ortiz Jr Kaden Porter Troy Provenzano Sofiko Tkabladze Mirza Abrar Un Nabi Baig Charles Bigler Janese Cerulli Michael Dengler Ilya Druker James Gilmore Joseph LeClerc Nick Richmond Donald Zogg Chris Kelly Gordon GK Risser Michael Rodriguez Miguel Adler Joseph Bass Jeffrey Bradshaw Jason Dempsey Alexander Kilimnik David R. Miller Max Ortiz Jr Kaden Porter Troy Provenzano Sofiko Tkabladze Mirza Abrar Un Nabi Baig Raghav Aggarwal Charles Bigler Kimon Diomis Bill Diomis Nick Richmond Jack Carwile Clay Griswold Ricky Ronig William R. Hnyla Doug Pilling Matthew Saccomanno III Lawrence G. Battaile Avery Ardovino Cara Brokaw Jamie Childress Scott Creel Zachary Delaney Brock Fehler Liam Field Madison Gorsh Mark Hayward Tyler Blair Johnson Stephen Kaplan Bryant Clayton Lamay Sean George Lee John Robert Leskajan Wade Lippincott

STATE RATING OFFICIAL

MN UT CA CA CO AZ FL TN MS NC AL VA VA KY FL GA FL GA VA PA MA NY ON ME MA ME MN CA UT AZ FL TN MS AL VA KY FL GA FL GA VA MA PA NY NY ME FL FL GA PA CA CA NC ID WA WA MT HI WA ID MT MT WA OR AK HI WA WY

Gordon Cayce Theodore Hurley Eric Hinrichs Theodore Hurley Theodore Hurley Dan DeWeese Alan Friday Gordon Cayce Gordon Cayce Theodore Hurley Andrew Nigh William G. Vaughn Steve A. Wendt Gordon Cayce Malcolm A. Jones Gordon Cayce Gordon Cayce Gordon Cayce Steve A. Wendt Matthew Taber Theodore Hurley Daniel C. Guido Wolf Gaidis William G. Vaughn David J. Miller David J. Miller Gordon Cayce Eric Hinrichs Theodore Hurley Dan DeWeese Alan Friday Gordon Cayce Gordon Cayce Andrew Nigh Steve A. Wendt Gordon Cayce Malcolm A. Jones Gordon Cayce Gordon Cayce Gordon Cayce Steve A. Wendt David J. Miller Matthew Taber Greg Black Greg Black David J. Miller Malcolm A. Jones Malcolm A. Jones David Miller Joseph E. Gorrie John Heiney John Heiney Jon C. Thompson Charles (Chuck) Smith Marc Chirico Steven R. Wilson Ryan Schwab Pete Michelmore Marc Chirico E. Scott Edwards Andy Macrae Andy Macrae Marc Chirico Kelly A. Kellar Steven K. Amy Vito Michelangelo Marc Chirico Andy Macrae

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 1 1 1 1 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 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

Jake Long Nanci Lopez Hernandez Luke Olsen Kane Pollard Tamma Nischal Reddy Michael Riley Sebastiano Roattino Jeffrey Rogers Erin Rose Garth Schulz Paul Tice Chad Trammell John Tucker Nicholas Tyree Nathaniel Wheeler Alex Williams George Akinian Preeta Amin Derry Anderson Pavel Astakhov Tal Barnea Joe Bradshaw Elizabeth Brott Thomas Bunter Garrett Conover Pieter DePape Kathryn Etterman Robert Franklin Andrew Gibbs Daniel Guevara Jesse Hall Bryan Halverson Jennifer Kelly Zachary Koppe Janet Angela Lorenzo Philip Massoud Travis McGowan Kai Myers Jared O'Donnell Kevin Ott Derek Pehle John Redding Michael Rieser Yevgeniy Russiyanov Zachary Scharman Peter Scheidl Amanda Stang Jin Sung Jared Tracy Jacob VandeHaar John Vaughan Tyler Willhide Brian Anglin Jarrett Arguelles Josh Baverstock Phill Bloom Austin Bozeman John R. Bradley Peter Chang Patrick Ciri Chris Diebold Darren Dix Brian Dixon James DuPlain David Alexander English Jose Estrada Kevin Fawcett Thomas Ferrara

STATE RATING OFFICIAL

AK OR OR WA WA MT WA WA HI AK OR AK OR OR WA WA CA NV UT CA CA NV UT CA CA CA NV UT UT UT UT UT UT CA CA CA CA CA UT NV CA CA CA CA UT CA CA CA UT CA UT CA CA CO CA CA CO AZ CA CA CA CA CO NM CA CA CA CA

Steven K. Amy Kelly A. Kellar Jeremy Bishop Matt Cone Steven R. Wilson Jennifer Bedell Marc Chirico Marc Chirico E. Scott Edwards Jonathan Jefferies Kimberly Phinney Evan Mathers Maren Ludwig Kelly A. Kellar Steven R. Wilson Marc Chirico Jesse L. Meyer Mitchell B. Neary Jonathan Jefferies Max Leonard Marien Jeffrey J. Greenbaum Jeremy Bishop Jonathan Jefferies Robert Black Nathan Alex Taylor Jeffrey J. Greenbaum Jeremy Bishop Jonathan Jefferies Ben White Nathan Alex Taylor David (Dexter) Binder Jonathan Jefferies Stephen J. Mayer Mike Fifield Robert Black Mitchell B. Neary Robert Black Jonathan Jefferies Nathan Alex Taylor Stephen J. Mayer Jesse L. Meyer Robert Black Jeffrey J. Greenbaum Jeffrey J. Greenbaum Nathan Alex Taylor Robert Black Robert Black Wallace K. Anderson Ken W. Hudonjorgensen Wallace K. Anderson Rob Sporrer Robert Black Jonathan Jefferies Ryan J. Taylor Marcello M. DeBarros Rob Sporrer Douglas Brown Chandler Papas Rob Sporrer Max Leonard Marien Rob Sporrer Marcello M. DeBarros Timothy D. Meehan Charles (Chuck) Woods Max Leonard Marien Robert Black Philip D. Russman Rob Sporrer

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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 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 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 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

Grant Foad Todd Govig Arjun Heimsath Becky Higbee Benjamin Hymes Jean-Paul Kellogg Chris Meertens David E. Moon Peter Naylor Caleb Phillips Brandon Stringham Bjorn Sumner Udaya Sun Sarah Taylor Demetrius Verardi Ramos Derek Wadsworth Micah Weller M Cory Young Mario Abad Timothy Bova Adam Brown Alexander B. Callage John Chamales Lee Park Cunningham Eric Echavarria Jarret Estep Charles Gonzalez Jonathan Hudson Teemu Iijanen Lahouri Otmane Adam Otmane Matthew Roach Raja Sztorc Margo Vriesinga Jesse Chand Andrew Fontana Alejandro Gallego Brandon Hawk Gichul Koo Nigel Krumdieck Kungyang Lo Ralph Moore Stephen OConnor Lukas Sieber Qiankun Zhuang Avery Ardovino Cara Brokaw Jamie Childress Scott Creel Zachary Delaney Brock Fehler Liam Field Madison Gorsh Mark Hayward Tyler Blair Johnson Stephen Kaplan Bryant Clayton Lamay John Robert Leskajan Wade Lippincott Jake Long Nanci Lopez Hernandez Luke Olsen Kane Pollard Tamma Nischal Reddy Michael Riley Sebastiano Roattino Jeffrey Rogers Erin Rose

STATE RATING OFFICIAL

CA AZ AZ CO CO AZ CO CO CO CO NM CO AZ CO AZ CO CA CA FL VA NC FL TX TN NC NC NC WV TN FL FL NC NC MO NJ MI NY PA NY NY NJ OH IL NY IL ID WA WA MT HI WA ID MT MT WA OR AK WA WY AK OR OR WA WA MT WA WA HI

Rob Sporrer Rob Sporrer Chandler Papas Christopher Grantham Chris W. Santacroce Chandler Papas Misha Banks Misha Banks Johannes Rath Christopher Grantham Charles (Chuck) Woods Chris W. Santacroce Max Leonard Marien Jonathan Jefferies Eric Rasmussen Ryan J. Taylor Marcello M. DeBarros Jerome Daoust Grayson Brown Grayson Brown David (Dexter) Binder Andy Macrae Hadley Robinson Rob Sporrer Jonathan Jefferies Jonathan Jefferies Jonathan Jefferies Grayson Brown Grayson Brown Andy Macrae Andy Macrae Jonathan Jefferies Jonathan Jefferies Stephen J. Mayer Jonathan Jefferies Chris W. Santacroce Miguel Rodas Thomas McCormick Miguel Rodas Chandler Papas Thomas McCormick Christopher J. Pyse Ben White Joachim P. Roesler Jaro Krupa Charles (Chuck) Smith Marc Chirico Steven R. Wilson Ryan Schwab Pete Michelmore Marc Chirico E. Scott Edwards Andy Macrae Andy Macrae Marc Chirico Kelly A. Kellar Steven K. Amy Marc Chirico Andy Macrae Steven K. Amy Kelly A. Kellar Jeremy Bishop Matt Cone Steven R. Wilson Jennifer Bedell Marc Chirico Marc Chirico E. Scott Edwards

RTG RGN NAME

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

1 1 1 1 1 1 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 3 3 3 3 3 3 3 3 3 3 3 3 3

Garth Schulz Lorie Tappan Paul Tice Chad Trammell Nathaniel Wheeler Alex Williams George Akinian Derry Anderson Pavel Astakhov Joe Bradshaw Elizabeth Brott Thomas Bunter Garrett Conover Pieter DePape Kathryn Etterman Robert Franklin Andrew Gibbs Daniel Guevara Jesse Hall Bryan Halverson Jennifer Kelly Zachary Koppe Janet Angela Lorenzo Philip Massoud Travis McGowan Kai Myers Ajit Narayanan Jared O'Donnell Kevin Ott Derek Pehle John Redding Michael Rieser Yevgeniy Russiyanov Zachary Scharman Peter Scheidl Amanda Stang Jared Tracy John Vaughan Tyler Willhide Brian Anglin Jarrett Arguelles Josh Baverstock Phill Bloom Ian Buterbaugh Peter Chang Patrick Ciri Chris Diebold Darren Dix David Alexander English Jose Estrada Kevin Fawcett Thomas Ferrara Grant Foad Todd Govig Becky Higbee Benjamin Hymes Neil Karstetter Chris Meertens David E. Moon Peter Naylor Caleb Phillips Bjorn Sumner Udaya Sun Sarah Taylor Demetrius Verardi Ramos Derek Wadsworth Micah Weller M Cory Young

STATE RATING OFFICIAL

AK OR OR AK WA WA CA UT CA NV UT CA CA CA NV UT UT UT UT UT UT CA CA CA CA CA CA UT NV CA CA CA CA UT CA CA UT UT CA CA CO CA CA AZ CA CA CA CA CA CA CA CA CA AZ CO CO CA CO CO CO CO CO AZ CO AZ CO CA CA

Jonathan Jefferies Kelly A. Kellar Kimberly Phinney Evan Mathers Steven R. Wilson Marc Chirico Jesse L. Meyer Jonathan Jefferies Max Leonard Marien Jeremy Bishop Jonathan Jefferies Robert Black Nathan Alex Taylor Jeffrey J. Greenbaum Jeremy Bishop Jonathan Jefferies Ben White Nathan Alex Taylor David (Dexter) Binder Jonathan Jefferies Stephen J. Mayer Mike Fifield Robert Black Mitchell B. Neary Robert Black Jonathan Jefferies Jesse L. Meyer Nathan Alex Taylor Stephen J. Mayer Jesse L. Meyer Robert Black Jeffrey J. Greenbaum Jeffrey J. Greenbaum Nathan Alex Taylor Robert Black Robert Black Ken W. Hudonjorgensen Rob Sporrer Robert Black Jonathan Jefferies Ryan J. Taylor Marcello M. DeBarros Rob Sporrer Chandler Papas Rob Sporrer Max Leonard Marien Rob Sporrer Marcello M. DeBarros Max Leonard Marien Robert Black Philip D. Russman Rob Sporrer Rob Sporrer Rob Sporrer Christopher Grantham Chris W. Santacroce Jerome Daoust Misha Banks Misha Banks Johannes Rath Christopher Grantham Chris W. Santacroce Max Leonard Marien Jonathan Jefferies Eric Rasmussen Ryan J. Taylor Marcello M. DeBarros Jerome Daoust

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 November & December 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 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3 P3

4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 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

Mario Abad Timothy Bova Adam Brown Alexander B. Callage Lee Park Cunningham Eric Echavarria Jarret Estep Charles Gonzalez Jonathan Hudson Teemu Iijanen Lahouri Otmane Adam Otmane Matthew Roach Raja Sztorc Margo Vriesinga Jesse Chand Andrew Fontana Alejandro Gallego Gichul Koo Nigel Krumdieck Kungyang Lo Ralph Moore Stephen OConnor Rocael Ortiz Castillo Lukas Sieber Qiankun Zhuang John Alke Chris Anderson Brent Alan Bauer Cara Brokaw Brent K. Childers Scott Creel Kailas Dandgaval Samuel Inouye Tyler Blair Johnson Ezra Manuel Briahna Price Steven Arcangeli Todd Crowley Ben Eggers Jaden Fitts Nicolas Guerra-Mondragon George Oliver Halsted Joey Jarrell Jordan Kilgore Zach Mulcahy

STATE RATING OFFICIAL

FL VA NC FL TN NC NC NC WV TN FL FL NC NC MO NJ MI NY NY NY NJ OH IL NY NY IL MT OR WA WA OR MT WA AK WA OR ID CA UT CA CA CA CA UT CA CA

Grayson Brown Grayson Brown David (Dexter) Binder Andy Macrae Rob Sporrer Jonathan Jefferies Jonathan Jefferies Jonathan Jefferies Grayson Brown Grayson Brown Andy Macrae Andy Macrae Jonathan Jefferies Jonathan Jefferies Stephen J. Mayer Jonathan Jefferies Chris W. Santacroce Miguel Rodas Miguel Rodas Chandler Papas Thomas McCormick Christopher J. Pyse Ben White Miguel Rodas Joachim P. Roesler Jaro Krupa Dale Covington Brad Hill Rob Sporrer Marc Chirico Stephen J. Mayer Andy Macrae Marc Chirico Jonathan Jefferies Marc Chirico Kimberly Phinney Lane B. Lamoreaux Jesse L. Meyer Christopher Hunlow Jesse L. Meyer Jason Shapiro Jesse L. Meyer Jesse L. Meyer Ben White 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 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4 P4

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

STATE RATING OFFICIAL

Mohamed Rassoul CA Robert Black Tristan Selva CA Robert Black John Vaughan UT Rob Sporrer Sebrand Warren CA Rob Sporrer Giovanni Boyd-Bonanno CO Douglas Brown Michael Chilcoat CO Kevin McGinley Patrick Ciri CA Max Leonard Marien Jay Devorak CA Mitchell Riley Kevin Fawcett CA Philip D. Russman Christopher Gulden CA Mitchell Riley Joshua Herbst CA Max Leonard Marien Grant Honeyman CA Jeremy Bishop Kaled Kayed CA Robin J. Marien Kevin Scott Ryan CO Etienne Pienaar Joby Spencer CO Misha Banks Dave Stitz CO Chris W. Santacroce Derek Wadsworth CO Ryan J. Taylor James Anderson AR Lane B. Lamoreaux Steve Arnold AR Hadley Robinson David Deggendorf NC Christopher J. Pyse Nicholas Heller TX Dale Covington Marshall Mosher GA Christopher J. Pyse Quinn Connell NH Calef Letorney Volker Fischer NJ Philippe Renaudin Andrew Fontana MI Chris W. Santacroce Brent McCoy VT Calef Letorney Juan Sarria PA Joachim P. Roesler Lukas Sieber NY Joachim P. Roesler Nicholas E. Giguere AK Gerry Donohoe Jerad Hoy MT Andy Macrae Tyler Blair Johnson WA Marc Chirico Taylor Maitri ID Randall Shane Brian Ploeger WA Marc Chirico Justin Cannon CA Robert Black Kiel Edson CA Jesse L. Meyer T. Alex Halstead UT Chris W. Santacroce Karl Heiman CA Robert Black Tabor Henderson UT Chris W. Santacroce Miles MacArthur CA Robert Black Keenan Ryan UT Jonathan Jefferies Katherine Bristow CA Jeremy Bishop Alyson Connors CA Jeremy Bishop Rob Eschbach CA Jeremy Bishop Ben Kanselbaum CA Marcello M. DeBarros Derek Bartlem MO Kevin McGinley Eli Castleberry GA Christopher J. Pyse

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 53

Chris Bolfing in a Bautek Astir at Blossom Valley, CA.

WHITE CREST BEACH

Tavis N. Linsin

Red-gold sand gathered on the leeward side of the car the others had left all that remained were the lessons of the day humming softly amid the grains fear in the eyes of men tasked with a great learning who struggle in the wind as too slowly they move to the simplicity asked of them wide-eyed, knuckles white gripping flight wires clumsy fingers seek traction on wing tips sleek surfaces slide away whistling wing—only half of this earth—eludes them it was not a day for flying laden pilot, human too all witnessing a disagreement of gulls each wielding an effortlessness that escaped us as sun dimmed, we thought of the future seeing new value in an earlier start clearer speech and updated equipment later in sleep the rugged places made plain with the sun waking, a renewing invitation to gather what remains and together build bridges to the sky

Pilot Tavis Linsin launching White Crest Beach, Wellfleet, MA. PHOTO BY NANCY BLOOM.

STORE

All this and more at USHPASTORE.com

FREE FLIGHT T-SHIRTS Show your pride of wing with these bold, graphic HG & PG designs – available in both men’s and women’s styles. Cardinal red for hang gliders. Sapphire blue for paragliders. Bi-wingual? Get one of each!

$14.95

FLEECE BEANIES

GREETING CARDS

Top off your look with this warm fleece beanie embroidered with the USHPA logo. Keep your ears warm on the ground or in the air.

Available in solid black or red. $ 95

“This is Flying, This is Freedom.” Send these cards to your friends and family. Choose from hang gliding or paragliding. 9.5” x 4.25” cardstock, 10-card pack. $ 95

19.

19.

FREE FLIGHT LUCK CHARMS For your necklace, keychain, or earrings (buy two for a complete pair). Choose Hang Gliding or Paragliding. Silver/zinc alloy on black cord, approx 1” x 1”.

$19.95

SOFT SHELL FLIGHT JACKETS Durable Marmot jackets are water-repellent, windproof, and breathable. Features include stand up collar with zipper chin guard, zippered chest pocket w/ headphone port, zippered hand pockets, and LYCRA bound cuffs. Available in gray for men’s and black for women’s. Embroidered USHPA logo on the front, “U.S. Hang Gliding & Paragliding Assn” on the back.

$149.95

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