hang gliding & paragliding vol40/iss09 sep 2010

Hang Gliding & Paragliding | www.USHPA.aero

www.USHPA.aero

SEPTEMBER 2010Volume 40 Issue 9

$6.95

http://www.flyozone.com

MAGAZINE STAFFUSHPA, Publisher: [email protected] Nick Greece, Editor: [email protected]

Greg Gillam, Art Director: [email protected] Palmaz, Advertising: [email protected]

Staff writers: Alex Colby, Chris Galli, Steve Messman, Dennis Pagen, Christina Ammon, Mark “Forger” Stucky, Ryan Voight, Tom Webster

Staff artist: Jim Tibbs Staff photographers: John Heiney, Jeff O'Brien, Jeff Shapiro

OFFICE STAFFMartin Palmaz, Director of Business Operations : [email protected]

Robin Jones, Information Services Manager : [email protected] Hollendorfer, Membeship Services Coordinator:

[email protected] Rank, Office Coordinator : [email protected]

USHPA OFFICERS & EXECUTIVE COMMITTEELisa Tate, President: [email protected]

Mark Gaskill, Vice President: [email protected] Rich Hass, Secretary: [email protected]

Mark Forbes, Treasurer: [email protected]

REGION 1: Rich Hass, Mark Forbes. REGION 2: Dave Wills, Urs Kellenberger, Bill Cuddy. REGION 3: Bill Helliwell, Rob Sporrer, Brad Hall. REGION 4: Mark Gaskill, Ken Grubbs. REGION 5: Lisa Tate. REGION 6: David Glover. REGION 7: Tracy Tillman. REGION 8: Jeff Nicolay. REGION 9: Felipe Amunategui, Hugh McElrath. REGION 10: Bruce Weaver, Steve Kroop, Matt Taber. REGION 11: David Glover. REGION 12: Paul Voight. REGION 13: Tracy Tillman. DIRECTORS AT LARGE: Dave Broyles, Leo Bynum, Riss Estes, Mike Haley, Dennis Pagen. EX-OFFICIO DIRECTOR: Art Greenfield (NAA).

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.

HANG GLIDING & PARAGLIDING magazine is published for foot-launched air-sports enthusiasts to create further interest in the sports of hang gliding and paragliding and to provide an educational forum to advance hang gliding and paragliding methods and safety.

SUBMISSIONS HANG GLIDING & PARAGLIDING magazine welcomes editorial submissions from our members and readers. All submissions of articles, artwork, photographs and or ideas for articles, artwork and photographs are made 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 [email protected] or online at www.ushpa.aero. HANG GLIDING & PARAGLIDING magazine reserves the right to edit all contributions. We are always looking for well written articles and quality artwork. Feature stories generally run anywhere from 1500 to 3000 words. News releases are welcomed, but please do not send brochures, dealer newsletters or other extremely lengthy items. Please edit news releases with our readership in mind, and keep them reasonably short without excessive sales hype. Calendar of events items may be sent via email to [email protected], as may letters to the editor. Please be concise and try to address a single topic in your letter. Your contributions are greatly appreciated. If you have an idea for an article you may discuss your topic with the editor either by email or telephone. Contact: Editor, Hang Gliding & Paragliding magazine, [email protected], (516) 816-1333.

ADVERTISING ALL ADVERTISING AND ADVERTISING INQUIRIES MUST BE SENT TO USHPA HEADQUARTERS IN COLORADO SPRINGS. All advertising is subject to the USHPA Advertising Policy a copy of which may be obtained from the USHPA by emailing the Publisher at [email protected].

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

HANG GLIDING & PARAGLIDING (ISSN 1543-5989) (USPS 17970) is published monthly by the United States Hang Gliding and Paragliding Association, Inc., 1685 W. Uintah St., Colorado Springs, CO 80904, (719) 632-8300, FAX (719) 632-6417. PERIODICAL postage is paid at Colorado Springs, CO and at additional mailing offices.

POSTMASTER Send change of address to: Hang Gliding & Paragliding magazine, P.O. BOX 1330, Colorado Springs, CO 80901-1330. Canadian Post Publications Mail Agreement #40065056. Canadian Return Address: DP Global Mail, 4960-2 Walker Road, Windsor, ON N9A 6J3

DISCLAIMER The publication of any submissions, articles or advertising in HANG GLIDING & PARAGLIDING magazine does not constitute an endorsement of the authors, advertisers, products, services, apparatus, processes, theories, ideologies, opinions, advice and/or recommendations presented, nor does it constitute an endorsement of the authors or companies involved. The statements of fact and opinions as well as any product claims in the submissions, articles, advertisments, artwork and photographs appearing in HANG GLIDING & PARAGLIDING magazine are those of their respective authors, contributors and advertisers and not of the USHPA. The USHPA makes no representation, express or implied, including the warranties of merchantability and fitness for a particular purpose, nor assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, advice, opinion, recommendation, apparatus, product, product claims or process disclosed, in such submissions, articles, advertising, artwork or photographs. All individuals relying upon any materials published herein do so at their own risk. The USHPA is not responsible for any claims made in any submission, article, or advertisement. Advertisers may not, without USHPA's prior written consent, incorporate in subsequent advertising that a product or service has been advertised in a USHPA publication.

COPYRIGHT Copyright (c) 2010 United States Hang Gliding And Paragliding Association, 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 the United States Hang Gliding And Paragliding Association, Inc.

On the cover, Alex McCulloch over the Front Range in Colorado. Flying a Wills Wing T2C | photo by Jeff O'Brien. Meanwhile, Paul Voight steps into the void.

HANG GLIDING & PARAGLIDING MAGAZINE

For change of address or

other USHPA business

call (719) 632-8300, or

email [email protected].

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.

by Jim Jennings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

by Pete Lehmann . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

by Dennis Pagen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

by John Heiney . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

EDITOR

PILOT BRIEFINGS

ASSOCIATION

AIRMAIL

A CLOSER LOOK

FOUNDATION

CENTERFOLD

TANGENT

DISPATCH

RATINGS

USHPA STORE

PAGE 78

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WHAT'S WRONG WITH ME?

2010 MIDWEST CHAMPIONSHIPS

CLOUD CONSCIOUS : PART X

CLOSE ENCOUNTERS

Northern California Free Flight Film Festival

If you build it, they will come

Weird Clouds

Of the Bird Kind

2010SEPTEMBER

by Chip Miller . . . . . . . . . . . . . . . . . 30

LIGHTEN UPThe new breed of ultralight gear.

GALLERY

56

http://www.willswing.com

Hang Gliding & Paragliding | www.USHPA.aero6

Hang Gliding & Paragliding | www.USHPA.aero 7

It is the people .

I’ve recently returned home, and as I recount stories of my travels through USHPA’s west coast, my mind wanders

back to the interesting people I’ve met along the way. Teachers, doctors, carpenters, glass blowers, helicopter repair personnel and vari-ous other field workers at McMurdo Station, jugglers, engineers, and airline pilots, to name a few.

Many USHPA members, living unique and interesting lives, are from completely dif-ferent backgrounds, yet during the summer our shared passion for free flight brings us to-gether with individuals whose friendship we might not have otherwise realized.

While big flights and high times are great, they would be diminished if it were not for the ability to share the experiences with friends. Although free flight is an individ-ual endeavor, it is composed of many parts. First, takeoff. Second, flight. Third, landing. Fourth, regaling friends with details of your flight. Surely the retelling of epic adventures to understanding friends is where a signifi-cant amount of the pleasure is derived.

Yesterday I received a call from a friend who was at 13,000 feet, with two other friends, on pace to break the Wyoming state record. I hopped in my car at five and headed out into the wilds of Wyoming, armed with a cooler, a radio, a phone, and a rocking iPod. As I hurtled through national parks and wil-derness to catch the Jackson Hole Air Force, who were en route to setting the state record, I couldn’t help smiling and fist pumping to the blaring tunes emanating from the car speakers, in eager anticipation of hearing their stories of a glorious day.

Chip Hildebrand did, in fact, seal the deal and take the new Wyoming state record , 137 miles, with a fight from Jackson to Thermopolis. And I was able to ride along with all three as we headed back, listening to tales of a full day in the saddle.

I was reminded again that it’s the people who make up the sport. That night, as we built a fire atop Togwotee Pass to wait out a few-hour road closure, I couldn’t imagine having any better company.

7


MORE DELTA SIZES CERTIFIEDOzone is excited to an-

nounce that the Delta is now

certified in S, M, L, and XL

sizes, with the XS to follow

shortly. The M size has al-

ready been shipping for over

a month, and Ozone says the

feedback from pilots who

have flown it is extremely

good. Ozone claims that

the Delta has EN C comfort

with EN D performance, and

handling that is exceptional

for a wing in its class.

GRADIENT VIDEOSSince the development of

the new intermediate glider,

the Golden3, Gradient is put-

ting more effort on promot-

ing their products by video.

Two new product movies

are available for the Golden

3 and the Avax XC3. Also, a

15-minute adventure movie

from Madeira is out now.

The movies are produced by

Gradient and available online

at www.gradient.cx.

NIVIUK PEAK 2The Niviuk PEAK 2 has

passed EN D certification

and is now in production.

The PEAK 2 will be available

in four sizes; 22, 24, 26 and

28. Size 24 will be available

in August. All other sizes

will be available beginning in

September. Niviuk designed

the PEAK 2 from a clean

drawing board instead of

simply updating the original

PEAK. With a new highly

efficient line plan, a new

profile and a new AR of 6.61

it offers a higher range of

speed, a more efficient climb

rate, and an improved glide

ratio. For more information,

visit www.eagleparagliding.

com.

WOODY VALLEY LEG COVERWoody Valley has developed

a leg cover that is compat-

ible with most Woody Valley

Harnesses. This leg cover

is made of a lighter weight

material than conventional

pods, which are typically

constructed with neoprene,

allowing for compact stor-

age. This Leg Cover will

convert your standard

Woody Valley harness into

a pod, keeping your legs

warmer, improving aerody-

namics, and eliminates the

need for a stirrup. Available

in three sizes. For more

information, visit www.ea-

gleparaglding.com

WOODY VALLEY TOP POCKETWoody Valley has released

the “Top Pocket” for their

VOYAGER PLUS reversible

harness/rucksack. The “Top

Pocket” attaches to the top

of the rucksack to allow

more storage space. It can

also be removed from the

rucksack and worn as a

small backpack for storage

of instruments and other

personal items. For more

information, visit www.ea-

gleparagliding.com

OZONE SAUCISSE LITEOzone is happy to announce

the release of the Saucisse

Lite, a lightweight ‘Low Fat’

version of the best-selling

Ozone Saucisse pack. The

Saucisse Lite protects your

glider in the accordion fold

configuration, and is a fast

and easy solution to packing

your XC machine. It is now

available for order from your

local Ozone Dealer.

DIAMOND PILOT AWARDMichael Robertson, USHPA

#1058, earned his fifth

Diamond Pilot award for log-

ging 5000 consecutive safe

flights between August 1988

and November 2009.

PilotBRIEFINGSNew | Improved | Buzzworthy


Phot

os: J

érôm

e Ma

upoi

nt ©

::: easy

The 4th generation of the Bolero emerges with high expectations and is ready to live up to its promise. From the fi rst day on the training hill to regular cross country fl ights, the Bolero 4 will be your faithful partner and will bring the best out of you in any situation.Gin’s principle design consideration was to give pilots discovering paragliding a glider which is easy to fl y, comfortable and extremely safe, which would also appeal to regular pilots wishing to fl y totally relaxed. Gin has dedicated his days and nights to developing this amazing new wing. He fl ew hundreds of hours with prototypes until he was fi nally satisfi ed that the wing was just as he imagined. >>> 5 sizes certifi ed EN A

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SURVEY SAYS USHPA has just complet-ed our first all-member survey. We want to get an accurate barometer of how the membership views our national organi-zation. What do the members perceive are our strengths and weaknesses and how can we do a better job of supporting our members and sport?

The Board of Directors worked for several months developing this neutral survey in order to get an accurate ac-counting of our member’s opinions. As we move forward with the Strategic Plan, we will be making course corrections to help us achieve our goals, and member-ship needs are a critical part of that.

The survey will provide necessary base-line data to our team of strategic planners. Since the first USHPA strategic plan was developed five years ago, it’s time for us to review where we are and where we are headed. We are in the process of doing that and will be making recommen-dations at the Fall Board of Directors Meeting in Bend, Oregon.

I’d like to thank each and every one of the 1380 members who took the time to return the survey. Especially important are the personal comments, both good and bad. We will take all of them into account.

- Lisa Tate, President, USHPA

In April, USHPA asked members to participate in its second online member survey, asking the members:

“How is USHPA doing? And what does it need to do better?”

The Executive Committee asked me to analyze the 1,380 responses to the survey and write a report for the members for publication in the magazine.

JUST THE FACTSThere were 39 questions in the survey, in-cluding some questions gathering basic demographics and information about flying experience and membership in USHPA and flying clubs. At the heart of the survey, respondents were asked to rate their satisfaction with USHPA on 19 di-mensions. The 19 ratings were on a scale of 1 to 5, with 1 corresponding to “very low / not satisfied at all” and 5 indicating

“very high / completely satisfied.” Exhibit 1 shows the results for these 19 questions, as average ratings for each question. (The full wording of each question is shown in Exhibit 5, at the end of this article.)

All of the average scores are above 3 (equivalent to “neither satisfied nor dis-satisfied”), indicating that members are generally satisfied with the performance

of USHPA. That said, the organization performed best on customer service by the membership office, safety programs and the magazine. Related metrics, like providing safety information and preserv-ing the sport’s history, also scored highly. On the other hand, the scores were less high for USHPA’s ability to foster growth/promote the sport to the public and were also somewhat low for under-standing what the organization's top management does (Board of Directors, Executive Committee). Members also expressed relatively low satisfaction on

“overall communications.” Later, open-ended questions allowed the members to provide more information on why these scores were lower and how USHPA could improve in these areas.

Respondents scored USHPA much higher on its importance to the sport, than on any individual aspect of its per-formance.

To see whether long-time members might have a perspective different from members who joined recently, we can look at whether the satisfaction scores were dependent on how long the respondents had been members of USHPA. Exhibit 2 shows the result.

The main part of the table shows av-erage satisfaction scores for respondents who had been members of USHPA for

Membership | Policy | Involvement

TheASSOCIATION by Finbar Sheehy

3.0 3.2 3.4 3.6 3.8 4.0 4.2 4.4 4.6

Importance to sportCustomer serviceSafety programs

MagazineRecognizes contributions

Good valuePreserves history

Regulatory relationshipsSafety informationFlying site access

Manufacturer relationsRepresentation of sport

Effectively support missionRepresents to NAA etc.

Board of DirectorsOverall communications

Executive CommitteePromotes public

Fosters growth

Exhibit 1 | Average ratings for the 19 “satisfaction” questions


less than a year (column labeled “<1”), or 1-2 years, 2-3 years and so on. The right-hand column, labeled “skew,” shows the difference between the average score for members of over 20 years’ tenure, and the average score for new members. A posi-tive number here would mean that long-standing USHPA members are more satisfied than new members; a negative

one would mean the opposite.There is no overall pattern of differ-

ence in satisfaction based on length of membership. Longer-tenured pilots show higher scores for customer service, for recognizing contributions by volunteers, and for managing regulatory relation-ships than new pilots do; new pilots are more positive about the magazine and

about the organization’s ability to present free flight to the general public and foster growth (“representation of sport,” “effec-tively support mission,” “promotes public acceptance” and “fosters growth”).

WHAT DOES USHPA DO WELL?Having scored USHPA on its perfor-mance, the survey asked respondents, in

Tenure (years) -> <1 1-2 3-4 5-6 7-8 9-10 11-20 >20 Avg. SkewImportance to sport 4.37 4.53 4.48 4.42 4.44 4.37 4.34 4.43 4.41 0.07Customer service 3.86 4.02 4.12 4.09 4.09 4.06 4.08 4.11 4.07 0.25Safety programs 4.07 4.14 4.09 4.03 3.96 4.07 4.04 4.00 4.05 -0.07Magazine 3.99 4.38 4.28 4.02 4.00 3.99 3.82 3.80 3.98 -0.19Recognizes contributions 3.70 3.93 4.08 3.93 3.85 3.94 3.99 3.91 3.93 0.21Good value 3.88 4.20 4.15 3.79 3.88 3.86 3.85 3.89 3.92 0.02Preserves history 3.78 3.85 3.87 3.86 4.03 3.90 3.88 3.80 3.86 0.02Regulatory relationships 3.63 3.85 3.70 3.73 3.84 3.92 3.92 3.94 3.84 0.31Safety information 3.79 4.02 3.89 3.75 3.81 3.81 3.81 3.82 3.83 0.03Flying site access 3.55 3.69 3.67 3.69 3.69 3.72 3.69 3.67 3.68 0.12Manufacturer relations 3.66 3.70 3.55 3.54 3.57 3.61 3.59 3.78 3.64 0.12Representation of sport 3.73 3.83 3.70 3.50 3.51 3.61 3.59 3.60 3.62 -0.14Effectively support mission 3.66 3.79 3.68 3.63 3.60 3.55 3.52 3.51 3.59 -0.15Represents to NAA etc. 3.55 3.52 3.53 3.55 3.41 3.46 3.56 3.56 3.53 0.01Board of Directors 3.46 3.53 3.57 3.36 3.52 3.52 3.57 3.54 3.52 0.08Overall communications 3.49 3.58 3.57 3.48 3.45 3.44 3.57 3.45 3.51 -0.04Executive Committee 3.41 3.53 3.48 3.34 3.54 3.45 3.56 3.53 3.49 0.12Promotes public acceptance 3.55 3.66 3.50 3.41 3.47 3.44 3.43 3.44 3.47 -0.11Fosters growth 3.58 3.63 3.63 3.43 3.49 3.42 3.43 3.31 3.46 -0.27

210

173

152

73

66

52

40

38

26

24

21

20

17

14

10

Magazine

Promote safety / pilot ratings

Pilot / Site Insurance

Site preservation & development

Work with FAA /self-regulation

Membership services

Communicate with members

Promote image of sport

Promote itself/ collect dues

Schools / Instruction / Training

Competitions / fly-ins / events

Help maintain the community

Promote growth / keep alive

Web site

Instructor insurance Exhibit 3 | What USHPA does well

Exhibit 2 – Satisfaction scores by USHPA tenure


an “open-ended” question, to provide an example of something the organization does well. Here, because each answer was different, I grouped the answers into cat-egories. Exhibit 3 shows the number of

answers that fell into each category (the exhibit includes only the categories that had at least 10 mentions).Three USHPA activities generated far more positive mentions than the rest—the magazine, USHPA’s safety-related (and pilot rating) activities, and the li-ability insurance program. The magazine garnered the strongest adjectives (“out-standing,” “excellent,” “one of the best sport aviation publications out there”), with a number of commenters noting that they thought the magazine had improved recently. People who said they liked the pilot rating system mentioned its safety benefit and the fact that it allows for a standard assessment of pilot capabilities when visiting new sites. The insurance program was seen as particularly impor-tant because of its perceived role in de-veloping and protecting access to flying sites.

Site preservation and development, USHPA’s work in protecting the self-reg-ulatory character of the sport from (fur-ther) FAA incursion, and the quality of member services also received honorable mention. Although the question asked for things USHPA does well, there were some unhappy responses; I categorized these as

“promote itself / collect dues.”

WHAT COULD USHPA DO BETTER?The next question in the survey asked

members what USHPA could do better. Again, I grouped the responses into cat-egories, and Exhibit 4 shows the result (it includes only the categories that had at least 10 mentions).

The messages from the respondents are clear: they want USHPA to market and grow the sport, help secure and protect flying sites, and communicate better with the members.

Many who were asking to market/grow the sport made concrete sugges-tions on tactics for doing so, but a similar number admitted that they had no good ideas. There were many requests to im-prove the image of the sport. Although I grouped these under “market/grow the sport,” some of these answers may simply reflect a desire not to appear “crazy” to friends, family and business associates/employers! Although growing the sport was a clear priority, there was a hand-ful of thoughtful requests that USHPA should not try to grow the sport, either because the respondents did not see this as the organization’s mission, or because they did not believe USHPA was likely to be able to grow the sport, for one reason or another.

The “flying sites” responses often clari-fied that they would like USHPA to pro-vide more help to local organizations, in the form of “how-to” information, stan-dard responses to landowner concerns,

278114112

4539

28232321201816151515

121110

Market/grow the sportFlying sites

Member communicationSafety/standards

MagazineSupport hang gliding more

Improve onlineSupport new pilots

More instructorsSupport instructors

More focus on "regular" pilotsPromote harmony

Local eventsLower membership cost

Local site informationSupport local organizations

FAA advocacyCompetitions Exhibit 4 | What could USHPA do better?

OludenizTurkish Paradise

- Great Family Destination

- Launch 6,000 feet above the Sea- Thermal above the clouds

www.paraglidingtrips.com

October2010

- Ushpa Instructors

http://www.paraglidingtrips.com


standard forms, etc. However, 21 of the “site” responses specifically mentioned getting access to public lands, and this seemed to be an area where more involve-ment by USHPA’s management was ex-pected/wanted.

“Member communication” covered a wider range of themes. First, some mem-bers literally didn’t know what the orga-nization does. Second, some members felt that the Board and management team make decisions and take actions that the regular members don’t know about or hear about until afterward (or ever). Third, there were members who wanted more two-way communication, rather than simply outbound communication. Respondents offered specific ideas on how to improve communication, from simple descriptions of what USHPA does (in the magazine, perhaps), to getting timely in-formation to interested members (online or by email), to seeking input from the membership (several commenters ex-pressed appreciation for this survey, for example).

Going beyond this clear group of top 3

priorities, the “safety/standards” respons-es tended to be in one of 4 categories: im-prove the standard of instruction; enforce pilot ratings more consistently; increase the level of knowledge and experience required for pilot ratings; and assorted tactical ideas for improving safety, such as encouraging all hang gliders to have wheels on their base tubes. The “magazine” category most commonly requested more technical and instructional content, and wing/gear reviews and comparisons, with somewhat less emphasis on travel/adven-ture content or competition results. Five of the responses specifically asked that the magazine be optional, and these an-swers may arguably belong in the “Lower membership cost” group. The “improve online” category contains a variety of tac-tical suggestions for the web site; many of these responders noted that they had seen improvement in this area already.

OPINIONS DON’T SEEM TO DEPEND MUCH ON DEMOGRAPHICSThe survey gathered the demographics of the respondents, to see whether members’

satisfaction depended significantly on demographic characteristics. Generally, they did not.

The demographics indicate that the paraglider and hang glider populations now have essentially the same age dis-tribution. They also show that free fliers are an affluent lot, with average respon-dents having an income of $90-95,000. Paragliders have a somewhat higher aver-age income than hang gliders, and biwin-gual pilots have a higher income yet.

The average free flight pilot has been flying for 12 years. Hang gliders have a longer flying history than paragliders, but biwingual pilots have the longest history of all (15, 10 and 18 years, respectively). This is true even though biwingual pilots are not any older, on average.

About 1 in 7 free flight pilots also flies some other type of light aircraft, with 1 in 10 flying Light Sport Aircraft (LSA). Participation in other forms of aviation is relatively rare: the next most common is skydiving, at 1 pilot in 20. Flying bal-loons or rotorcraft, and base jumping were all rare.

http://www.thermaltracker.com


39 QUESTIONS? The recently completed member survey was originally pitched as a satisfaction survey. Does it

take 39 questions to determine member satisfaction? Actually, it does if you want to complete the process with meaning-

ful and actionable data.

Merely knowing if the membership is satisfied or dissatisfied with USHPA may be good information, but it does not

adequately inform your elected representatives as to where the satisfaction or dissatisfaction lies or why members feel the

way they do.

The recently completed survey was designed to drill into the perspectives of the membership with the result being a

large amount of data. Finbar did an excellent job of summarizing the results for Board and member dissemination. The

EC anticipates this being the beginning of a whole lot of reflection and evaluation.

The survey was designed to be re-administered from time-to- time so as to establish trends and benchmarks, a report

card so to speak. This will help ensure that the organization is continuously striving to improve and serve its membership

in the most insightful and informed manner possible.

- Mark Gaskill, Vice President, USHPA

1 USHPA effectively develops and administers programs that foster the growth of the Association membership.

2 USHPA effectively develops and administers programs that foster public acceptance of hang gliding and paragliding.

3 USHPA effectively develops, standardizes and administers programs that foster and promote practices for safe flying.

4 USHPA effectively disseminates information on programs that foster and promote practices for safe flying to its members.

5 USHPA effectively maintains a working relationship with the FAA, and other appropriate regulatory organizations, to ensure continued access to airspace.

6 USHPA effectively administers programs and maintains working relationships with public and private entities that promote the procurement and maintenance of flying sites.

7 USHPA effectively maintains working relationships with equipment and wing manufacturers and the manufacturers’ associations.

8 USHPA effectively represents the membership at the national and international level through the NAA, CIVL and FAI.

9 USHPA effectively recognizes and rewards those who make outstanding contributions to the Association and/or the sports.

10 USHPA effectively promotes the documentation and preservation of the history of our sports.

11 I believe my USHPA membership dues represent a good value.12 How effective do you believe the USHPA is in supporting its mission?13 How satisfied are you with the customer service you receive when interacting with the

USHPA staff? 14 How satisfied are you with the publication Hang Gliding & Paragliding Magazine?15 How satisfied are you with the USHPA Board of Directors?16 How satisfied are you with the USHPA Executive Committee?17 How satisfied are you with the overall communications between the organization and its

membership?18 How satisfied are you with USHPA’s representation of Hang Gliding and Paragliding in

the United States?19 How important do you believe the USHPA is as an organization to the sports of Hang

Gliding & Paragliding?

Note: All questions were answered on a 5-point scale. For questions 1-11, a score of 1 meant "Strongly Disagree" and a score of 5 meant "Strongly Agree." For question 12 the range was from "Very ineffective" to "Very effective." For questions 13-18 the range was from "Very dissatisfied" to "Very satisfied." For question 19 the range was from "Very unimportant" to "Very important." The questions were not asked in this order.


AirMAILLetters to the Editor

Dealers Wanted!US & Canada

Options:

• Internal Fuel Tank

• Dual-start Engine

• Folding Prop

High Performance Exhaust now Standard

Pilot: Paul Farina Photo: Greg Dewenter

Mosquito Power Harness

Dealers across America & Canadawww.mosquitoamerica.com

Traverse City Hang Gliders/ParaglidersBill Fifer • Traverse City, MI

231-922-2844 phone/fax • [email protected]

INSPIRED I truly enjoyed reading John Heiney’s interview with Eric Raymond in the July issue. The article grabbed my at-tention on two levels.

The first was pure nostalgia. I still remember enjoying Eric’s aerial photo-graphs of the Sierra Nevada Mountains. Those amazing images, along with stories of sky camping in the White Mountains and George Worthington’s accounts of world record pursuits, motivated my first hang glider flights in the Owens Valley in the early 80s. To this day, even after 40 years of backpacking and climbing in the eastern Sierra, I haven’t found a better way to appreciate the stark beauty of those mountains and sky than from an XC flight in a hang glider.

The second impact of the article was the message that it contained about how to live an exceptional life. Figure out what you love to do, become the best that you can be at those things, and then use those skills to accomplish extraordinary goals. Stories like this are not unusual in pursuits like aviation and mountaineering, and I always make a point of telling them to my own children, as examples of how to get the most out of life.

I hope to see more articles like this in the future, whether they report on the past masters of the sport or their modern counterparts.

- Frank Tucker

http://www.mosquitoamerica.com

http://www.paragliding-tapalpa-mexico.com


SAN BERNADINO, CALIFORNIA The Crestline Soaring Society has a new training hill system and is upgrading the facilities at its landing zone, the Andy Jackson Airpark. The training hill system, named the Big O Loop, will greatly improve learning op-portunities for both beginner and novice pilots. It will also help intermediate and advanced pilots oil rusty skills, improve launching and landing techniques, test new gear, get back up for multiple flights, and simply have fun. Visiting pilots will have a much more comfortable site to stay at, as the club has started and will contin-ue to build everything that is needed for recreational vehicle parking, tent camping, and general airpark fun.

We have a vision. Imagine a hang glid-ing student as he walks toward the shade structure of the landing zone, just having completed his first solo from Marshall Peak. Not long ago, at this point, he would have accepted congratulations, maybe a cold beverage, and wondered when he could get back in the air… probably in a couple of days or a week.

Today, the student gets right back in the air to knock out more launches, ap-proaches, and landings. He loads his Falcon, which is still fully set up, onto the back of a Polaris Ranger utility vehicle.

A visiting pilot, wanting to get one more flight in for the day, loads his Sport 2 on the front of the Ranger. Each wing is well secured, as the racks are integrated with the vehicle (not on a separate cart). This design takes advantage of the vehicle’s weight for stability, height for brush clear-ance, and four-wheel independent suspen-sion for smoothness.

On a busy day with glassy air, one local and two visiting paraglider pilots land, saunter over, and quickly stuff their wings into plastic containers on the Ranger. A volunteer driver, in this case the student’s instructor, collects tickets and drives the six-seat utility vehicle up a steep, wide road. Five minutes later, he drops the di-verse group off on the ridge above the LZ.

The hang gliding student and three paraglider pilots fly off the Embree Launch, a large launch facing the afternoon west-erly winds. The Sport 2 pilot goes up to a hand-cut launch 500 feet above the LZ and tries to bench up in the glass off, as two of the paraglider pilots have. He scratches for a few minutes, lands and de-cides to give it one more shot. 15 minutes and one Big O Loop ride later, he joins them thousands of feet over the landing zone.

As the sun sets, the visiting hang glider pilot retires to his recreational vehicle, parked next to a half-dozen other RVs above the LZ. His camper is hooked into power and water, and he checks his email

over the club’s wireless internet signal. Two PG pilots, also from out of town, clean up and hike to a tent platform that affords them a view of the setting sun over the Los Angeles basin. The student drives home, 45 minutes away, adrenaline still coursing through his veins.

In October of 2009, I pitched a skel-etal version of this scene to Owen “Big O” Morse, the system’s namesake and this year’s recipient of the USHPA Presidential Citation. As his hang gliding display at the John Wayne Airport suggests, he is not averse to the occasional screwball idea.

Owen hopped on the plan like a hobo on a ham sandwich.

Four years ago, Owen and Len Szafaryn purchased the house and land above the Andy Jackson Airpark (AJX) to keep it out of the hands of developers and to afford the opportunity to improve the facilities for the club. However, real estate prices dropped quickly and expenses dwarfed income for the property, leaving Owen and Len on the brink of selling the prop-erty at a massive loss, which would have exposed the club to developers, after all of their financial sacrifice and effort.

Now, the Crestline Soaring Society (CSS) is working toward buying the prop-erty from Owen and Len. Its eighteen acres will be an integral part of a true des-tination airpark in Southern California, a place where pilots can stay, fly, and play, in comfort and relaxed camaraderie.

The first stage of the airpark’s expan-sion is complete, with the Big O Loop, RV pads, electricity, wireless internet, tent

A Closer Look

AndyJACKSON by John Wright

[above] Road and launches. [opposite, bottom] Gene Embree, "Rebar" Dan Deweese and Shiloh the Wonderdog

get ready to work on the road. Photos by John Wright.


platforms, and potable water, all in place. CSS cornerstones Rob McKenzie, Owen Morse, Mike Zeller, Kevin Williams, and Dusty Rhodes, among many, put great effort into cleaning up and optimizing the property for visitors. Pending county approval of a conditional use permit, a daunting task being spearheaded by club president Megret Olewiler, the CSS will also be adding a clubhouse, a kitchen, laundry facilities, showers, and indoor plumbing, among other ideas.

The road to the new launches was cut so fast some suspected magic elves were afoot. The truth is less dainty: club biwingwal pilot Gene Embree, a professional heavy equipment operator, drove rental bulldoz-ers and the club’s skip loader through scrub brush and rock, up a seemingly impossible slope, blazing a trail 22 feet wide at wing-tip height, with grades up to 40 percent (a 22 degree angle from horizontal). The road well survived El Niño rains, braced by judicious erosion control measures, such as jute matting, native plant seeding, hay bales, and a lot of spadework.

A brand new, six-seat Polaris Ranger with electronic power steering and an 800cc engine will carry pilots and their gear up that road, without having to tow a cart behind it. The wing racks and con-tainers are all integrated with the Ranger’s frame and benefit from its lush suspension. It can carry six people and five wings (any configuration from 2 HG and 3 PG to 5 PG), thanks in large part to fabrication work by “Rebar” Dan DeWeese. We chose the vehicle for its safety features and haul-

ing capacity; it is the right tool for the job. Its carrying capacity will help us recover its significant cost, while only costing five dollars per ride per wing.

We planned the Big O Loop with a number of important goals in mind: to improve learning opportunities for all levels of pilots, to expand the pilot pool in Southern California, to financially stabi-lize the land above the LZ, and simply to get more flying in each time out.

On a myopic note, I dreamed of a day where hang glider pilots in Southern California could knock out a dozen foot launch, mountain flights in a day. As a Hang 3 pilot, I flew across the country to Morningside in New Hampshire for a single day of 20 flights off their 450 launch. Not every intermediate hang glider pilot in So Cal has the time, the money, or a short pack Falcon to allow them to enjoy that fantastic site and its wonderful team. Thank you, Jeff Nicolay, Steve Prepost,

and crew, for planting a seed that is now growing on the other side of the country.

The Big O Loop should help during a challenging portion of our sport’s learning process, the stretch of time when freshly minted novice pilots learn to deal with diverse mountain flying conditions. This system will help pilots learn how to handle a large variety of challenges, such as how to shoot a good approach on a hot summer day, with thermals popping off all around. Perfecting launch technique and improv-ing landings at AJX just got significantly easier. The wind shadow created by the slight upslope of the LZ is less of a mystery. The practical goals behind our ratings can be more readily realized, along with the ratings themselves.

More information about the system can be found at bigoloop.com.

There is no point in building such a fun system without making it easier to stay at the Andy Jackson Airpark. Information about our ever-improving facilities, club operations, comprehensive weather in-formation, and message boards are well maintained by webmaster Ken Howells at crestlinesoaring.org.

Come to Southern California, stay with us as long as you want and fly with us until you are satiated. We have months-on end of flyable weather in the summer and big air in the spring and fall. We are also very proud of our reputation for camaraderie and biwingwal teamwork.

The Crestline Soaring Society is work-ing hard to pay off its investment in the future of hang gliding and paragliding in Southern California, and we need your as-sistance. Help us in the best, most enjoy-able way there can be: by coming to stay with us and flying all you want.


SUPERHERO ASPIRATIONS Picture this: YOU as a superhero in the world of free flight. YOU could be the guy or gal who comes up with that desperately needed chunk of change needed to save or de-velop a flying site. Or you could fund a clinic to train instructors in a new teaching technique, or underwrite the costs of creating a digital site guide for a popular XC site, or sponsor a project to help disabled people fly. No, we’re not announcing that you have just won the gazillion-dollar USHPA lottery, but if hang gliding or paragliding philanthro-py appeals to you, then here’s an offer you should check out: The Foundation for Free Flight needs you to join their team of superheroes and help give away tens of thousands of dollars each year!

The Foundation has been around, in one form or another, since the mid-80s. It’s been evolving almost continuously over the decades, and the current trust-ees concur that it’s still a work-in-prog-ress. They also agree that right now it’s a smooth-functioning, highly efficient money dispensing organization. And they need you to be a part of the team.

OK, the “money-dispensing orga-nization” is a bit of an oversimplifica-tion, but it’s not too far off the mark. The Foundation for Free Flight’s bylaws state that the organization’s purpose is

“to receive, invest and disburse funds” for projects related to hang gliding and paragliding site preservation, educa-tion and competition. The receiving part depends on all of us making dona-tions, large or small – because the FFF is a 501(c)(3) corporation, all donations are tax deductible, and if your employer matches charitable gifts, you can double your money by taking advantage of that option. USHPA matches donations to the Foundation as well, up to $500 for gifts made at the time of USHPA mem-bership renewal.

Several of the current FFF trustees and officers commented that, in the early days, trying to come up with money to fund worthy projects was a challenge and a source of stress, but things are somewhat easier now, with nearly a half-million dollars in the cof-fers. Like the rest of us, the Foundation’s board worries that there’s not enough

to do everything that needs doing, but that’s still plenty of money to disburse. (Financial statements through tax year 2008 are online at http://foundation-forfreeflight.org/financials.html.)

“There’s so much more To do, iT’s really imporTanT To keep The FoundaTion going and growing.” – Bill Bolosky

The current roster of FFF superheroes looks like a lineup of past and cur-rent officers and directors of USHGA/USHPA. Unless you’re brand-new to free flight, you’ll recognize some of these names: Bill Bolosky, Riss Estes, Mark Forbes, Gregg Lawless, Randy Leggett, Russ Locke, Stephen Onstad, Doug Sharpe, Connie Work. Many of them have been involved with the Foundation since its inception.

“i goT on The Board Because i was ushga presidenT, noT Because i was looking To do iT. however, i’ve sTayed wiTh iT Because i Think ThaT puTTing a small amounT oF work (and some money) inTo The FoundaTion can really have a Big eFFecT on The sTaTe oF Flying.” – Bill Bolosky

You’ve got what it takes! Since the Foundation is not directly connected with USHPA, being politically involved with USHPA is not a requirement for trustee-ship. In fact, all of the cur-rent FFF folks were quite clear on that point: Foundation trustees DON’T need political savvy because, unlike the USHPA BOD, there’s nothing “politi-cal” about any of the Foundation’s ac-tivities. When I asked what IS required of a FFF trustee, every one of them gave basically the same response: You need to be passionate about keeping hang gliding and paragliding alive and thriv-ing in today’s challenging environment and on into the future. You need a very few hours (typically less than five) per month that you can donate to the cause, and you need a strong dose of common

TheFOUNDATION by C.J. Sturtevant

Education | Preservation | Competition Excellence

[left] Randy Leggett launching at Pyramid Point, Michigan. [opposite] Doug Sharpe and his wife hiking in the White Mountains, New Hampshire.

sense and reasonable people skills. A background in management, especially of non-profit corporations, would be a plus but not a requirement. On-the-job training and sharing of expertise among the board members makes life easy for the new trustees and officers.

“we need To do a BeTTer joB oF making The general piloT populaTion aware oF The imporTance oF FoundaTion acTivi-Ties.” – russ locke

It’ll just take a minute… Current FFF president Randy Leggett provided a detailed breakdown of his time invest-ments in Foundation activities. He listed ho-hum tasks such as preparing the agenda and reviewing the minutes for the FFF’s quarterly phone confer-ences, but then pointed out that his responsibilities also include “at least one other flying/promo week per year to promote the Foundation – like our FFF team challenge group that went to

the Tennessee Treetoppers’ meet last fall.” What an onerous task that must have been! In addition, as a member of the grants committee, Randy is one of those money-disbursing heroes. “All grants get an advocate/mentor to see the process through: three to five hours over the course of each grant, maybe three different grants per trustee per year.” There’s an annual weekend face-to-face meeting, typically held at lively flying sites around the country: Tiger

“There’s so much

more to do, it’s

really important

to keep the

Foundation going

and growing.”

– Bill Bolosky

http://www.ushgf.org


Mt. in the NW, Dunlap in California, Lookout Mt. and Wallaby Ranch on the East coast. When it’s his turn to make the presentation at the USHPA BOD meeting (once every several years, since there are nine board members), that’s another weekend commitment.

Doug Sharpe, current VP of the Foundation and chairman of the grants committee, finds his biggest time com-mitment is writing emails and making phone calls to grant applicants. He points out, “Now that I have a family and children I have a lot less time for flying, but my passion for hang gliding and paragliding has not diminished. Participating as a trustee with FFF has given me a way to stay involved with

free flight in a very meaningful way and to touch the lives of many pilots.” Doug is also the Foundation’s webmaster, and a member of the search committee for new trustees.

Without the additional responsibili-ties of an officer, the consensus among the board members is that, over the course of a year, a trustee is looking at one or two weekend meetings plus maybe another couple hours per month of additional time invested in working out who gets the grant money. That’s a pretty cushy workload for a superhero!

“when asked how he FiTs FoundaTion Tasks inTo his Busy liFesTyle, russ locke responded, “many oF The Things we do have dire consequences iF They don’T geT done, such as The loss oF a

Flying siTe. ThaT helps wiTh prioriTiz-ing.”

All you need is love. The newest trustee, Gregg Lawless, has been a part of the hang gliding community since before USHGA even existed! He’s one of those responsible for our privilege of flying hang gliders in Yosemite National Park, and he’s passionate about site preserva-tion. Gregg recently accepted a position on the Foundation’s board of trustees because of this passion, and because he feels he “can be an asset as the Foundation works to grow its fund rais-ing efforts through targeting potential donors and identifying worthy grant applications.”

Doug Sharpe adds, “I have this profound sense that if we don’t pre-

[above] Gregg Lawless at Yosemite.


serve flying sites and land use in the US, many of the best places will be lost. Many flying sites are one-of-a-kind trea-sures. It is a great feeling to have helped create, and been deeply involved with, an organization that can act in concert with USHPA to make such a big dif-ference to free flight around the coun-try. I know in my heart that if we find the right next set of trustees that the Foundation will flourish and continue to make tangible differences to what can be done for clubs and organizations involved with the sport.”

“whaT is needed in a TrusTee is passion – wheTher iT’s The passion For The sporTs oF hang gliding and paragliding or pas-sion For Basic non-proFiT sTrucTures, or BoTh.” – russ locke

In a nutshell: Many of the Foundation’s trustees and officers have held their po-sition for nearly a decade, and the con-sensus is that it’s time for an infusion of new blood. The Foundation’s bylaws concur: “The term of a trustee shall be three years, commencing upon the

trustee’s election at the annual meeting and shall end upon the last day of the calendar term of the trustee. No trustee shall serve more than two consecutive three-year terms.” Several of the trust-ees will “time out” at the end of their current term; when they’re sidelined, who will carry on the mission?

Doug Sharpe, who’s spearheading the search for new trustees, lists some desirable qualifications for potential trustees, including a background in investment and finance, fund raising development, and legal/lawyer training. Persons with direct experience working with non-profits, e.g. conservation-re-lated non-profits or land trusts – would be an ideal fit.

Bill Bolosky, FFF’s current treasurer, adds, “We really could use someone who wants to champion the Foundation’s mission to further competition. Right now, we get fewer donations directed toward competitions than toward other things, and so the only thing we’ve been able to do is to fund the national teams’ entry fees into the world meets. It would be great to foster competition

on a national and local level, as well.”Clearly, even with no qualifications

other than your love of flying, there’s a place for you on the Foundation’s board of trustees. Picture yourself handing a big check to fellow pilots who’ve been stressing about funding a flying-related project. If giving something back to the community that has so enriched your life makes you grin, then you’re a perfect candidate for the role of Foundation su-perhero. No spider bites or radioactive encounters required!

A wealth of information about the Foundation, including past recipients of

FFF grants, is available at www.foundationforfreeflight.org.

If you have questions about becoming a trustee, contact FFF president Randy

Leggett at (610) 258-6066, randy_leg-gett@foundationforfreeflight .org, or

talent-search coordinator Doug Sharpe at (978) 318-9714, douglas_sharpe@

foundationforfreeflight .org, or any of the other officers or trustees listed

on the website .

http://www.skywings.org.uk


OF THE BIRD KIND Making photos of birds is one of my passions. Four times in my thirty years of mounting cameras on hang gliders, I have been fortunate to have a bird come in close enough to become part of my picture.

Once I was soaring a coastal cliff where people rarely fly. I spotted a red-tail hawk with its eyes on a prospective meal on the ground. I approached from behind and above, quietly, until I was about three feet directly above the bird. I think I could have touched it in few more seconds, but I was so excited that without

thinking, I said “Hello Mr. Hawk.” He did a snap-roll to inverted and fell away, looking up at me with his talons out.

That was my closest encounter, but I did not have a camera with me that day. Normally the hawk has nothing to worry about from above. We both got a good surprise.

On another occasion I was flying a small coastal mountain in Southern California on a frontal passage. I was enjoying the great gift of ridge lift from Mother Nature when I noticed a hawk, some distance away on a head-on colli-

sion course with me. “Could this be pos-sible?” I thought. This bird was straight downwind; I was straight upwind and we were closing fast.

I held my heading thinking “this thing will certainly break off before it hits me.” I watched him until he was about ten feet from impact with my face, and then I flinched. The self-preservation instinct caused me to cover my face with my arm at the last second. Of course, there was no impact. This hawk had found a chump to play chicken with, and had won.

CloseENCOUNTERS by John Heiney

[below, left] In 1990 I had launched Fort Funston on the “Pizza Glider” (Axis 13) and was on my way to Westlake. Out of nowhere, a hawk came from the east on a 90-degree collision course. Apparently, it didn’t see me until it was about to collide with my wing wire. I happened to push the button when the bird was in full braking mode. I made an avoidance move, apologized and flew on. [below, right] On 2-21-94, I was flying Torrey Pines on a TRX 140. I had set up the camera for a shot I wanted to do with RC Dave, where I would try to step on his nosecone. We had finished our work on that project, and I was flying around with some film left in the camera. The following is a passage from my logbook entry for that day: “I snuck up on a hawk and flew four feet over him. I thought I would have one or two shots of him soaring before he balled-up and dove away from me, but I got only one….”


[below] Big Sur locals. [right] On the same trip I was flying Andersons at Cape Lookout on the Oregon coast

on the “Pizza Glider.” There was a cold front passing, so some showers were moving on shore. I was enjoying the

powerful ridge lift of this wonderful site when I spotted a mature bald eagle. I was excited by the possibility

of getting a photo with an eagle. Of course, I was too aggressive in my attempt to get close, and the bird

broke off and dove away, down wind and out of sight. I thought, “That’s it. I blew it!” Later, I was minding my

own business, playing space station in the strong wind, when the bald eagle overtook me from behind a few

feet off my right tip! To this date, it was the only time I have gotten an eagle in frame with me. [bottom] In

1994 I was flying the Santa Ana winds at Edwards Bowl (Lake Elsinore CA) on the TRX 140, when I noticed a redtail

tailing me. It made just one pass and it was gone.


by Dennis Pagen

Like a puff of cloud this series is about to disappear, since I have nearly exhausted my archive of

cloud pictures. Fair warning: if I accu-mulate more, or if readers send them in, we may read an article here and there. But for now, let’s turn to less common or somewhat distinctive clouds. If they were walking like a man, we would call them eccentric or weird.

PILEUS PILLOWSOur first weird cloud is the pileus. The term comes from the Latin, meaning

“piled up.” It is applied to certain mush-room cap shapes as well as clouds. Photo 1 illustrates a pileus cloud on the top of a cumulus over Elmira, NY. It was sent to me by Ron Waclawik, after I gave a talk about clouds at a sailplane convention (the sailplane pilots have been a good source of photos, perhaps because their hands are free in the air—idle hands…). The pileus cloud is the lens-shaped cloud or cap sitting on top of the cumulus. There is another one above it separated

from the cumulus. Wait a minute, you say, these look like wave clouds. Indeed, we describe the cross-section of wave clouds as lens-shaped. But there is a dif-ference.

A pileus cloud, if formed when a fast-rising cumulus (based on good ther-mals) pushes up into a moist layer, raises that layer until it condenses and forms a cloud. In the case shown in photo 1, two layers of moist air are affecting the rising cumulus. How do we distinguish this cloud from a wave cloud, which can also appear above a cumulus? The answer is to check the cumulus cloud area near the pileus cloud. Here we see no indica-tion of wind, which is a requirement for waves to appear. I noted one writer who didn’t know about pileus clouds, men-tioning that wave clouds were on the cumulus so they expected high winds, but found little wind aloft. He report-ed that had he known, he would have chosen a different flight plan. The devil is in the details!

Look at photos 2 and 3. Here we see true wave clouds. You can always bet that lens-shaped clouds appearing above

a mountain are due to waves. After all, the mountain isn’t rising (until it blows up in the case of Fuji, the subject of photo 2). In photo 4, from Jeff Goin, we see pileus clouds near the top of both large cummis that climbed rapidly into the moist layer. Note there is no tilt, blow-off or other indication of wind on the cumulus. As this photo shows, the pileus cloud doesn’t have to be strictly on the very top of the cumulus.

What can we learn from this hand-some cloud called pileus? First, we can infer that there are different layers in the atmosphere containing different moisture levels and, often, temperatures. Such a trait of the air is most common in the areas where fronts pass through (as opposed to the dryer areas of the American Southwest). Where layers exist, there can be different wind flows in the layers and inversions. Sometimes a thermal will pass through several inversions on its way to the top of its climb or cloud formation. It helps to be constantly aware of such phenomena, so we can prepare to have patience to work through inversion layers as the thermal

Cloud Conscious : Part X

Weird Clouds

1


slows, or determine the best altitude to climb in for efficiency.

Secondly, we should be aware that when a pileus appears, we must check the nearby cumulus carefully for signs of wind. If the cloud is a wave cloud, we need to know for safety and flight plan-ning. If it is a pileus cloud, it is good to know for peace of mind and flight plan modification. Finally, the appear-ance of a pileus usually means that the

thermals are sufficiently strong to create clouds pushing up fast enough to move the moist layer. Make peace with pileus clouds—they are your friends.

OIL AND WATEROur next shot (photo 5 - following page) was sent to me by a friend, Luis Fonseca. He works on this North Sea oil rig, flies aerobatic paragliders (not from the rig, I assume) and announces at aerobatic

meets. The shot shows a cloud being formed by the cold, cold structure and drifting downwind. I find the photo poetic in itself, evoking the isolation, loneliness and vulnerability of such endeavors, as well as the interaction of nature and man. We can learn some-thing from the photo too: anything that cools the air in a moist environment will form cloud. The cooling feature may be a body of water, a mountain, a snow area

4

2 3


or even a steel structure. Knowing how a cloud forms on these objects helps us observe how the wind flows and also increases out awareness of small-scale effects (note how the cloud starts out like a small cumulus, then proceeds downwind like a layer cloud as it gets stretched out and there is no more cloud creation).

JET TRAILWe all have seen the contrails left by airplanes passing high overhead. These trails are a consequence of the engine exhaust particulates creating conden-sation nuclei, which abets cloud for-mation. This cloud gets entrained and affected by the plane’s tip vortices and often shows the typical swirl of the vortex. Photo 6 is one I took in Texas.

It plainly shows the vortex effect and in-dicates how much we need to avoid the turbulence created by passing airplanes (let alone the danger or repercussions of a mid-air). Note that as the vortex drops lower, the cloud starts to dissipate, since it warms, while the upper portion lingers and even gets denser. Some con-trails like this separate into dashed lines as the lower portion disappears.

GOOD MORNING GLORYWe recently had a feature article in this magazine about Australia’s morning glory and Johnny Durand’s expedition to fly it. Such expeditions have been going on for a decade- and-a-half, and William Olive took the shots I include here several years ago. Photo 7 shows a view looking north with the roll cloud moving to the left of the photo. The next shot, photo 8, shows the relative size of such a cloud by including the glider.

The understanding of the mornin-glory phenomenon isn’t really complete. Various theories have been put forth, and all of them involve the collapse of the land breeze and arrival of the sea breeze in an impulse as the hot tropi-cal land heats up in the morning. There is also the complication of pressure sys-tems and the accompanying wind being in the right place, so the morninglory is not a frequent occurrence. It has been flown only in the extreme north of Australia, which is where these photos come from, but there is much specula-

“Learning to read

clouds is part of the art

of being a creative and

successful pilot. The

more we learn about

them, the better we will

be at fathoming their

messages and exploit-

ing their secret lift.”

5

6


tion that it occurs to some degree in other areas of the world with similar to-pography and pressure patterns located near the sea. The lesson here is to be aware that there are some strange and unexpected things going on up there in that wild blue. And the way to exploit them is to learn as many details as pos-sible about what we know, and be ready to grab on to whatever gift of lift we en-counter by blind dumb luck.

The morninglory is a traveling wave.

It moves inland at about 30 mph. There are multiple waves in succession, and they are extremely close together by wave standards (appearing to be less than 1 mile apart, while waves formed from mountains are typically five miles or more apart). The reason for this prox-imity is probably because they are so low and created by the moving impulse. I haven’t heard of a hang glider flying back to try the second or third wave cloud. There should be sinking air and

maybe unhealthy turbulence between the clouds. Looks like fun, though—you go first.

From the positioning of the glider, we can see that the lift extends well above the cloud.

In fact, the cloud is formed by a re-verse rolling action, so that the lift is in the front, or at the leading edge, of the traveling cloud. I believe that there is cooler sea breeze air pushing in below the clouds or at least such an impulse

7 8

http://www.lazerlink.com/~pagenbks


initiated the wave action. In any case, a similar process can take place at the interface of a thunderstorm gust front when it spreads and plows under warmer surface air. Sometimes roll clouds are formed just above the gust front.

ROLLING THUNDEROur last photo essay is supplied by my friend, Bruce Goldsmith (Airwave PG designer). Photo 9 shows a thunder-storm cloud with several facets. Note the turrets above, sweeping outward. They are simply spilling out like a water fountain from sheer volume and exu-berance of lift, not due to wind aloft. I recall this day in Brazil, and there was little wind, demonstrated by the slow progress of the thunderstorm. In fact, the slow movement was what allowed several paragliders to fly near it with impunity. Even so, you didn’t see me in this potentially explosive air.

There were certainly virile gust fronts

on this day, and we may be seeing roll clouds in the smaller whiter clouds at the bottom edge of the towering storm. That’s the normal place for them. Photo 10 shows additional clouds (the white ones), which I think are roll clouds. Note that they don’t appear to have very flat bottoms and are quite ragged. Next, photo 11 shows rain falling—known as fallout—on the right side of the photo. The curving trajectory as it nears the ground is the sure sign of a gust front. Next, I include photo 12 for shear drama, although you can again see the curving fallout and a scud of roll cloud. Gust fronts can extend for many miles away from a thunderstorm, so flyer beware. The only saving grace for the pilot was that this was taken with a telephoto lens, and he was quite a bit further away than it appears. Even so, don’t try this at home!

Finally, photo 13 (an appropriate number) shows a typical thunderstorm

cloud. You can readily see the implied threat such a massive cloud represents. Tread lightly around them and don’t be too proud to run away with your tail be-tween your legs.

Learning to read clouds is part of the art of being a creative and successful pilot. Clouds come in

many forms and guises. The more we learn about them, the better we will be at fathoming their messages and ex-ploiting their secret lift. And, for now, we put this series to bed while I go off to the sky to fathom and exploit.

9

13


10

11 12


by ChipMILLERLIGH

TEN

UP

Paragliding is often referred to as the world’s lightest form of aviation. This may be true but it’s easy to doubt, once you find yourself grinding uphill to get to launch or flushed in the boonies with a long, sweltering trudge out.


The good news is there are more ways than ever before to lighten your kit, from feathery gliders to reversible

harnesses. It’s getting easier to lighten the load with fewer sacrifices.

A survey of the 26 m wings from five popular paraglider manufactures showed a 22% vari-ance in weight. So without even spending much time, or money, you may be able to lose some kilos by simply paying attention to the numbers. However, if you really want to get serious about weight loss, now’s the time, since several companies are commit-ted to the weight-race—making wings lighter, safer, and arguably more fun, than ever before.

Before plunking down hard-earned coin on new ultralight everything, a few considerations should be made. If your glider touches only grass and snow, then you’ll probably get good use with relatively little wear. But, if you’re launching at improvised sites and landing in scrub-brush, then those tiny lines and tissue-thin fabrics may not last long. Here in the American high desert most of our launches have rocks, sagebrush, and sticks. I’ve seen gliders torn and lines broken during launch, and harnesses shredded from slide landings. So, there’s definitely a balance to be struck between weight and durability.

Gliders startinG at <3 kG

If your main objective is killing kilos and you’re mostly focused on the de-scent, look for wings weighing less than

3 kg. These gliders are on the small side and are mostly intended for hike and fly adventures or

para-alpinism, but many work well for soaring in strong conditions. I’ve picked out a few to use as a starting point, with models that start at less than 3 kg. These gliders may be load tested only and not LTF or EN certified. Load testing ensures the wing can withstand 8G’s of loading whereas the LTF / EN flight tests measure recoveries from maneuvers. So if you’re planning on doing sledders from peaks with-out a reserve and would like to stay within a certain LTF class, this may limit your options.

That’s not to say the small, uncertified gliders are inherently dangerous; there’s a variety of rea-sons why a glider may not be certified. The low sales volume might not justify the monetary expense of certification or it simply may be hard to find a test pilot who’s light enough to perform the tests. It is true that small wings with higher loading are faster and more reactive in flight, dive more in turns, and have less glide than “standard” gliders, so take care

[previous] The AR XP 1 Harness. [below] The Nova

Orxy. [opposite] Ozone Swift launching from the

Eiger.


when downsizing. The good news is that the wing size usually matches the price tag, so you typically pay less for little wings than you would for a full-sized paraglider.

Nervures started making lightweight gliders in 1996 and since 2004 lightweight versions of their entire range have been available. First up is the small-est size of their Huapi Mountain glider (21 m / 2.85 kg); a wing they believe is suitable to learn with, yet use for your progression in the air. The two smallest sizes receive the CEN Standard certification and the rest are rated EN C. The 24-34 m versions range in weight from 3.2 – 3.89 kg. For mini wings they’ve got the Swoop Mountain they describe as “a pocket sized paraglider.” It’s available in two sizes: 14 (2.08 kg) and 16 (2.45 kg). Neither one is certified.

For spring 2010, Nervures offers the LOL, bridg-ing the gap between standard paragliders and mini wings by utilizing a unique trimming system. They claim this gives you the best of both worlds, by flying more like a paraglider when trimmed fully on and more like a speed wing when fully off. They are opti-mistic on an EN B rating for the 20 m size, and the

“Ultra” version will be 2.7 kg.Ozone believes that light is the future. From

the release of the lightweight Peak nine years ago,

to staking claim to a new lightweight intermediate class of wing in 2005 with the Geo, to proclaiming their Ultralight 09 as “THE WORLDS LIGHTEST PARAGLIDER,” it appears they’re heavily invested. The Ultralight 16 is the smallest and lightest of their Ultralight category, coming in at 2.15 kg (load tested only). The 19, 23, and 25 sizes are LTF 1-2 certified, and all sizes weigh less than 3 kg. Ozone is adamant these are full-sized wings for the mountains and travel and not just mini-gliders.

It can be argued that Nova is at the forefront of the mini-glider movement, with the widespread avail-ability of their Ibex gliders. The Ibex 15 hits the scale at 2,980 g and is the smallest certified glider avail-

“It is true that small wings with

higher loading are faster and

more reactive in flight, dive more

in turns, and have less glide than

“standard” gliders, so take care

when downsizing.”


able. It makes a great descent tool for experienced pilots due to its LTF 2-3 rating. Nova states the larger sizes have a big effect on the flying characteristics of the wing; diving less in turns, making it more ef-ficient in thermals. The 17 m gets an LTF 2-3 rating, while their website lists the 19 with an LTF 1-2 if <95 kg or LTF 2 if >95 kg rating. The 17 and 19 m sizes of the Ibex weigh 3.4 kg and 3.8 kg respectively.

Airwave offers an “Extreme” version of their Alpine wing that’s 17.5 m in size at 2.7 kg. Their website describes it as a lightweight glider for small pilots or as a mini-glider when winds get too strong to fly your normal wing. The Extreme Alpine is not certified, but is based on their DHV 1 Gecko glider. Their Standard Alpines, Small through Large, are rated LTF 1 and range from 3.2 – 3.9 kg in weight.

The Gin Yeti’s been around for several years and is basically a lightweight version of the familiar Bolero III. Despite being based on an LTF 1 glider, the smallest size (19 m) is uncertified, the 22 m is LTF 2 but the 24 – 31 m sizes return to the LTF 1 class. Due to the many available sizes, the weights vary from 2.9 kg up to 4.6 kg.

Little Cloud, a new company that only produces mini-wings, finishes out this arena with the Spiruline 14 (2.9 kg). The aggressively priced Spiruline wings also come in 16 m (3.2 kg) and 18 m (3.5 kg) sizes which are more aptly suited to strong soaring or all around flying.

Gliders startinG at <4 kG

This is where the primary focus on light weight shifts to performance, with gliders that are not only perfect for travel and hiking, but also worthy contenders as your primary XC glider. Last year’s X Alps winner Chrigel Maurer told Cross Country the glider he flew to victory weighs less than 4 kg, proving that performance without weight is possible. I’ll start with gliders below the 4 kg mark and include sizes that spill over.

Nervures has several gliders on offer, the lightest being the Faial Bivouac XS at 3.5 kg, followed by the Kailash Bivouac Small at 3.9 kg. The Faial Biv sits between the Huapi Mountain and the Kailash Biv in terms of performance and is described by Nervures as, “Suiting an improving pilot with some thermal flying experience, but also more experienced pilots looking for a reassuring wing to fly.” The Kaliash Bivouac is touted as their “Ambitious sport wing” with an increase in speed and glide, yet remains with the Faial Biv in the EN C class.

Ozone recently released the Swift, which they claim has, “perhaps the highest performance in the EN B class and an agile precision that has never been seen before in our sport…in light performance, the Swift flies alone.” The XS, SM, and MD sizes of the Swift all weight 4 kg or under, leaving only the larg-est size to break the weight barrier at 4.2 kg. The

[above] The Nervures Kailash. [opposite] The

Nervures Swoop.


Swift is a lighter, sportier wing than their lightweight, Geo II, sharing the same LTF 1-2 / EN B class but weighing a touch over 4 kg.

If Nova’s your brand of choice, the new Orxy is your pick. Based on their popular Mentor glider, de-clared the XContest overall Sport Class winner, the Orxy delivers improved passive safety and glide. The only option less than 4 kg is size XXS, (LTF 1-2 <80 kg / 2-3 >80 kg). The XS – L sizes range from 4.2 – 5.2 kg, and all are in the LTF 1-2 / EN B class.

A recent “Between the Sheets” review in Cross Country 122 favorably profiled the Gradient Montana. The 22 m Montana is 3.5 kg, with four additional sizes topping out at 4.9 kg. XC review-ers summarized it as, “Perfect for the intermediate pilot, fond of sharp, direct and dynamic handling and looking for a lighter bag for everyday flying, traveling, or a spot of para-alpinism or bivouacking.” Montana aside, most of the Gradient line of paraglid-ers starts at less than 5 kg.

In a quest to build sturdy, para-alpinism wings, UP created the Pico and Pico X-Light gliders. According to UP’s website, instead of using ultralight materi-als without known track records, they stuck with the materials they’ve used for years and simply used less of them. The X-light comes in two sizes, XXXS (3.3 kg) and XXS (3.75 kg) and are not certified. The Pico’s available in four more sizes ranging from 4.2 – 5.1 kg. All sizes are LTF 1 / EN A except XS which

is LTF 1-2 / EN B.Finally, it doesn’t look like Chrigel’s sub 4 kg X

Alps glider is available to the public, but Advance does offer the Alpha 4 Hike starting at 3.9 kg for the 23 m size. The Hike boasts higher performance and more dynamic flight characteristics than the Alpha 4, due to a higher all-up weight range, while maintain-ing an LTF 1-2 / EN B rating. The two larger sizes weigh 4.2 and 4.55 kg.


Harnesses

The choice now is not only how light, but how many features? You can get harnesses that are nothing more than a vaporous collection of straps to reversible, all-day XC rigs with airbags, carbon seat plates, under-seat reserve compartments and pod attachments. So you can have it all if you’re willing to pay for it.

When using a reversible harness, you immediately drop 1-1.5 kg since you’re not lugging around a sepa-rate backpack, but the pack serves to not only carry the kit, but protect it as well. If you ruin your revers-ible pack, you ruin your airbag, so think twice before checking it as luggage or abusing it. Just like wings, there’s a difference between ultralight and ultra-du-rable. Also the carry capacity of reversible harnesses can vary significantly, so if you’re planning on using your new harnesses with a bigger, older glider, make sure the glider and all your accessories (flight suit, vario, GPS, helmet, etc) are actually going to fit.

If you’re partial to a brand mentioned in the wings category, take a look at their harness offerings below. The harnesses in glider “combos” are usually pretty basic, but the choices continue to expand, so be sure to check the company’s website for more options and updates.

Nervures has harnesses for almost every glider they offer—from the minimalist Expe (295 g* - *in-dicates weight for harness only, without carabiners or connectors), to the Bivouac (1.28 kg*) with a carbon seat-plate and Bump’Air option, to the Air Trek, a reversible 60-liter pack/air bag at 2.08 kg*. For spring 2010, they released the Fusion, a modular harness system that adapts for mountain flights, vol biv, cross-country and tandem flights. The system revolves around “The Base,” an adjustable split-leg harness weighing 1001 g*. From here you can add a seat board (131 g), foot stirrup (122 g) or and an under-seat airbag (880 g) for your tandem passenger. To really make the Fusion a quiver-of-one, opt for the reversible backpack/airbag (1284 g*) which has enough cargo room for a tandem glider, yet carries well—thanks to a plush suspension system. For se-rious vol biv adventures, zip on the 110 L Bivouac Rucksack that allows you to easily carry monstrous loads on the trail and provides comfortable load bal-ance in flight.

Ozone offers the Oxygen 1 harness to comple-ment its Ultralight 09 gliders. These harnesses are split leg, reversible and have buckles instead of fixed legs for ease of use. At only 1.3 kg, you can head to the mountains with a kit weighing less than 3.5 kg when coupled with the UL16 glider. Their Oxygen 2 harness is a significant upgrade that works for XC to Acro and weighs about 4.5 kg.

The Gin Yeti wing/reversible harness combo can be ready to launch at 4 kg if using the 19 m glider.

Nervures Fusion Rev

Hybrid

Nervures Fusion with Biv

Nervures Fusion


The Yeti harness comes with fixed, split legs (700 g) or with a reversible carry bag at 1.1 kg. You can add an airbag to either harness for another 500 g. Gin also has a new reversible harness called the Switch. It’s a split-leg harness with automatic buckles, the Safe-T-Bar system, much more adjustability, and the carry bag inflates to become the airbag in flight. This harness is one-size-fits- all at 2.7 kg.

Finally, package deals can be found on the UP Pico and Nanga Harness. The Nanga (starting 4 kg) could easily be your primary harness with an inflatable airbag, seat plate, and under-seat reserve container. If you’d like a lighter (starting 2.7 kg) re-versible option with airbag protection, check out the Alpine.

If you’re willing to mix-and-match your glider and harness, the options are seemingly endless, but here are a few companies with harnesses that deserve a look. There’s a lot of variance in the models, so I’ll start with the lightest first.

Sup’Air has an expansive collection of feathery harnesses, with seven different models listed under the “Light” section of their website. The lightest, the Everest, starts at a mere 330 g* and options abound from there.

The pick of many top pilots when heading out for multi day excursions in the big peaks is the Alti Rando XP. Brad Sanders vouches for its performance, cargo capacity and warmth when used with optional pod attachment (860 g). It’s heavier than minimal-ist designs, but is fully loaded with a large reversible packbag/airbag, deluxe carry system, carbon seat plate, foot stirrup and gobs of adjustability at 3.8 kg*. If you like the Alti Rando XP but prefer an inte-grated reserve compartment, put the Hybrid on your list. Hitting the scale at 4.6 kg*, it will swallow any glider and all your digital toys with comfort on the trail and in the air.

Woody Valley fans have several options to choose from, starting with the Transalp. This is a basic split-leg harness, but comes with Safe-T-Lock buckles at 900 g, or with the roomy, reversible Transalp back-pack at 1.95 kg. You can retro-fit either harness with an airbag for an additional 300 g.

The reversible Voyager is targeted for trekking and walkups. It’s a nice upgrade, with carbon seat plate, full airbag protection, comfy hip belt, external pockets and more adjustability for 3 kg. If you plan on using your current carry bag and favor under seat reserves, the Peak 2 is a great choice that’s easy to carry at 3.6 kg.

For pilots who do some walking, but really like the simplicity of reversible harnesses with airbags and under seat reserves, the Airwave GT Light and Swing Connect Reverse are both great options.

The GT Light is the lighter of the two at 3.4 kg* and is best for the person who folds carefully to make it all fit. I know several people who use this as their primary harness and find it comfortable for logging distance and appreciate the compact size.

The Swing Connect was made in conjunction with Dueter packs and has several unique features, such as a pack with removable top lid, hydration system pocket with tube port, and pockets for everything from your emergency card to your cell phone or IPod™. Creature comforts aside, you still get all the harness adjustments/features you’d expect for about 4 kg,, depending on the size.

If you still want more options, break out Cross Country back issue #118 for more harness-specific information in the article “The Weight-Watcher’s Guide to Paragliding.”

This article was originally published in Cross Country Magazine, edition 127 .

[previous] Over Ibex, Namibia.


BRINGING IT ALL TOGETHERSo you’ve bought a feathery glider and

paired it with a Speedo-like harness, yet

you feel something is missing, Sup’Air has

your answer: the Connect. The Connect

is a soft link made of Dyneema with a

Cordura Nylon sheath, intended to be

looped through your harness and risers,

then hitched around itself for closure. [fig

1&2] Sup’Air claims they weigh 12 g each

and are rated to 25 kN.

The average aluminum carabiner weighs

about 70 g and is rated to about 18 kN. Is it

possible a thin piece of webbing weigh-

ing a fraction of a ‘biner could actually be

stronger? I contacted Sup’Air to find out

for myself. They sent me a sample that was

a few years old and had seen some use. I

first confirmed the weight—12 g dead on.

I then headed to the lab and broke it be-

tween two 12 mm steel rods. It exceeded

32 kN before total failure, far above its 25

kN rating. [fig 4]

It could be argued that using webbing

to attach your harness and glider may po-

tentially make the connection weaker due

to friction. This is partially true; tests done

by Sup’Air have indicated the Connect

can cut through 43 mm harness webbing

under loads as low as 700 kg (approx 6.8

kN) when only single passed. To eliminate

this, always wrap the Connect through

your harness and risers at least twice. It’s

also best to attach it and leave it alone,

since repeatedly hitching and unhitching

the soft link could potentially damage or

weaken the fibers.

The Connect is built to be used. The

nylon sheath protects the Dyneema fibers

and serves as a visual wear indicator. It’s

also worth noting that forces exceeding 12

kN are essentially not survivable. In short,

it’s as strong, if not stronger than an alumi-

num carabiner, and if it does fail, you won’t

be around to know about it. However,

since it is made of thermoplastic fibers,

certain care must be taken to avoid acid/

chemicals. Its lifespan is five years, which

is shorter than that of a metal connector.

http://www.solparagliders.com.br


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The 2010 Mid-West Championship took place from Enjoy Field, a jewel of a hang gliding flight park located

amidst the corn desert of northeastern Illinois that brings to mind the pristine baseball field built amid Iowa cornfields in the film Field of Dreams. The contest was organized by Gary Solomon in much the same spirit that Joe Yobbka had when he built the field between 2003 and 2005: build it and they will come.

Joe believed that if he were to build a flight park, he would have friends with whom to fly. And so it has proven to be, with a fair crowd of pilots gravitating there every flyable weekend. Indeed, even during the week, XC pilots, such as the re-markable Kris Grzyb, have permission to fly if they sense an excellent cross-country

day is at hand. The field consists of a lovely well mown

grass strip (soon to be augmented by a second crossing runway), two hangars (one of which contains a full kitchen and beds in an upstairs bunkhouse), as well as a large pond stocked with fish. It is locat-ed about 55 miles south of Chicago in the flatland granary that is rural Illinois, mile after mile of roads and fields laid out in one-mile grids that Rich Cizauskas calls The Great Checkerboard.

The Mid-West Championships that Gary Solomon organized is an attempt to exploit and publicize the extraordinary hang gliding virtues of the Checkerboard: it is flat and essentially tree-less and, before the corn becomes too tall, has an abun-dance of smooth, safe landing areas. The

flight park’s location in the eastern Great Plains means that the weather is largely uninfluenced by marine effects as are, for example, Florida or Maryland. In addi-tion, the smooth terrain provides a further benefit of little turbulence associated with the often strong thermals encountered over the plains. Retrieves are similarly uncomplicated, with abundant roads and Interstates to ease returns from both short and long flights. Flying from Enjoy Field is almost effortlessly easy, safe and pleas-ant. Furthermore, one can comfortably tow in winds higher than is customary at most flight parks, due to the wide open terrain surrounding the field. There are essentially no nearby tree lines or other obstacles to generate low level turbulence.

From the above description, the Mid-

Build it and they will come.

2010 Midwest Championship by PeteLEHMANN


West’s cross-country po-tential should be obvious. However, the region’s relative scarcity of pilots and lack of any publicity of their best flights has resulted in a low profile. This, despite the fact that going back to the 1980’s and 1990’s mid-western pilots have long flown great distances, when the likes of Bruce Case, Gerry Uchytil, and the Flying Bunner Brothers (of which Larry is but one) criss-crossed much of the middle part of the country. And, most notably, in recent years Kris Grzyb has made three flights of better than two hundred miles.

THE CONTESTThe format of the contest was chosen to allow vacation-challenged working stiffs to participate. It was, therefore, scheduled as a four-day meet coinciding with the Memorial Day Weekend, running from Thursday through Sunday, with Monday as an emergency make-up day. In an at-tempt to encourage participation of inex-perienced competition pilots, the field was divided to provide Sport and Open Classes. In addition, a practice-day task was set and flown on Wednesday, and small seminars were held to familiarize pilots with the contest’s use of GPS and flight computers. A novel contest amenity was the arrange-ment of retrieval services, quite a rarity in modern times. Gary managed to secure a number of volunteer drivers prepared to take suitably equipped vehicles to pick up their owners. Everyone was guaranteed a retrieve, and the retrieval worked superbly.

ACCOMMODATIONS AND AMENITIESCamping was available on site, as were beds in the bunk house, but an invalu-able additional benefit was the provision of breakfast and dinner by the family of Bill, Noreen and Patrick Finn. Their food was healthy and of excellent quality, re-ducing the need for pilots to endure the thirty-mile roundtrip into Kankakee for

meals. Testimony to the excel-lence of the food and comfort of the field is the fact that for four days I found no need to leave Enjoy Field—other than on a hang glider, of course, but we’ll get to that shortly.

TOWING: A LESSON IN HUMILITY With the bulk of aero-towing

contests in this country being conducted behind one variant or another of the Moyes-Bailey Dragonfly Tug, one forgets that there are other tow aircraft, and that they do not all tow like the Tugs. The lore of aero-towing has it that trikes tow faster than do the Tugs, but I have never had any difficulty towing behind them. However, at Enjoy field neither Tug nor trike is em-ployed as a tow vehicle. Instead, the field has two Kolbs, high-wing, side-by-side two-seaters with a rear-mounted engine. And as I discovered, they tow quite a bit faster than I am accustomed to. I tow off my shoulders, and have had no trouble towing a Falcon behind a trike in that configuration, but even my clean, topless T2 was a bit of a handful behind the Kolb. I was compelled to tow with an unusual ¾ VG setting to be comfortable. In the future, if towing behind a Kolb, I may have to breakdown and adopt a V-bridle to diminish the excitement.

And then there was the Quicksilver. This early generation ultralight suffers from two disadvantages when towing. It is un-derpowered, so if a tow encounters strong sink, one can find oneself briskly descend-ing towards the corn while flying away from the field. The second attribute is its very light weight. The plane is a bit like a butterfly; when it encounters strong lift or strong sink, it doesn’t possess the large tail surfaces, control authority or power to moderate the resulting vertical excursions. That, combined with the longer tow line employed, means that the hang glider pilot goes through one hell of a roller coaster ride behind the Quicksilver—one involv-ing much slack rope and great potential for broken weak links. We will revisit this subject again below, but the real lesson I drew from towing at Enjoy is that I still have much to learn. Most important is the general lesson that when towing, one must not make assumptions. A different tug, tow line length, cart design, bridle,

http://www.kittyhawkkites.com


towing surface, or pilot each introduces a new variable into an already complex, dy-namic relationship between two aircraft connected by a string.

LET THE GAMES BEGINDay One: Gibson City Municipal Airport 36.9 Miles (Open Class and Sport Class)

The previous day, the contest’s first of-ficial day, had been blown out by a cool, stable wind blowing off Lake Michigan 55 miles to our northeast. Conditions had improved a bit, with the wind having backed down to 10-15 mph, but the soar-ing forecast was abominable, with forecast blue skies and top of lift around 2,500 feet agl. As a result, a race-start was called for the 37 mile downwind task, and the first pilots dribbled out of the start circle essen-tially at release altitude.

Local star Kris Grzyb launched first, after wind dummy John Licata and his ATOS had shown there was lift. I had hoped to fly together with Kris, but by the time I towed up, he had disappeared into the Checkerboard, and I headed off into an apparently sodden countryside, wet from the heavy rains earlier in the week. With my first three thermals not gaining me more than 2,700 feet above the flat, wet dirt below, I was not feeling particu-larly optimistic about making goal, a skep-ticism increased when I got down to 900 feet over the unpromising terrain. But de-spite everything, there was lift, and as we flew further from the lake (or simply later into the day), the lift improved, with Rich Cizauskas later getting to 4,200 agl. For Rich it must have felt like a worthy reward for the earlier struggles during which he had scratched below 1,000 feet for twelve minutes, once getting down to 464 agl.

Ultimately, Kris, Rich and I all made goal, albeit behind John the Wind Dummy who arrived before us, having used a nine-teenth century GPS: counting towns as he flew south looking for the airport goal at which we landed. Well, all but Rich landed. He arrived, enduring the indigni-ty of soundly whacking in front of Del, his driver and student. But if that was humil-iating, it had a further bad consequence in that the already angry and paranoid land-owner saw the whack. He was furious that we had chosen his closed airport as a goal, and now Rich’s whack fueled his concern about legal liability incurred when pilots landed on his field. His frosty first ques-tion as he approached me was, “Was any-body hurt?” We eventually managed to smooth his ruffled feathers, and he shook

[above, top to bottom] Game on. Wind dummy John Licata. Kris Gryzb introduces the Iowa task. [opposite,

top to bottom] Windy day hangar flying: George Hassan, John Licata, Craig Hassan. John Licata on tow. The

Quicksilver and owner Kevin Dockens.


my hand in departing, something he had refused to do upon meeting.

The day’s adventures were not yet over for Rich, however. In his haste to break down and get out of the airfield, he ne-glected to load one important item of equipment, his base tube. Fortunately for him, John Licata spotted the missing item, but, just as unfortunately for Rich, John possesses an evil sense of humor and quietly hid it in a vehicle for the return to Enjoy Field. Only the following day, after Rich had begun to set up, did he discover that he was missing the base tube. John and Joe then let him twist in the wind for a while before magically “discovering” a replacement base tube in the hangar.

For the Sport class, it had been a rough day, with only one pilot, Gary Solomon, getting substantially beyond the 5km start circle. Gary won the day by making it 12.6 miles down the track.

Day 2 Go West Young Man: 132.5 miles to Princeton, Iowa (Open Class); 58.4 mile dogleg via Pontiac to Lostant, Illinois (Sport Class)

The preceding days’ blue northerly winds had finally abated and switched to the east, heralding warmer temperatures and cumulus clouds. Dr. Jack promised good lift and cloud base on the order of 6,000 agl, so Kris Grzyb promptly suggested that we attempt what had been a thus-far unattained personal goal of his: a flight to the west across Illinois, ending beyond the mighty Mississippi in Iowa. I hap-pily agreed with the audacious goal, as did Rich Cizauskas, who saw in it a chance to validate one of the contest’s purposes, a demonstration of the Mid-West’s flying potential. And so it was decided. We se-lected an early start time and hurried to ready our selves for what promised to be a long day. The upper level winds were only forecast to be 8-10 mph, so it would be incumbent on us to begin as soon as possible.

For the Sport Class we chose a more modest, but still substantial, goal that took pilots out parallel to, but south of, the Open Class course to a landing at a private airport in the corn desert. The only pilot to accomplish the full task was Craig Hassan, who in so doing achieved several personal bests: his longest flight ever, his highest al-

titude and best gain. He completed the 58.4 mile task in 2:41, while getting to almost 8,000 msl and only once getting as low as 2,100 agl. In second place for the day was Chris Christophersen who was scored at 32.2 miles. Chris actually flew

well past goal for a personal best 85 mile flight but had had trouble using his GPS. As a result, he narrowly missed the turn-point and was thus only scored for a frac-tion of what he had accomplished. It was a really, really good day and, as we shall see,


the Sport Class goal had the good fortune of being located just at the edge of what became a difficult stretch for the Open Class pilots.

Faced with a long task and light tail-wind, the Open Class pilots were eager to get an early start on the day, with Mark Bolt going first. I followed Kris, again hoping to pimp the local expert but fail-ing to do so. My tow was behind the Quicksilver, and I experienced all of the above enumerated disadvantages of the aircraft, breaking a weak link at 500 feet, nearly a mile-and-a-half downwind of the field.

After landing next to the road almost a mile from the tow site, I began to walk my glider back along the road, occasionally having to move the glider to the side to permit traffic to pass. Soon I was greeted

by the welcome sight of two men on a golf cart towing a launch cart in my direction. We quickly mounted the glider on the cart and prepared to depart, when we noticed that a tire was flat. They left to fetch an-other cart, while I resumed humping the glider up the road. In the end they re-turned with a fresh cart, and we continued along the road, followed patiently for the last two-hundred yards by a pickup truck which courteously waited until I had dis-mounted the glider before passing us. I was now exhausted, overheated and furi-ous. And I still had a hundred-and-thirty mile task to fly.

Before re-launching, I took a few min-utes to calm myself down, drink water and eat some food. My second tow commenced one hour behind my original schedule, but the sky was so good looking, and the

clouds proved to be so reliable that I soon relaxed, realizing that attaining goal was still possible. The lift was not spectacular-ly good, presumably again because of the still somewhat cool, damp ground, but the clouds were so consistent that I was gener-ally above 6,000 msl and only once below 4,000 feet. I stopped for nothing under 300 fpm, while swiftly moving westward with an 8 mph tailwind.

The fabulous conditions came to a sudden halt as Andrew Vanis and I to-gether arrived at the task’s halfway point southwest of LaSalle. There, we flew

[above] A Kolb towing. Note the obstacle-free terrain. [left] Day 3 - Two laps around the triangle - Kris Gryzb in blue, Pete Lehmann in red. [right] Across the Mississippi

- Rich Cizauskas in green, Mark Bolt in blue and Pete Lehmann in red.


WHAT DID WE REALLY DO TODAY?The internet and computer have brought new analytic tools

and toys to the soaring world in the form of flight analysis

software, on-line contests, and the magic of Google Earth.

The principal advantage of these tools is that they enable

pilots to share, compare, and contrast their experiences in

a form that reduces the exaggerations often in evidence

when we tell alcohol-fueled lies after a day’s flying. These

tools put an end to silly stories of Flytec’s “2,500fpm max

raise” climbs, and the like. The facts of our flights are now

easily established.

But for those of us less interested in rigorous, detailed

analysis of our flying, the same tools provide wonderful

entertainment value. Indeed, the ability to capture what

we do in screenshots of barograms, tracklogs, and even

three-dimensional pictures of our flights over spectacular

landscapes are a useful means of explaining to others the

extraordinary nature of what we really do. I find that my

non-flying family and friends greatly enjoy using these tools

to see what hang gliding is about, in a way that pictures,

and even video, don’t necessarily provide.

In particular, I derive pleasure from being able to exam-

ine other pilot’s flights by means of Google Earth or the

various utility programs that allow me to “fly” their routes

across the countryside. That might mean looking at a

friend’s e-mailed .igc file of a weekend flight. However,

many other fascinating flights are available to us on the

web, including personal flights posted by participants in

on-line contests. But the most interesting files are those of

competition flights available from the many contests which

post scores on-line.

For example, if one would like to know what Jonny

Durand or Dustin Martin did to win the day in a big contest,

the information is easily found at Soaring Spot (see below).

Better yet, one has the option of actually taking Jonny and

Dustin’s flights and then having the computer run their

flights concurrently within SeeYou software. Differences in

strategy, tactics, and even climb techniques become easily

discernible as we watch how one pilot zigged and got low,

while the other zagged and skyed.

Finally, we can also use the technology as a form of

virtual hang gliding tourism that permits us to fly some

of the world’s great flying sites, such as the Owens Valley,

Telluride, or the European Alps. With SeeYou or Google

Earth you can experience what it means to be flying down

in the canyon below Nevada’s White Mountain Peak, one of

the infamously powerful locations on the east side of the

Owens Valley.

Flight Data Sources

HOLC www.onlinecontest.org/olc- 2.0/para/daily.ht

ml?st=holc&rt=holc&df=&sp=2010&c=FAI-3&sc= Search

the (enormous) list of competitors for a pilot of interest;

then click on their “Flight Book” icon to examine flights. Or,

better yet, join yourself. It is free and merely requires that

you register. It is not the most intuitively obvious site to

navigate, but is well worth consulting for a source of flight

information. Its only real shortcoming is the small number

of American hang glider pilots who use it.

Soaring Spot www.soaringspot.com Visit the site to find

flights made as part of a contest such as the Mid-West

Championship, www.soaringspot.com/mhgc2010 To get

the individual flight .igc files, click on the class you’re inter-

ested in below Latest Winner. Then toggle back and forth

using the Next and Previous buttons to get the Day you are

interested in. Now, next to the pilot whose flight you would

like to examine, click on the red number in the CN column

to retrieve the igc file.

Tools

Max Punkte This program allows one to easily download

flights from Garmin (and other) gps units in order to create

igc files. Don’t be put off by the German source of the pro-

gram; you can select English during the program’s set-up.

maxpunkte.de/cms/download/MaxPunkte_6_2_5_Setup.

exe

Flychart This free program can be used to download

flights from Flytec and Brauniger instruments and save

them as igc files. In addition, if one has saved an igc flight

file from a 3D gps unit, one can examine that igc file’s

information (climb rates, altitudes and times) in Flychart’s

Barogram page, which includes a 2D tracklog of the flight.

One can also go directly to Google Earth from a tab located

in Flychart’s task bar. flytec.com/Products/Software.htm

SeeYou This is the gold standard in flight analysis software

(and indeed it costs a princely $179.00. However, one can

download a fully functional free evaluation version of the

program). Despite the price, I find it to be an indispens-

able tool for analyzing flights. Because of its complexity,

SeeYou does require a bit of time to set-up and fully master.

www.naviter.si/download/seeyou/index.php?Itemid=27

IGC Flight Replay This free utility program allows you to

directly “fly” an igc file in Google Earth. After you install

the program, click File>Open IGC File. Now select the file

you would like from its location on your computer. Click

Start. Of the various controls that you can click, I set Speed

at 10:1 and prefer to Skip: Thermalling (otherwise you will

get dizzy watching). Clicking on Info, Path, or Flight will

allow you to see a display of those three things: flight in-

formation, the 3D flight path., and a pilot’s eye view of the

flight. Finally, if one clicks on the vario and speedometer

gauges, they will toggle from metric to English units ywtw.

de/igcsimen.html

4848

across the Illinois River catchment that was manifestly wet from what must have been a particularly intense series of rain-storms across a twenty-mile-wide area. I entered the blue area as high as possible, having gotten to cloud base at the last cloud before diving into the unknown. In a worried state of mind, I carefully worked all of the weak bits of lift I could find, as I transited the area. The concern was, in fact, not warranted, as I never got very low in the blue. However, the 150 fpm lift and lower cloud bases resulting from the moisture slowed me down for over an hour, before I once again found a good climb back to base at 7,300 msl.

At cloud base at five o’clock I was fi-nally confident that I could complete the task, as goal was only another 37 miles away. But, again, I was confronted by a smaller blue hole and chose to skirt its southern edge, flying beneath the clouds located there. However, they didn’t work, and, worse, evaporated. My descent con-tinued worryingly, and I was becoming really concerned, when I heard a broken radio call from Rich Cizauskas.

Looking up, I saw Rich in the sky, some 5,000 ft above me and gliding, while I was disgusted and still descending. The descent only stopped at 620 agl, at which time I began a maddeningly slow climb that started with zero sink and over half-an-hour later ultimately got me back to the base of a newly forming late-day cloud. The Flytec 5030 told me that from there I should just make the 19 mile final glide

to goal, but after that scare, I was taking no chances and carefully tailored my glide to take me under the last, now dissipating, clouds, en route to the river. In the end, the quiet late day air provided a great six-teen-mile final glide, and I found myself 3,000 ft above the middle of the half-mile wide Mississippi, where I am sure I saw Huck Finn and Tom Sawyer waving from a raft as I flew overhead. Sadly, my camera batteries were dead, but that only slightly diminished the pleasure of one of the finest flights of my hang gliding career.

I then landed with Rich, the only other pilot to make goal, who won the day by ten minutes, finishing in a time of 4:48, averaging 27.5 mph over the 132.5 mile task that itself constituted his personal distance record. Rich and I had indepen-dently flown a very similar route; however, he never got much below 3,000 msl, even though he had a somewhat more difficult time traversing the Illinois Valley blue hole. We gleefully broke down, awaiting his friends Del and Brian, who arrived before I had zipped my glider bag. We then began the long, happy ride home drinking what beer-snob Rich acknowledged to be the best Budweiser he’d ever tasted.

Of the other pilots, Mark Bolt suc-ceeded in transiting the difficult Illinois River valley, only to succumb to gravity ten miles short of goal on the east side of the river. And Kris Grzyb, whose dream it was, decked it after crossing the Illinois, as did Andrew Vanis.

Day 3: Round and Round We Go: 39/78 Mile Triangle

After the previous day’s long retrieve, the task committee was intent on calling a local task for the contest’s final day. Thermal conditions promised to be good, and the forecast winds were to be a moderate 8-10 mph from the SSW, so the task commit-tee decided on a novel triangle task. Both the Sport and the Open Classes shared the same thirty-nine mile course; however, the Open Class had to fly it twice, for a total distance of seventy-eight miles.

Unfortunately, the winds proved con-siderably stronger than forecast, and it soon became apparent that we had over-called the task. This was particularly so for the Sport Class pilots, most of whom had king-posted gliders and were inexpe-rienced in flying with strong crossing or headwinds. Even for the toplesses it was to prove to be a difficult day, as the climb rates were merely good, and the winds strong. More of a problem was the fact that for the first two hours the clouds were decidedly unreliable, with perhaps only one-in-three working well. Pilots were confronted with the dilemma of deciding whether to continue climbing and drifting downwind with weaker lift, or abandon-ing weak lift and pushing upwind in the hopes of finding something better under the treacherous clouds.

As a result of these conditions and fool-ish aggressiveness, I quickly found myself down around 700 feet before finding a fast climbing thermal that redeemed me. After that, it was a struggle around the first lap of the course, with the clouds becoming a bit more consistent, but the climb rates remaining average. By the time I was heading home to Enjoy Field on the final upwind leg, I was becoming frustrated and hoping I would hear that the pilots who presented a threat to my contest lead had landed. Rich was on the ground, but I had heard nothing of Kris and had to keep flying.

Fortunately, as I neared Enjoy Field, and the beginning of the second lap, the clouds began to change character. They were now bigger and darker bottomed, and the wind finally began to abate. I ar-rived over Enjoy Field at 6,000 ft and set out onto the second lap, while listening to Andrew Vanis struggle to reach Enjoy Field with his Moyes Litesport. He landed just short of the field in what was an excep-tionally commendable effort on that glider

[above] Gliders sheltering from early winds. [opposite] Idyllic Illinois LZ.

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in those breezy conditions.Since the locals had not told me that

Kris was already twenty minutes ahead of me on the second lap, it was good that I resisted the powerful lure of beer suck and continued on. It was becoming late, and the sky in front of me looked bleak. At first the sky was almost devoid of clouds, look-ing very hazy and humid. However, as I pushed westward into the murk, clouds began to form, almost as if on cue. What I had feared would be a final glide out into the beer-free Checkerboard became a remarkably easy victory lap. Even the last, upwind leg proved simple as I piled into a 300 fpm thermal in which I deliber-ately climbed too high, before easily glid-ing to goal after another five hours in the air. Rich greeted me with the long desired beer, and ten minutes later Kris material-ized on final glide. Somewhere along the way I had passed him, thereby securing first place in the contest.

For the Sport Class pilots it had been a very tough day. A look at their track-logs showed how difficult the windy con-ditions had been, with almost all of them being blown well downwind of the course

line early, never able to recover. Craig Hassan won the day, as well as the Sport Class, by coming up 2.5 miles short of the first turn-point, after an epic three-hour upwind slog to net a scored 14 miles. He certainly displayed the heart of a cham-pion in persevering that long against im-possible odds.

That evening Gary Solomon presided over the awards presentation, after we had worked on emptying a keg of beer and feasting on a steak dinner prepared by the Finn family. While small, the contest had proved to be an unqualified success. The four-day meet proved most fortunate in that the weather permitted three valid days, something that one couldn’t have counted on, but was surely appreciated. The memorable Mississippi crossing alone demonstrated that flying in the Mid-West offers the potential of truly extraordinary flying, as did the numerous pilots who achieved personal bests for distance, al-titude gains and duration. I will not be surprised if someone eventually breaks 300 miles in the Mid-West, and I cannot imagine a site more pleasant than Enjoy from which to do it.

“I will not be surprised

if someone eventually

breaks 300 miles in the

Mid-West, and I cannot

imagine a site more

pleasant than Enjoy

from which to do it.”

http://www.northwing.com


by Jim Jennings

Am I normal? I hope not! Normal people don’t want to fly without an engine, but I love it, despite

the risks. Whether you are a skydiver, BASE jumper, wingsuit pilot, speed flyer or ground launcher, paraglider pilot, hang glider pilot, or all of the above, you prob-ably love to feel the freedom of flying, unencumbered by anything except your imagination. You probably love the ca-maraderie of like-minded people enjoying the same experiences, the natural envi-ronment, and, most certainly, you love adventure and the challenge of finding the boundaries of flight. I know I do, and I know my buddies do!

After taking up all of the different disciplines of flight, my only wish is that

I had taken them up sooner. Each disci-pline has its own characteristics, but the end result is the same—your feet leave

the ground and you are consumed by the moment. Psychologists label this phe-nomenon “flow,” but most of us know it as “being in the zone.” “Flow” is defined as the mental state of a person who is fully engaged in what he or she is doing. It’s a feeling of energized focus, full partici-pation, and success in the course of the activity. I live for flow and have a passion to fly and surround myself with people like me who love to fly. My desire to fly is so strong that even injuries don’t stop me. They did eventually make me rethink my game plan, but my passion gets me right back up in the air. I haven’t found a better way to pass the time than flying and hang-ing out with my flying friends.

My “obsession” started in 1991, when I made my first skydive, and continues today with paragliding and hang gliding.

What's Wrong

With Me?


Over the years, my lack of forethought and preparedness landed me in the hospi-tal more than I would have imagined.

Five years into my skydiving career I was looking for more excitement, so I began BASE-jumping, which was a little more intense. I injured myself a few times but kept on flying. My first 276 jumps caused the most injuries. They began with a compression fracture to my L4 on jump thirteen in Moab, Utah, off what is now called Mary’s Gash, during my first running-exit with the pilot-chute stowed in its pouch.

That’s when I learned the Golden Rule of not looking down at your feet. I ran off, looked down at a small ledge a couple of feet below the exit point, and my body followed my eyes. I wound up in a completely vertical head-down position, panicked, and threw my pilot chute. My canopy inflated while I was upside-down, causing severe whiplash and sending me into multiple line-twists with an off-heading opening, flying back towards the cliff. I grazed the cliff as I flew away, stars popping in front of my eyes. I landed uneventfully and lay down moaning and groaning from the pain in my back. I ate some pain pills that evening and contin-ued jumping the next day, unaware I had a compression-fracture in my vertebrae.

On my fifty-seventh skydive, I landed in high winds, did not run around my parachute fast enough, and tripped and fell to my right side, landing on my ring finger, jamming and breaking it. I contin-ued to skydive for years with no injuries,

On jump sixty-six I attended a Bridge Day competition where I tried to land dead-center on target. The target was on top of rounded river rocks, and my shoes did not have the cushion or support needed to take the impact of a stall for a dead-center landing. I hit hard, fell to one side, and could not stand up because I had fractured my heel. After a sixty-nine day recovery, I jumped another bridge in the middle of the night.

Jump number 185 saw me land down-wind in a riverbed, after jumping Burro Creek Bridge, knocking myself out for twenty minutes and sustaining several facial lacerations requiring fifty stitch-es. The failure of that jump was due to my misjudgment of the conditions. It was late in the afternoon, and we had been jump-ing all day. The wind switched, as it does when the land heats and cools. Before jumping, I noticed that even though the wind was coming from the opposite direc-tion, it looked weak and the jump looked doable. I was wrong. I flared too late and suffered the consequences. That evening we drove to the nearest hospital where I was stitched up by a plastic surgeon. Not to be deterred, I jumped a cliff four times the following day. What’s wrong with me?

On jump number 196, I found myself at the top of an 1100-foot cliff named Courthouse Rock, in the middle of the desert, chomping at the bit to jump and get in the air. The wind had been blow-ing strong in our faces all morning, and it was starting to look as if we might have

to hike down. Every BASE jumper knows hiking back down is the very last resort.

So as the wind turned to a more cross-direction and lightened up a little, I got antsy and justified jumping. I launched and opened high to avoid the buttress halfway down. Again, due to my lack of forethought and knowledge of the me-chanics of wind, I was unaware the wind was blowing into the buttress and causing a tornado-like wind funnel that turned my canopy 450 degrees during opening and sent me into line-twists. The next thing I saw was the buttress racing up at me. I applied the brakes through the line-twist and lifted my feet, but impacted with my right instep, sustaining a deep bruise that took a few years to heal.

After striking the buttress halfway up the cliff, my body began spinning around to the left as I untwisted, dragging my canopy along the cliff face, tearing cells and snapping lines in the process. I landed

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What's Wrong

[opposite, top] The Redline CRW team | photo by Chase Bradshaw. [bottom] Jim Jennings at the Don Pedro Lake SIV Clinic. [left] Dave Royer on hang glider and Jose Pruneda on paraglider | photo by Jim Jennings.

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fine and yelled up to my friend that I was ok. Then, as happens late in the morning in the desert from time-to-time, the wind died to zero. Luckily, I had a second rig and continued to jump that day, but the hikes were definitely not as comfortable.

On jump 276, I experienced my last BASE jump injury. Three of us were jumping off a short cliff, Eagles Nest, high up in the mountains of Norway. On heading, canopy openings are the key to a safe jump at Eagles Nest. But a 90-degree opening to the left will likely put you in the trees, and that’s exactly what happened to all of us! Dwaine jumped first, had a 90-degree opening to the left, landed near the base of the cliff, twisted his ankle, and had to pull his canopy from the trees. Not wanting to hike down, I decided to jump, had a 90-degree off-heading opening to the left, landed precariously on a small ledge, fell to the right onto a small stump that jabbed me hard and separated my ribs. Even after watching two consecu-tive 90 degree off-heading openings to the left, Steve decided to jump and had a 110-degree opening to the left, the worst of the three openings. Steve impacted

a boulder and cracked his pelvis in two places. Dwaine was able to hike out, but Steve and I spent a miserable night stuck high up on the mountainside, exposed to a relentless rainstorm and attacks by giant, hungry mosquitoes.

The following morning climbers rap-pelled down the mountain and secured and prepared us for a ride in the Sea King helicopter to the hospital in Stavanger. Steve was treated and returned home. I was X-rayed and released and continued to jump the following day. After 276 BASE jumps and many injuries, my learn-ing curve flattened, and my improved decision-making process allowed me to continue for another 500 jumps without injuries—not even a scratch. But the many injuries and fatalities I witnessed helped me eventually to decide to stop.

After retiring from BASE, I had to feed the beast and continue flying. Skydiving was getting impractical, so I tried a new form of canopy flight we called ground- launching. To ground-launch, we first inflated a skydiving canopy at the top of a hill and then foot-launched, swooping down to the bottom, better known today as speed flying. When the small sand dunes of Marina Beach where we first took flight got boring, we needed a bigger challenge. I had recently moved to San Francisco and discovered a place called Mussel Rock Beach, known by the locals as The Rock. A tall southwest-facing slope called the Green Giant at The Rock called out to me one day. I thought I had discov-ered paradise and continued to climb and swoop down the Green Giant for months. I got so used to flying down the slope on rear risers, that I would continue using rears into my final swoop, landing on the beach.

One very foggy day, I hiked up the Green Giant and flew down; the flight was one of my best, because I was forced to fly close to the slope in order to be able to see my way down the hill, ending with a 210-degree swoop on rear risers. I quickly hiked back up and attempted an identical flight, but this time I started my swoop a tiny bit earlier with very little extra height. I obviously had no idea what I was doing when I attempted a 270-degree swoop on rear risers, and the next thing I knew I was staring at the ground, knowing I was in for major pain or possible death. A split second later, I hit the sand with enough force to fracture my left femur in several

[top] Jim Jennings base jumping at Sugaro, Arizona. [left] Arnel Sanchez - crossover pilot. [opposite] Formation flying MRB.


pieces. Three months later, I found myself

hiking back up the Green Giant. At the top, the winds were cross and light, making it difficult to get the canopy inflated. I had to do a forward launch to create enough wind to get off the ground. When I finally got into the air, I didn’t notice that I was quickly headed toward a nasty little wind rotor that partially collapsed my canopy, causing me to go parachutal. At that moment I thought, “I’m an idiot! I just healed and now I’m going to break my bones again!” But my canopy quickly re-inflated before bad things could happen, and I continued to fly down and land on the beach safely, swearing to myself to take up a different flying sport to replace ground-launching.

Paragliding, my next flying adventure, made perfect sense, as it was only 15 min-utes from home and was what everyone else was doing at The Rock. My mentor, another pilot with the passion to fly all things unpowered, loaned me a wing and said he would get me back in the air. Within a matter of days, I was flying again, and, for the first time, I experienced the

feeling of going up while under canopy. It was a magical experience I had never felt before, even after more than a decade of flying parachutes, skydiving, and BASE jumping. I quickly fell in love with my new form of free flight and the ability to

stay aloft for hours, cruising around the coast with my friends.

Then, one day the winds were stronger than I would have liked. Due to my lack of forethought and tunnel vision, I at-tempted to launch from a lower site where the winds were not as strong as they were at the regular launch higher up the hill. As soon as I got my wing above my head, I started to go backwards. Since I was prac-tically self-taught, I wasn’t sure what to do, so I did the opposite of what I should have done. I gave input to my brakes, which forced me backwards even more, pushing me towards a fence. I tried to collapse my wing, but during the wing’s descent the strong winds yanked and pulled me right into the fence where my thigh caught the edge of a 2x6 board. The board began bending and flexing, digging into my leg, finally releasing me, hurtling me to the ground. The result was a deep subcutane-ous bruise that turned into a good-sized sac of fluid that took two years to fade away.

I had always wanted to get into hang gliding, simply because no other form of human flight resembles how birds soar.

Love Canopy Flight?Come Play with Us!

How big was it?

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But I hesitated because I didn’t know any hang glider pilots, and it seemed to be a big commitment to lug around a twenty-foot bag of metal parts and nylon. When I finally had a garage to store a hang glider and a few extra bucks, I had to fulfill my dream of flying like a bird! Initially, I learned to fly from an inland site with light winds, where a strong flare was re-quired to put the brakes on and land safely. The goal was to get good enough to fly from Fort Funston, which lies on the coast 20 minutes from home, instead of taking long drives where the conditions were less predictable.

That day finally came, after what seemed like an eternity of scampering about on the inland hills. I was chomping at the bit again, and I did not have the preparedness or site-briefing I should have had. My launch and flight were great, and after an hour it was time to land. Without a proper landing pattern in mind, I ended up in the wrong area, an area where a vi-cious, unforgiving wind-rotor loomed, waiting for its next victim. A few pilots now know that area as the “JJ LZ.”

Without the proper site-intro briefing,

I employed my strong flaring techniques in a 20 mph wind in the “JJ LZ.” I flared hard into the rotor, popping my nose cone 20 feet up into the air and sliding to the right without control. My glider caught a wingtip, turned hard, and I swung through the control frame and impacted the ground with my face. Luckily, I was wearing a brand new full-face helmet that mitigated the damage, but I tore liga-ments in both shoulders and bruised my internal organs from the weight of my legs falling on me.

A couple of months later I was physi-cally able to hang glide again, but my confidence had been shattered. All pilots know that confidence is integral to flying performance and safety. Needless to say, I have had serious issues with safety over my flying career, but I’ve learned that if you have the skill sets and the right tools to take advantage of the varying condi-tions, you can get into the air and ex-perience flying with your friends more often. These are the feelings my fellow pilots chase, and the lifestyles we choose to live—always looking to get in the air and fly.

The crossover pilots of Fort Funston and The Rock are learning that tech-niques and perspectives from one flying sport can open up the imagination to try something new and different in another flying sport, while increasing one’s level of safety and awareness. Because most pilots grow up in a mono-wingual culture, their vision is limited.

Crossover pilots have a different kind of confidence and vision that lets them ques-tion the status quo, pushing the bound-aries and limits of what is possible with the flying sport of choice. For example, at the coast a lot of career skydivers have recently crossed over to paragliding and hang gliding, and some interesting things are happening. In skydiving, flying rela-tive to each other is a very common way to plummet toward the earth, while in freefall and under canopy. At the coast, skydivers are taking skills from their past and applying them to their new sports.

Not only are we taking our skills from skydiving and applying them to para-gliding and hang gliding, we are taking our culture of trust, teamwork, and co-operation, and applying them as well to


the form of flying relative to each other, taking grips or docking, and flying in formation. The idea only started being manifested in our local flying community last year, and while we have had some fun flying relative to each other, we have other innovative ideas shaping up for the buoy-ant spring and summer conditions. Thus far, we have seen paraglider pilots docking with each other and flying in formation, paraglider pilots docking with hang glid-ers, and hang gliders flying in formation.

On March 17 of this year, the second in a series of planned seminars and short film showings called the NorCal Seminar Series & Free Flight Film Festival was held. This event is a unique celebration of body flying sports at which pilots can come to-gether and share their experiences. It is providing avenues for more pilots to cross over into a different method of getting off the ground. During the seminar section of the event, expert speakers related their experiences with their particular flying discipline and sport to a crowd of about 120 pilots. At the film festival portion

of the event, 16 different films by local videographers from each discipline were screened. Northern California skydivers, base jumpers, hang glider and paraglider pilots from drop zones in Davis, Byron, and Lodi, and flying sites of Fort Funston and Mussel Rock Beach submitted films, which made for a fun & successful eve-ning.

Organizers Dave “Dingo” Royer, Jose Pruneda, and Eric Blum recruited vendors and clubs to sponsor the event. Those that showed up were treated to free beer and pizza, informative talks by experts, and two hours of amateur films that kept all of us glued to our seats in anticipation of the next film! It truly was an electrifying occasion that had many attendees asking when the next event was going to be held and whether or not they could submit their own films. Like me, many pilots are already thinking about videos they will make over the next couple of months. I can’t wait for the next party!

To view the films, go to:http://vimeo .com/channels/

norcalfreeflightfilmfest

[left] Damien Dykman launching Funston.

2011

$15.00

CALENDARSON SALE MID-NOVEMBER!

www.USHPA.aero/storeEPIC IMAGES!?

?

http://www.ascensolibre.com

http://www.ushpa.aero/store

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DAVID OHLIDAL is an

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Idaho. USHPA magazine

caught up to him at

a Paragliding World

Cup in Greece. Ohlidal

impressively carries

a DSLR during all his

competitions, and this

gallery is a smattering

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the last year of top level

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Self Portrait.


by Granger Banks

I have been a paragliding instructor for 18 years and often find that my former students have high expecta-

tions of me on launch. Since I am the most experienced and knowledgeable pilot on the hill, they think that I will out fly all others. Sure, I have more air-time and experience than most pilots on the hill, but I am only human and not immune from bad luck. A former student really “rubbed it in” last Sunday.

Carter Brown had learned to paraglide from me in 2002 and has devoted much time and effort to becoming an excel-

lent advanced pilot. At the last Boulder Paragliding Club meeting he described his record-setting cross-country (xc) flight of about 20 miles along the front range of the Rockies, from Boulder to Golden. Although many pilots had done the route from Look Out Mountain to Boulder, no one had ever launched from Boulder and made it south to Golden. Carter was the first, and pilots at each site were in awe of his accomplishment. I had done part of the route before, but felt I needed to show my former student that I could also fly the entire distance.

On Sunday, July 27, I had already coached several P1, P2 and P3 students

at the north Boulder training hill when the threat of tailwinds appeared. It was only 11a.m., but I prepared myself for launch from our 500-foot training hill, reasoning that a sled ridge was preferable to a hike down later with a tailwind. I warned other pilots about the down slope pressure gradient and launched myself.

Staying aloft was challenging in the beginning. I boated around the training hill, saluting other pilots as I searched for a worthy thermal. It looked as if I would be landing soon, when I saw an-other pilot hit a thermal and rushed over to join him in a climb. As I approached 2,000 feet above launch, my usual start

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altitude, I saw Carter's xc route beacon me. The large mountains looked intimi-dating, but if my student had done it a few weeks before, certainly the “master” could do the same.

My first challenge was to cross over the city of Boulder and Boulder Canyon. I had sunk-out there before, so I was aware of the limited LZs. What an in-timidating route to cross: high moun-tains on one side and city buildings on the other. There was no place to sink-out. I circled over the city, slowly climb-ing and drifting towards the imposing Flat Irons. As long as I was still climbing, I reasoned, I could continue on the peril-ous route. When I spotted the last LZ, I was tempted to wimp out and land safely but I pushed onward. I was experienced and knowledgeable, right?

As I thermaled onwards, I saw another pilot, Kevin Kohler, ahead of me but far below. (Kevin is a new xc pilot to whom I had just issued a P3 rating.) I thought he was too low to get much further without being forced to land.

I climbed above the Flat Irons to 10,000 feet, and the rock faces looked less intimidating. All I had to do was stay even with them and glide past to a safe landing area. After crossing the first Flat Iron, I felt a sense of accom-plishment. I had flown over ten miles of rugged terrain and had accomplished a personal best. Why not just land in the inviting fields below? But thoughts of what Carter would say echoed in my ear: ìIf you made the Flat Irons crossing, why didn’t you continue as I did?î And, after all, Lookout Mountain was downhill now.

The first one-and-a-half-hours of my flight had been very scenic and pleas-ant, without even a wingtip flutter. But a sudden snap and turn of my wing brought me back to reality. Yes, where there is lifting air and descending air, the boundary is violent!

As much as I struggled to gain altitude over Coal Creek Canyon, the thermals were not strong. I circled around an open

field next to the road and thought about how I could tell Carter that I had flown most of his new route. One hour and 45 minutes and 14 miles was a respect-able distance for this old instructor to fly, but I was so close. I landed softly with a big smile on my face. It had been a great flight, but I would go further next time.

I marked my landing spot on my GPS and packed up my gear. I called Svein Edland to use my truck as a chase vehicle, and he was on his way. When he asked if there were other pilots to retrieve, I said “no” becausee I thought Kevin had landed before me.

As I hiked to the road to wait for the retrieval, I was surprised to see a red glider flying high above me, heading south towards Look Out. Who could that be? Who has a red glider who could have flown as far as I did? Carter again? Damn–way to “rub it in,” Carter!

Once Svein pulled up in the retrieval truck, we had a new mission: chasing Carter. I was sure he would land at Look Out so we only had a few miles further to go. We scanned the skies and called on the radio as we headed south but to no avail. We pulled into the LZ at Look Out and asked if they had seen Carter. They explained that one pilot had landed but the other continued. I wondered who could be here and was astonished to see young Kevin folding up his wing. So much for my greater experience and thinking he was too low. I encouraged Kevin to pack quickly since we still had to chase Carter. Twenty-two miles had not been enough for him.

As we headed south, we neither saw nor heard any sign of Carter. This would be the longest flight ever from our 500-foot training hill, over 30 miles and counting. Once again, I thought, Damn–Carter, way to “rub it in” and show other pilots the xc potential of North Boulder.

Eventually, Carter called and informed us he was down safe, 34 miles from launch and after climbing to 12,800feet! Good job, Carter. Well, at least I could claim some fame as his instructor!.

DON’T MISS OUT.BE SURE TO RENEW.

If your USHPA membership expires

in September we must receive your

renewal by September 15 or you will

miss the October magazine. If your

membership expires in October, we

must receive your renewal by October

15 or you will miss the November

magazine.

Interested in joining USHPA?

Download an application at

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nO lOnGer FlYinG?Become a

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Participate in elections!Receive the monthly magazine!

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MEETINGS

OCTOBER 21-23 Bend, Oregon. 2010 Fall USHPA BOD meeting. More info: [email protected].

SANCTIONED COMPETITION

RACE TO GOAL

PG augusT 28-sEpTEmBER 5 Sun Valley, ID. 2010 USA PG Nationals. FL Race to Goal XC. Register Dates: 12/14/09 - 08/28/10. More information contact the organizer, Michael Pfau, at www.usparaglidingnats.com, or [email protected].

HG sEpTEmBER 12-18 Casa Grande, AZ. Santa Cruz Flats Race. Francisco Grande Hotel. AT Race to Goal XC. Register Dates: 12/14/09 - 09/12/10 More information contact the organizer, Jamie Shelden, at [email protected].

NON-SANCTIONED COMPETITION

PG sEpTEmBER 10-12 Southwest Wyoming (towing). Intermountain League Meets. Open distance, gps scoring. $12 per day. Details: leaguemeet.com.

PG sEpTEmBER 11-12 Nothern California. Northern California Cross Country League. 2010. The Cross Country league is an informal series of cross country competitions running from March through to October held at flying sites within driving distance of the Bay Area. The league is set to help pilots of all abilities in improving their flying skills by flying set courses with other pilots. These are essentially a ‘fly-in’ with a mission. For more information check out www.SantaCruzParagliding.com or email Jug at [email protected]

PG sEpTEmBER 17-19 Southern Utah. Intermountain League Meets. Open distance, gps scoring. $12 per day. Details: leaguemeet.com.

HG sEpTEmBER 19-25 Dunlap, TN. Team Challenge will retain the same successful teaching format we’ve used for several years. Teams of 5 competitors led by advanced XC pilots will focus on improving soaring and cross country skills. Each team will have task and safety committee representatives select each day’s task. All flights are reported on the honor system and scored by a program developed by Jeff Nibler just for Team Challenge. All pilots are encouraged to participate in every aspect of the Team Challenge. We will have nightly seminars, including video launch and landing clinics, led by some of the best teachers and leaders in our sport. Ask the alumni: if you have never participated in a Team Challenge, you’ll be glad you joined us. We’ll have great food all week, fun events and a great awards party. It’s a blast to camp at our Henson’s Gap site with all your friends and fly XC for fun! There is no rush. Flights are not scored for speed, so just have a fun and let your team leader show you the way, as you leave the nest and explore the beautiful Sequatchie Valley! You’ll learn more in that week than in years of flying on your own! The wrap up party will be great and will be followed by the Superman Open! Team Challenge registration fee is just $140! More Information—James P. Anderson (334) 265-4643, [email protected], or TennesseeTreeToppers.org.

PG sEpTEmBER 25-27 OR OCTOBER 2-4 Owens Valley. Northern California Cross Country League. 2010. The Cross Country league is an informal series of cross country competitions running from March through to October held at flying sites within driving distance of the Bay Area. The league is set to help pilots of all abilities in improving their flying skills by flying set courses with other pilots. These are essentially a ‘fly-in’ with a mission. For more information check out www.SantaCruzParagliding.com or email Jug at [email protected]

FLY-INS

sEpTEmBER 4-6 Ellenville, NY. 20th annual Ellenville N.Y. Labor Day Fun Fly-in. More info: Paul Voight (845)744-3317

CLINICS & TOURS

THROugH sEpTEmBER 19 Rising Fawn, GA. Lookout’s Free Sunday Clinic Series. Each Sunday a new clinic topic. Guest and staff speakers. Check out the clinic topics and meeting locations on the Calendar at www.hanglide.com. Call (706)398-3541 for more information. More Information: [email protected], or www.hanglide.com.

sEpTEmBER 3-5 Utah. Thermal Clinic. Utah flying sites with Ken Hudonjorgensen. Phone (801) 572-3414, or email [email protected]. More info: www.twocanfly.com.

sEpTEmBER 4-6 Provo, Utah. Inspiration Thermal Clinic. Join Wings Over Wasatch for an in-depth instructional review of one of the best sites in the US. This clinic will cover the intricacies of flying Inspiration Point, as well as the various thermal techniques required at such a site. Open to all pilots, from those that have not yet flown “Inspo”, to those that fly it regularly and would like to increase their working knowledge of the site. For more information visit wingsoverwasatch.com

sEpTEmBER 6-17 India: Bir Billing, Dharamsala, Manali. Local instructors and guides in India.Includes transportation, accomodation, guide service. Novice/Intermediate/Advanced rated pilots. Side trip to Dharamsala, the Dalai Lama residence. The selection of the sites and take off points will be made according to the skill and experience of the individual pilot. Questions about the trip’s itinerary, difficulty, transportation, accommodations, etc., should be addressed to your trip leader Achim Hagemann, (808) 895-1690, or email: [email protected].

sEpTEmBER 9-14 Over-the-water Maneuvers Clinics in Southern California with Eagle Paragliding. America’s top all-around acro and competition pilot Brad Gunnuscio will be coaching with our state of the art towing set up. Visit www.paragliding.com, or call 805.968.0980 for more information.

sEpTEmBER 16-21 9th Grand Junction, Colorado Ridge Soaring Clinic at Otto’s Ridge and Reader Mesa. Enjoy hours of smooth flying and perfect your top landing skills with Parasoft PG. Details at http://www.parasof tparagliding.com/lessons/ridge _soaring _ clinic.php

C A L E N D A R & C L A S S I F I E DDISPATCH


sEpTEmBER 25-26 Utah. Mountain Flying and learning how to pioneer a new site in Utah with Ken Hudonjorgensen. Phone 801-572-3414, or email [email protected]. More info: www.twocanfly.com.

sEpTEmBER 30-OCTOBER 9 Oludeniz, Turkey. Join Luis Rosenkjer and Todd Weigand for a flying adventure in Turkish paradise! Thermal above clouds, glide 5,000 feet over the blue lagoons of the Medi-terranean, and land on beautiful sandy beaches next to your hotel! Enjoy great food, endless activities, a perfect family destination, and some of the most im-pressive flights of your life! More Information: www.paraglidingtrips.com.

OCTOBER 15-17 Owens Valley Thermal and Cross Country Clinic with Eagle Paragliding. Many pilots are sure to get personal bests. View photos and videos from our last clinic at www.paragliding.com, or call 805-968-0980 for more information.

OCTOBER 24 - NOVEmBER 13 Tapalpa, Mexico. Fly south this winter! Improve your thermal and x-c skills with U.S. record holder David Prentice. Seven to fourteen day trips where we will fly several differ-ent sites including San Marcos, Colima and a coast-al site near Manzanillo. Includes airport pick-up/drop off, lodging, transportation, guiding, x-c retrivals. To sign up or for more info [email protected], or call 505-720-5436.

NOVEmBER 5-7 Instructor Certification Clinic with Rob Sporrer of Eagle Paragliding in Santa Barbara, California. This three-day clinic is open to basic and advanced Paragliding Instructor candidates, and those needing recertification. Visit www.paragliding.com, or call 805-968-0980 for more information.

NOVEmBER 8-9 Tandem Paragliding Clinic with Rob Sporrer of Eagle Paragliding in Santa Barbara, California. Classroom and practical training at our world class training hill. Visit www.paragliding.com, or call 805-968-0980 for more information.

NOVEmBER 9-16 &/OR NOV 18-25 Iquique, Chile. Join Ken Hudonjorgensen, and local guides. A great trip to what many pilots consider to be the best place to fly in the world, certainly more consistent than any place I have ever flown. Phone 801-572-3414, or email [email protected]. More info: www.twocanfly.com.

NOVEmBER 10-29 Iquique ,Chile. Join Luis Rosenkjer and Todd Weigand to fly the never ending thermals of the Atacama Desert! Soar endless sand ridges high above the Pacific Ocean, then land on the beach next to our 4 star hotel. As Chilean open distance record holders and Iquique Competition Champions, Luis and Todd also have 15 years of combined guiding experience in Iquique! A variety of trips for all levels, plus XC guiding, Acro displays, and master kiting tips! The conditions are so good at this time of the year that we guarantee you will fly everyday or get money back! More Information: www.paraglidingtrips.com.

dECEmBER 12-13 Thermal and XC Clinic with Rob Sporrer of Eagle Paragliding in Santa Barbara, California. This two-day clinic is open to pilots of all levels. The clinic includes ground school, and ground-to-air radio coaching in our local mountains. Visit www.paragliding.com , or call 805-968-0980 for more information.

dECEmBER 12 - JaNuaRY 30 Valle de Bravo, Mexico. Fly south this winter! Improve your thermal and x-c skills with U.S. record holder David Prentice. Seven to fourteen day trips flying one of the most consistent flying sites in the world. Airport pick-up/drop off, lodging, transportation, guiding, x-c retriev-als included. To sign up or for more info [email protected], or call (505)720-5436

dECEmBER 19 - 31 aNd JaNuaRY 1 - 15 Cape-town, South Africa. Join Charles Kirsten and Craig Papworth on safari in South Africa, flying the legend-ary sites of Cape Town, The Wilderness, and Graaff Reinet. 14 days and 13 nights. All accommodation with breakfast, ground transport, retrieves, airport pick up and guiding. Pilots $1990 and $1550 non pilots. Contact Charles at [email protected] or Craig at [email protected] or www.para-worth.com. 1/5-5/15; Governador Valadares, Brazil. One of the best known world class flying sites. Fly GoVal for 999$ for ten days. All your flying needs pro-vided by Bi Wingual and Bi Lingual Adventure Sports Tours. Master rated advanced instructors make your trip worthwhile. Whatever your goals from novice to competition, it’s available. Best times to fly are Jan-May. The 5th through the 15th of each month we will have tours. GV is a fun, flying friendly town with all the conveniences. Accommodations to suit your in-dividual lifestyles are also available. For specific info, dates, times and group rates contact: Ray Leonard at [email protected].

JaNuaRY 2-9 Manzanillo, Mexico. P3 pilots join us for thermal flying, ridge soaring and beach landings. Great place to bring the family as they can enjoy the beach while you fly in shorts and t-shirts. Airport pickup, private hotel room, breakfast, and guiding & coaching during 6 days of flying for $1,500. Details at http://www.parasoftparagliding.com/travel/iguala%20 _ mexico.php

JaNuaRY 9-16 & 16-23 Valle de Bravo, Mexico. Come join adventure paragliding for an unforgettable week long trip in Valle de Bravo, Mexico. We will focus on xc and thermal skills for beginner to advanced pilots. 1600 dollars includes airport transport, breakfast and dinner, accommodation in a very luxurious lake house with pool, transport between sites, and instruction. We have 12 years of flying expierience in Valle. Please contact Pine at 970-274-1619, or visit www.adventureparagliding.com.

fEBRuaRY 2-7 Southern Cal. flying trip. Join ken Hudonjorgensen on a trip to thaw out your bones and get your flying brain cells activated and ready for the new flying season. Phone (801) 572-3414, or email [email protected]. More info: www.twocanfly.com.

6020

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FLEX WINGS

moyes maxi 180 - Cometz - 165 knee hanger harness (w/chute), vario, altimeter, $2000. Paul Medina 1063 S Patton Ct, Denver, CO 80219 h:303-934-3797 c:303-489-0348

a greaT selecTion oF hg&pg gliders (ss, ds, pg) -HARNESSES (trainer, cocoon, pod) -PARA-CHUTES (hg&pg) -WHEELS (new & used). Phone for latest inventory 262-473-8800, www.hangglid-ing.com

PARACHUTES

reserve parachuTe - Free Flight Enterprises. L.A.R.A 250 (equal to Quantum 330) 320 sq ft. Newly repacked & in perfect condition. Deployed once during maneuvers course. Always repacked yearly and never been used for emergency deployment. $500 (normally $625-$675 new retail). Call 719-244-2494.

SCHOOLS & DEALERS

ALABAMA

lookouT mounTain FlighT park - The best facilities, largest inventory, camping, swimming, volleyball, more. Wide range of accommodations. hanglide.com, 877-HANGLIDE, 877-426-4543, hanglide.com.

CALIFORNIA

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

eagle paragliding - SANTA BARBARA offers the best year round flying in the nation. Award-winning instruction, excellent mountain and ridge sites. www.flysantabarbara.com, 805-968-0980

Fly aBove all - Year-round instruction in beautiful Santa Barbara! USHPA Novice through Advanced certification. Thermaling to competition training. Visit www.flyaboveall.com 805-965-3733.

Fly away hang gliding - Santa Barbara. Best hill/equipment, glider shuttles up hill, tandems, sales, service, 20 years experience, Instructor Administrator Tammy Burcar. 805-403-8487, www.flyawayhanggliding.com.

The hang gliding cenTer - PO Box 151542, San Diego CA 92175, 619-265-5320.

mission soaring cenTer llc - Largest hang gliding center in the West! Our deluxe retail shop showcases the latest equipment: Wills Wing, Moyes, AIR, High Energy, Flytec, Aeros, Northwing, Hero wide angle video camera. A.I.R. Atos rigid wings- demo the VQ-45' span, 85 Lbs! Parts in stock. We stock new and used equipment. Trade-ins welcome. Complete lesson program. Best training park in the west, located just south of the San Francisco Bay Area. Pitman Hydraulic Winch System for Hang 1s and above. Launch and landing clinics for Hang 3s and Hang 4s. Wills Wing Falcons of all sizes and custom training harnesses. 1116 Wrigley Way, Milpitas, CA 95035. 408-262-1055, Fax 408-262-1388, [email protected], Mission Soaring Center LLC, leading the way since 1973. www.hang-gliding.com

windsporTs - Don’t risk bad weather, bad instruction or dangerous training hills. 350 flyable days each year. Learn foot-launch flying skills safely and quickly. Train with professional CFI’s at world-famous Dockweiler Beach training slopes (5 minutes from LA airport.) Fly winter or summer in gentle coastal winds, soft sand and in a thorough program with one of America’s most prestigious schools for over 25 years. 818-367-2430, www.windsports.com.

COLORADO

gunnison gliders – Serving the western slope. Instruction, sales, service, sewing, accessories. Site information, ratings. 1549 County Road 17, Gunnison CO 81230.Call (970) 641-9315, or (866)238-2305.

FLORIDA

aTlanTa paragliding - 21 years of experience, top instructors, top pilots, very consistent weather all year around. Your best choice on the east coast. www.atlantaparagliding.com 404-931-3793.

Florida ridge aeroTow park - 18265 E State Road 80, Clewiston, Florida 863-805-0440, www.thefloridaridge.com.

grayBird airsporTs — Paraglider & hang glider towing & training, Dragonfly aerotow training, XC, thermaling, instruction, equipment. Dunnellon Airport 352-245-8263, email [email protected], www.graybirdairsports.com.

lookouT mounTain FlighT park - Nearest mountain training center to Orlando. Two training hills, novice mountain launch, aerotowing, great accommodations. hanglide.com, 877-HANGLIDE, 877-426-4543.

miami hang gliding - For year-round training fun in the sun. 305-285-8978, 2550 S Bayshore Drive, Coconut Grove, Florida 33133, www.miamihanggliding.com.

quesT air - Home to the champions—is dedicated to your success, whether you want to learn to fly, are honing your landing skills or hoping to medal at the next World Championships. (352) 429-0213, Groveland, FL, questairforce.com.

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wallaBy ranch – The original Aerotow flight park. Best tandem instruction worldwide,7-days a week , 6 tugs, and equipment rental. Call:1-800-WALLABY wallaby.com 1805 Deen Still Road, Disney Area FL 33897

GEORGIA


lookouT mounTain FlighT park - Discover why 5 times as many pilots earn their wings at LMFP. Enjoy our 110 acre mountain resort. www.hanglide.com, 1-877-HANGLIDE, 1-877-426-4543.

HAWAII

proFlyghT paragliding - Call Dexter for friendly information about flying on Maui. Full-service school offering beginner to advanced instruction every day, year round. 808-874-5433, paraglidehawaii.com.

INDIANA

cloud 9 sporT aviaTion - See Cloud 9 in Michigan

MARYLAND

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

MICHIGAN

cloud 9 sporT aviaTion (hang gliding equipment), North American Soaring (Alatus ultralight sailplane and e-drive systems), Dragon Fly Soaring Club (hang gliding instruction), at Cloud 9 Field, Webberville, MI.More info: (517) 223-8683, [email protected], www.DFSCinc.org.

Traverse ciTy hang gliders/paragliders Put your knees in our breeze and soar our 450’ sand dunes. Full-time shop. Certified instruction, beginner to advanced. Sales, service, accessories for ALL major brands. Visa/MasterCard. 1509 E 8th, Traverse City MI 49684. Offering powered paragliding. Call Bill at 231-922-2844, [email protected]. Your USA & Canada Mosquito distributor. www.mosquitoamerica.com.

NEW JERSEY

pennsylvania paragliding - Best paragliding instruction in the NE. 1.5 hours from NYC and Philadelphia. Training hill and towing. 17 Years of combined experience. www.pennsylvaniaparagliding.com( 610)392-0050.

NEW YORK

aaa mounTain wings inc. - New location at 77 Hang Glider Road in Ellenville next to the LZ. We service all brands featuring AEROS and North Wing. Contact 845-647-3377, [email protected], www.mtnwings.com,

Fly high, inc. - Serving New York, Jersey, and Connecticut areas. Area’s exclusive Wills Wing dealer. Also all other brands, accessories. Area’s most INEXPENSIVE prices! Certified instruction/service since 1979. Excellent secondary instruction! Taken some lessons? Advance to mountain flying! www.flyhighhg.com, 845-744-3317.

leT's go paragliding llc - Paragliding flight school offering USHPA-certified instruction for all levels, tandem flights, tours, and equipment sales. More information: www.letsgoparagliding.com, 917-359-6449.


planeT paragliding - New York City area's finest instruction. Come fly with us. Beginner through advanced instruction. Best prices on new gear. Bill 203-881-9419, 203-206-3896, www.planetparaglidingtours.com.

susquehanna FlighT park COOPERSTOWN, NY. 160' training hill with rides up. Mountain site. Bunk house. Camping. Contact info: home (315) 866-6153 cell (315) 867-8011. [email protected], www.cooperstownhanggliding.com.

NORTH CAROLINA


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

OHIO

cloud 9 sporT aviaTion - See Cloud 9 in Michigan

PENNSYLVANIA


PUERTO RICO

Fly puerTo rico wiTh Team spiriT hg! - Flying tours, rentals, tandems, HG and PG classes, H-2 and P-2 intensive Novice courses, full sales. 787-850-0508, [email protected].

TENNESSEE


lookouT mounTain FlighT park - Just outside Chattanooga. Become a complete pilot -foot launch, aerotow, mountain launch, ridge soar, thermal soar. hanglide.com, 1-877-HANGLIDE, 877-426-4543.

TEXAS

ausTin air sporTs - Hang gliding, and LSA weight shift control sales, service and instruction. Steve Burns (512) 736-2052, [email protected]. WWW.AUSTINAIRSPORTS.COM.

FlyTexas / jeFF hunT - training pilots in Central Texas for 25 years. Hangar facilities near Packsaddle Mountain, and Lake LBJ. More info: www.flytexas.com, (512)467-2529

UTAH

cloud 9 paragliding - Come visit us and check out our huge selection of paragliding gear, traction kites, extreme toys, and any other fun things you can think of. If you aren’t near the Point of the Mountain, then head to http://www.paragliders.com for a full list of products and services. We are Utah’s only full time shop and repair facility, Give us a ring at 801-576-6460 if you have any questions.

Super Fly GTX

(sky GTX also available)

a p e x b a s e . c o m9 5 1 . 9 4 0 . 1 3 2 4

http://www.apexbase.com


super Fly paragliding – Come to world famous Point of the Mountain and learn to fly from one of our distinguished instructors. We teach year round and offer some of the best paragliding equipment available. Get your P2 certification, advanced ratings or tandem ratings here. We have a full shop to assist you with any of your free flight needs. 801-255-9595, [email protected] , www.superflyinc.com.

VIRGINIA

Blue sky - Full-time HG instruction. Daily lessons, scooter, and platform towing. AT towing part time. Custom sewing, powered harnesses, Aeros PG , Flylight and Airborne trikes. More info: (804)241-4324, or www.blueskyhg.com

WASHINGTON

aerial paragliding school and FlighT park - Award winning instructors at a world class training facility. Contact Doug Stroop at 509-782-5543 or visit www.paragliding.us

INTERNATIONAL

Baja mexico - La Salina: PG, HG, PPG www.FLYLASALINA.com. by www.BAJABRENT.com, He’ll hook you up! site intros, tours, & rooms [email protected], 760-203-2658

canada - Raven Aviation Hang Gliding Lessons (USHPA certified) and Trike Lessons. One week full immersion courses. Lumby BC Canada. On-site camping. More info: www.RavenAviation.ca, (250)307-7553

cosTa rica - Grampa Ninja's Paragliders' B&B. Rooms, and/or guide service and transportation. Lessons available from USHPA certified instructors. USA: 908-454-3242. Costa Rica: (Country code, 011) House: 506-2664-6833, Cell: 506-8950-8676, www.paraglidecostarica.com<http://www.paraglidecostarica.com>

mexico - valle de Bravo and beyond for hang gliding and paragliding. Year round availability and special tours. Gear, guiding, instruction, transportation, lodging - all varieties for your needs. www.flymexico.com 1-800-861-7198 USA

PARTS & ACCESSORIES

all hg gliderBags, harness packs, harness zippers and zipper stocks. Instrument mounts and replacement bands. Mitts, straps, fabric parts, windsocks, radios. Gunnison Gliders. Contact at (866)238-2305

FlighT suiTs, FlighT suiTs, FlighT suiTs, Warm Flight suits, Efficient Flight suits, Light weight Flight suits, Flight suits in twelve sizes. Stylish Flight suits. More info: www.mphsports.com, (54) 702-2111

For all your Flying needs - Check out the Aviation Depot at www.mojosgear.com featuring over 1000 items for foot-launched and powered paragliding, hang gliding, stunt and power kiting, and powered parachutes. 24/7 secure online shopping. Books, videos, KITES, gifts, engine parts, harness accessories, electronics, clothing, safety equipment, complete powered paragliding units with training from Hill Country Paragliding Inc. www.hillcountryparagliding.com 1-800-664-1160 for orders only. Office 325-379-1567.

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

hall wind meTer – Simple. Reliable. Accurate. Mounting brackets, control-bar wheels. Hall Brothers, PO Box 1010, Morgan, Utah 84050. (801) 829-3232, www.hallwindmeter.com.

oxygen sysTems – MH-XCR-180 operates to 18,000 ft., weighs only 4 lbs. System includes cylinder, harness, regulator, cannula, and remote on/off flowmeter. $450.00. 1-800-468-8185

specialTy wheels for airfoil basetubes, round basetubes, or tandem landing gear.(262)473-8800, www.hanggliding.com.

PUBLICATIONS / ORGANIZATIONS

soaring - Monthly magazine of The Soaring Society of America Inc. Covers all aspects of soaring flight. Full membership $64. SSA, PO Box 2100, Hobbs NM 88241. 505-392-1177, ssa.org.

TOWING

1984 18FT 9in correcTcraFT ski nautique 2001 with trailer. set up with elec wench and take off platform for boat tow hang gliding.$12.000 269-979-4356 or 269-965-7092 [email protected] 269-963-1221

SERVICE

cloud 9 repair deparTmenT - We staff and maintain a full service repair shop within Cloud 9 Paragliding; offering annual inspections, line replacement, sail repair of any kind (kites too!), harness repairs and reserve repacks. Our repair technicians are factory trained and certified to work on almost any paraglider or kite. Call today for an estimate 801-576-6460 or visit www.paragliders.com for more information.

geT your annual inspecTion, repair or reserve repack done quickly and professionally. Super Fly does more inspections, repairs and repacks than any service center in North America. Call or email for details and more information. 801-255-9595, [email protected].

rising air glider repair services – A full-service shop, specializing in all types of paragliding repairs, annual inspections, reserve repacks, harness repairs. Hang gliding reserve repacks and repair. For information or repair estimate, call (208) 554-2243, pricing and service request form available at www.risingair.biz, [email protected].

WANTED

wanTed - Used variometers, harnesses, parachutes, helmets, etc. Trade or cash. (262) 473-8800, www.hanggliding.com.

wanTed - New or used apparel with old USHGA logo / artwork. Size L. Please contact Theodore at (530) 222-2447

MISCELLANEOUS

kooTenayTwisTedFlyers.ca - Handcrafted copper PG & HG models & mobiles that capture the energy & motion of flying. Make great trophies, or home and office accents. More info: www.kootenaytwistedflyers.ca, or (250) 358-2511.

Apex Base . . . . . . . . . . . . . . . . . . . . . . .71

Ascenso Libre . . . . . . . . . . . . . . . . . . . 55

Atlanta Paragliding | Chile . . . . . . . . . . .51

Atlanta Paragliding | Turkey . . . . . . . . . 12

Flytec - Blueeyes . . . . . . . . . . . . . . . . . 70

Flytec - 6020 . . . . . . . . . . . . . . . . . . . . 69

Flytec . . . . . . . . . . . . . . . . . . . . . . . . . . 80

Foundation for Free Flight . . . . . . . . . . 19

Kitty Hawk Kites . . . . . . . . . . . . . . . . . 43

Lookout Mountain . . . . . . . . . . . . . . . . 69

Moyes . . . . . . . . . . . . . . . . . . . . . . . . . 69

MPH Sports . . . . . . . . . . . . . . . . . . . . . 70

North Wing . . . . . . . . . . . . . . . . . . . . . . 49

Ozone Paragliders . . . . . . . . . . . . . . . . . 2

Parasupply . . . . . . . . . . . . . . . . . . . . . . 70

Parque Aventuras La Ceja . . . . . . . . . . 15

Sky Wings Magazine . . . . . . . . . . . . . . .21

Soaring Society of America . . . . . . . . . 73

Sol Paragliders . . . . . . . . . . . . . . . . . . . 39

Sport Aviation Publications . . . . . . . . . .27

Superfly . . . . . . . . . . . . . . . . . . . . . . . . . 9

Thermal Tracker Paragliding . . . . . . . . . 13

Torrey Pines . . . . . . . . . . . . . . . . . . . . . 79

Traverse City HG & PG . . . . . . . . . . . . . 15

US Parachuting Association . . . . . . . . . 53

Wills Wing . . . . . . . . . . . . . . . . . . . . . . . 5

USHPA | 2011 Calendar . . . . . . . . . . . 55

ADVERTISERS


1. Publication Title: Hang Gliding & Paragliding

2. Publication Number: ISSN 1543-5989

3. Filing Date: August 2, 2010

4. Issue Frequency: Monthly

5. Number of Issues Published Annually: 12

6. Annual Subscription Price: $52.00

7. Complete Mailing Address of Known Office of Publication: 1685 West Uintah, Colorado

Springs, El Paso County, Colorado 80904-2969

8. Complete Mailing Address of Headquarters or General Business Office of Publisher: 1685

West Uintah, Colorado Springs, El Paso County, Colorado 80904-2969

9. Full Names and Complete mailing Addresses of Publisher, Editor, and Managing Editor:

Publisher: United States Hang Gliding and Paragliding Association, Inc., PO Box 1330,

Colorado Springs CO 80901-1330. Editor & Managing Editor: Nicholas Greece, PO Box 2183,

Jackson, WY 83001

10. Owner: United States Hang Gliding and Paragliding Association, Inc., 1685 West Uintah,

Colorado Springs, El Paso County, Colorado 80904-2969.

11. Known Bondholders, Mortgagees, and Other Security Holders Owning or Holding 1

Percent or More of Total Amount of Bonds, Mortgages, or Other Securities: None.

12. Tax Status. The purpose, function, and nonprofit status of this organization and the

exempt status for federal income tax purposes: Has Not Changed During Preceding 12

Months.

13. Publication Title: Hang Gliding & Paragliding

14. Issue Date for Circulation Data below: July 2010

15. Extent and Nature of Circulation

15a. Total Number of Copies: 8,804 Average No. Copies Each Issue During Preceding 12

months; 8,915 No. copies of Single Issue Published Nearest to Filing Date.

15b. Paid and/or Requested Circulation.

15b1. Paid/Requested Outside County Mail Subscriptions Stated on Form 3541: 8,009 avg./

issue preceding 12 months; 8,103 for July 2010

15b2. Paid In-County Subscriptions Stated on Form 3541: 0 avg./issue preceding 12 months;

0 for July 2010

15b3. Sales Through Dealers and Carriers, Street Vendors, Counter Sales, and Other Non-

USPS Paid Distribution: 5 avg./issue preceding 12 months; 12 for July 2010.

15b4. Other Classes Mailed Through the USPS: 55 avg./issue preceding 12 months; 46 for

July 2010.

15c. Total Paid and /or Requested Circulation: 8,069 avg./issue preceding 12 months; 8,161

for July 2010.

15d. Free Distribution by Mail

15d1. Outside County as Stated on Form 3541: 0 avg./issue preceding 12 months; 0 for July

2010.

15d2. In-County as stated on Form 3541: 0 avg./issue preceding 12 months; 0 for July 2010.

15d3. Other Classes Mailed Through the USPS: 80 avg./issue preceding 12 months; 125 for

July 2010.

15d4. Free Distribution Outside the Mail: 10 avg./issue preceding 12 months; 10 for July 2010.

15e. Total Free Distribution: 90 avg./issue preceding 12 months; 135 for July 2010.

15f. Total Distribution: 8,159 avg./issue preceding 12 months; 8,275 for July 2010.

15g. Copies not Distributed: 265 avg./issue preceding 12 months; 240 for July 2010.

15h. Total: 8,424 avg./issue preceding 12 months; 8,515 for July 2010.

15i. Percent Paid and/or Requested Circulation: 98% avg./issue preceding 12 months; 98%

for July 2010.

16. Publication of Statement of Ownership will be printed in the September 2010 issue of this

publication.

17. I certify that all information furnished on this form is true and complete. Martin Palmaz,

Director of Business Operations, July 28, 2010

STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION, PS Form 3526


rTng regn name ciTy sTaTe raTing oFFicial

HANG GLIDINGrTng regn name ciTy sTaTe raTing oFFicial rTng regn name ciTy sTaTe raTing oFFicial

H-1 2 Nicholas Greece San Francisco CA Steve BernierH-1 2 Vladimir Pystin San Jose CA David YountH-1 2 Frank Gallagher Carmel CA David YountH-1 2 Keegan Brown San Jose CA David YountH-1 2 Jennifer Boriss San Francisco CA David YountH-1 2 Ananth Vikram Bommireddipalli Fremont CA Michael JeffersonH-1 2 Brett Hart Oakland CA David YountH-1 2 Robert Booth Dublin CA Eric HinrichsH-1 2 Kimberly Mcahren Reno NV Gordon CayceH-1 3 Mario Miralles Altadena CA Joe GrebloH-1 3 Michael Bastan Los Angeles CA Joe GrebloH-1 3 Stan Albright Huntington Beach CA Joe GrebloH-1 3 Michael Russell Los Angeles CA Andrew BeemH-1 3 Mark Tracy West Covina CA Joe GrebloH-1 4 Joel Ruehle Gunnison CO Rusty WhitleyH-1 4 James Penrod Farmington NM Mel GlantzH-1 4 Sean Mcnamara Leni UT Kevin KoonceH-1 4 Arthur Ellison Vail CO Steven PrepostH-1 6 Ken Howerton Ii Oklahoma City OK Gordon CayceH-1 6 Stan Morris Goshen AR Gordon CayceH-1 7 Curt Blanton Columbia City IN Gordon CayceH-1 7 Jhan Cowles Eau Claire WI Gordon CayceH-1 7 Julie Julian Hebron IN Gordon CayceH-1 8 Joe Ruscito Southport CT Eric MeibosH-1 9 Barry Silver Narberth PA Matthew PaulsenH-1 9 Paul Mazzoni York PA David MillerH-1 9 Brian Russell Crownsville MD Patrick DenevanH-1 10 Joel Quillen Nashville TN Gordon CayceH-1 10 Edwin Williams Wildwood GA Gordon CayceH-1 10 Brandon Grimes Pleasant View TN Gordon CayceH-1 10 Houston Kilgore Whitewell TN Gordon CayceH-1 10 Andrew Mccullough Lilburn GA Gordon CayceH-1 10 David Nahabedian Trenton GA Gordon CayceH-1 10 Steven Sims Acworth GA Gordon CayceH-1 11 Mike Hawkins Fort Worth TX Gordon CayceH-1 11 Deirdre Gurry San Antonio TX Gordon CayceH-1 12 Edmund Morrissey Flushing NY Gordon CayceH-1 13 Glenn Jalon Genk Gordon CayceH-2 2 Matt Gordon Mountain View CA Patrick DenevanH-2 2 Jonathan Hollander San Francisco CA Harold JohnsonH-2 2 Vladimir Pystin San Jose CA David YountH-2 2 Kimberly Mcahren Reno NV Gordon CayceH-2 3 Mario Miralles Altadena CA Joe GrebloH-2 3 Cyndia Zumpft Klein Pasadena CA Andrew BeemH-2 3 Raffi Adamian Burbank CA Joe GrebloH-2 4 Preston Wood Phoenix AZ Eric SmithH-2 4 Marcel Perez Santa Fe NM Mel GlantzH-2 4 Bill Gateley Albuquerque NM Jon ThompsonH-2 4 Joel Ruehle Gunnison CO Rusty WhitleyH-2 6 Ken Howerton Ii Oklahoma City OK Gordon CayceH-2 6 Stan Morris Goshen AR Gordon CayceH-2 7 Zack Marzec Libertyville IL Jon ThompsonH-2 7 Curt Blanton Columbia City IN Gordon CayceH-2 7 Jhan Cowles Eau Claire WI Gordon CayceH-2 7 Julie Julian Hebron IN Gordon CayceH-2 9 Brett Cherefko Richmond VA Gordon CayceH-2 9 Brian Russell Crownsville MD Patrick DenevanH-2 10 Jessica Bucherati Manteo NC Jon ThompsonH-2 10 Joel Quillen Nashville TN Gordon CayceH-2 10 Edwin Williams Wildwood GA Gordon CayceH-2 10 Brandon Grimes Pleasant View TN Gordon CayceH-2 10 Houston Kilgore Whitewell TN Gordon CayceH-2 10 Andrew Mccullough Lilburn GA Gordon CayceH-2 10 David Nahabedian Trenton GA Gordon CayceH-2 10 Steven Sims Acworth GA Gordon CayceH-2 11 Mike Hawkins Fort Worth TX Gordon CayceH-2 11 Deirdre Gurry San Antonio TX Gordon CayceH-2 12 Edmund Morrissey Flushing NY Gordon CayceH-2 13 Glenn Jalon Genk Gordon CayceH-3 1 Justin Himes Spanaway WA Larry JorgensenH-3 2 Kurt Jorgensen Chico CA Christopher Valley

H-3 2 Jonathan Crawford Mountain View CA Michael JeffersonH-3 2 John Trefry Sunnyvale CA Harold JohnsonH-3 2 Vladimir Pystin San Jose CA David YountH-3 4 Davis Chappins Scottsdale AZ Eric SmithH-3 5 Richard Waters Wilson WY Bart WeghorstH-3 6 Alan Wilson Coweta OK Gordon CayceH-3 6 Micheal Baldwin Dardanelle AR David DunningH-3 7 Robert Reed Lake Orion MI Lisa CollettiH-3 7 Thor Froh Racine WI James PrahlH-3 7 Zack Marzec Libertyville IL Jon ThompsonH-3 9 Richard Hiegel Midlothian VA Steve WendtH-3 9 Brian Russell Crownsville MD Patrick DenevanH-3 10 Douglas Johnson Kill Devil Hills NC H Bruce Weaver IiiH-4 3 Janyce Collins Los Angeles CA Joseph SzalaiH-4 4 Mark Knight Tempe AZ Greg BergerH-4 8 Douglas Hirsch Pelham NH Jeffrey NicolayH-4 9 Brian Russell Crownsville MD Patrick DenevanH-4 10 Johnathon Bland Raleigh NC H Bruce Weaver Iii

P-1 1 Paul Garnet Kasilof AK Douglas StroopP-1 1 Jeffrey Gray Bend OR Kevin LeeP-1 1 Don Sweeney Medford OR Kevin LeeP-1 1 Shaun Macleod Roy WA Marc ChiricoP-1 1 Bruce Petska Homer AK Kirkeby DeffebachP-1 1 Scott Stewart Anchorage AK Ron PeckP-1 1 Laura Howard Shelton WA Ron PeckP-1 1 Andrew Lodge Sandy OR Kelly KellarP-1 1 Tinh Lam Lake Tapps WA David BinderP-1 1 Fergus Morrissey Portland OR Kelly KellarP-1 1 Spencer Bisley Hillsboro OR Paul SomersetP-1 1 Ron Davis Silverdale WA Rob SporrerP-1 2 Denzil Wessels Los Gatos CA Wallace AndersonP-1 2 Leonid Ovchinnikov Dublin CA Wallace AndersonP-1 2 Paul Middleton Daly City CA Wallace AndersonP-1 2 Jeffrey Sanchez Pleasanton CA Wallace AndersonP-1 2 Jonathan Hart San Francisco CA Jeffrey GreenbaumP-1 2 Daniel Koller San Francisco CA Jeffrey GreenbaumP-1 2 Carmel Benson Santa Cruz CA Rob SporrerP-1 2 Patricia Mchale Atherton CA Jeffrey GreenbaumP-1 2 Michael Larson Atascadero CA Robert PeloquinP-1 2 Walker Larson Atascadero CA Robert PeloquinP-1 3 James Hadzicki San Diego CA Bob Hammond JrP-1 3 Jordan Rock San Diego CA Bradley GearyP-1 3 Gary Oddou Oceanside CA Jonathan JefferiesP-1 3 G G Salvatierra Carlsbad CA Rob SporrerP-1 3 Brent Clarkin Honolulu HI Kevin HintzeP-1 3 Adam Knox Paia HI David BinderP-1 3 Kent Haugaard Paia HI David BinderP-1 3 Simon Burnworth Santa Barbara CA Rob SporrerP-1 3 Nils Kokemohr La Jolla CA Roy ZaleskiP-1 3 Joseph Page La Jolla CA Bradley GearyP-1 3 Jason Quinn Encinitas CA Bradley GearyP-1 3 John Mcmahon Los Angeles CA Rob SporrerP-1 3 Heidi Bednar Los Angeles CA Rob SporrerP-1 3 Ubaldo Morales-talavera Oceanside CA Max MarienP-1 3 Tess Ulrich La Jolla CA Bradley GearyP-1 3 Christopher Beuret Long Beach CA Klaus SchlueterP-1 4 Mario Manzo Ojo Caliente NM T Lee KortschP-1 4 Karl Yates Salt Lake City UT Christopher GranthamP-1 4 Aaron Stutz Tucson AZ Klaus SchlueterP-1 4 Israel Sotelo Chandler AZ Chandler PapasP-1 4 Kyle Cox Draper UT Kevin HintzeP-1 4 Brad Chapman Alpine UT Ken HudonjorgensenP-1 4 Jake Royall Winter Park CO Kevin HintzeP-1 4 Todd Dicello Denver CO Peter GautreauP-1 5 Rob Roberts Missoula MT Kevin HintzeP-1 5 Conor Davis Ketchum ID Bruce Kirk

PARAGLIDING


M A Y 2 0 1 0 RATINGSP-1 5 Tyler Davis Ketchum ID Bruce KirkP-1 5 Derek Zohner Pocatello ID Scott HarrisP-1 5 Hannah Oltrogge Bozeman MT Andy MacraeP-1 7 Soren Braddock Waseca MN Tanner PattyP-1 8 Victoria Woods Guilford VT Heath WoodsP-1 8 Melissa Grover Williamsville VT Bradley GearyP-1 8 Sidmavisson Candido Barbosa Watertown MA Jeffrey NicolayP-1 8 (paulo) Alex Miranda Saugus MA Jeffrey NicolayP-1 10 Reuben Witt Mcdonald TN David PrenticeP-1 10 Chris Parsons Canton NC David PrenticeP-1 10 Lisa Tripp Eden GA Luis RosenkjerP-1 10 Nancy Gormally Hoschton GA Luis RosenkjerP-1 10 John Ullrey Sumter SC Luis RosenkjerP-1 10 Orly King Eagleville TN Chris SantacroceP-1 10 Randall Scott Ward Village Of Golf FL David PrenticeP-1 10 Brock Kloida Weaverville NC Stephen MayerP-1 11 Joel Brockman Austin TX Denise ReedP-1 11 Jan Paul Auwermann El Paso TX Hadley RobinsonP-1 12 Daniela Vlacilova Poughkeepsie NY Benoit BruneauP-1 12 Aleksey Degtyar Brooklyn NY Benoit BruneauP-1 13 Oliver Conger London Carlos MadureiraP-1 13 Glenn Casely Stockpoint, Cheshire Murat TuzerP-1 13 Tony Roberts Bidston Hill, Wirral Murat TuzerP-1 13 Bjornar Traverso Oslo Miguel GutierrezP-2 1 Paul Garnet Kasilof AK Douglas StroopP-2 1 Jeffrey Gray Bend OR Kevin LeeP-2 1 Don Sweeney Medford OR Kevin LeeP-2 1 Shaun Macleod Roy WA Marc ChiricoP-2 1 Bruce Petska Homer AK Kirkeby DeffebachP-2 1 Ryan Mader Portland OR Kelly KellarP-2 1 Jim Heinl Woodland WA Kelly KellarP-2 1 Scott Stewart Anchorage AK Ron PeckP-2 1 Laura Howard Shelton WA Ron PeckP-2 1 Andrew Lodge Sandy OR Kelly KellarP-2 1 Tinh Lam Lake Tapps WA David BinderP-2 1 Fergus Morrissey Portland OR Kelly KellarP-2 1 Spencer Bisley Hillsboro OR Paul SomersetP-2 1 Ron Davis Silverdale WA Rob SporrerP-2 2 Marco Guzman Union City CA Jeffrey GreenbaumP-2 2 Pravin Chikkathimmaiah Fremont CA Jeffrey GreenbaumP-2 2 Leonid Ovchinnikov Dublin CA Wallace AndersonP-2 2 Carmel Benson Santa Cruz CA Rob SporrerP-2 2 Michael Larson Atascadero CA Robert PeloquinP-2 2 Walker Larson Atascadero CA Robert PeloquinP-2 3 James Hadzicki San Diego CA Bob Hammond JrP-2 3 Mahmoud Amirnovin La Jolla CA Max MarienP-2 3 Gary Oddou Oceanside CA Jonathan JefferiesP-2 3 G G Salvatierra Carlsbad CA Rob SporrerP-2 3 Brent Clarkin Honolulu HI Kevin HintzeP-2 3 Adam Knox Paia HI David BinderP-2 3 Kent Haugaard Paia HI David BinderP-2 3 Simon Burnworth Santa Barbara CA Rob SporrerP-2 3 Nils Kokemohr La Jolla CA Roy ZaleskiP-2 3 John Mcmahon Los Angeles CA Rob SporrerP-2 3 Heidi Bednar Los Angeles CA Rob SporrerP-2 3 Christopher Beuret Long Beach CA Klaus SchlueterP-2 4 Mario Manzo Ojo Caliente NM T Lee KortschP-2 4 Karl Yates Salt Lake City UT Christopher GranthamP-2 4 Aaron Stutz Tucson AZ Klaus SchlueterP-2 4 Kyle Cox Draper UT Kevin HintzeP-2 4 Brad Chapman Alpine UT Ken HudonjorgensenP-2 4 Jake Royall Winter Park CO Kevin HintzeP-2 5 Rob Roberts Missoula MT Kevin HintzeP-2 5 Conor Davis Ketchum ID Bruce KirkP-2 5 Tyler Davis Ketchum ID Bruce KirkP-2 5 Hannah Oltrogge Bozeman MT Andy MacraeP-2 7 Soren Braddock Waseca MN Tanner PattyP-2 8 Melissa Grover Williamsville VT Bradley GearyP-2 10 Reuben Witt Mcdonald TN David PrenticeP-2 10 Chris Parsons Canton NC David PrenticeP-2 10 Orly King Eagleville TN Chris Santacroce

rTng regn name ciTy sTaTe raTing oFFicial rTng regn name ciTy sTaTe raTing oFFicial

P-2 10 Randall Scott Ward Village Of Golf FL David PrenticeP-2 10 Brock Kloida Weaverville NC Stephen MayerP-2 11 Ed Agura Arlington TX Bradley GearyP-2 11 Joel Brockman Austin TX Denise ReedP-2 12 Daniela Vlacilova Poughkeepsie NY Benoit BruneauP-2 12 Aleksey Degtyar Brooklyn NY Benoit BruneauP-2 13 Oliver Conger London Carlos MadureiraP-2 13 Bjornar Traverso Oslo Miguel GutierrezP-3 1 Tim Stelzer Wasilla AK Robin MarienP-3 1 David Milroy Sammamish WA Lawrence WallmanP-3 1 Paulo Escobar Kirkland WA Steven WilsonP-3 1 Peter Dinsdale Salem OR Steve RotiP-3 1 Matt Henzi Portland OR Steve RotiP-3 1 John Schnebeck Sammamish WA Lan ChiricoP-3 1 Spencer Bisley Hillsboro OR Paul SomersetP-3 2 Georgette Derdevanis San Bruno CA Phil NeriP-3 2 Sati Shah Kensington CA Jeffrey GreenbaumP-3 2 Melody Shah Kensington CA Jeffrey GreenbaumP-3 2 Greg Timmerman Redding CA Kevin LeeP-3 3 James Hadzicki San Diego CA Bob Hammond JrP-3 3 Laurel Swan Kealakekua HI Christopher LanganP-3 3 Trevor Ryan San Diego CA John RyanP-3 3 Jason Densley Honolulu HI Pete MichelmoreP-3 3 Matthew Yarling San Diego CA Max MarienP-3 3 Malcolm Swan Santa Barbara CA Rob SporrerP-3 3 Jon Blake Santa Barbara CA Rob SporrerP-3 3 Nils Kokemohr La Jolla CA Roy ZaleskiP-3 4 Mario Manzo Ojo Caliente NM T Lee KortschP-3 4 David Holmgren Draper UT Mike SteenP-3 4 Jaxon Drewes Perry UT Kevin HintzeP-3 4 Todd Selley Lakewood CO Granger BanksP-3 5 David Platt Laramie WY Granger BanksP-3 8 Tor Smith Amherst MA Heath WoodsP-3 8 [chris] Topher Mira Fiskdale MA Max MarienP-3 9 Charles Hayes Charlottesville VA Chris SantacroceP-3 10 Carlos Curti Orlando FL David PrenticeP-4 2 Cary Acord Castro Valley CA Ed SteinP-4 3 Abhay Morrissey Los Angeles CA David BinderP-4 3 Sudad Shahin Venice CA Gabriel JebbP-4 3 Corey Caffrey Los Angeles CA Chad BastianP-4 4 Ronald Allmon Draper UT Ken HudonjorgensenP-4 4 Hernan Castagnoli Sandy UT Brad GunnuscioP-4 4 Michael Jobin Indian Hills CO Gregory KelleyP-4 5 Geoffrey Sharp Wilson WY Scott HarrisP-4 5 Jeff Annetts Jackson WY Scott HarrisP-4 5 Matthew Clos Jackson WY Scott Harris

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1971 - 1973 Low & Slow1972 - 1976 Ground Skimmer1976 - 2003 Hang Gliding1993 - 2003 Paragliding2003 - 2008 Hang Gliding & Paragliding

CompleteMAGAZINE

COLLECTION

1971-2008

You hold the history of our sport, from the earliest days of bamboo and plastic to the present. Within these pages you’ll fi nd the evolution

of foot-launched fl ight from the fi rst days of bamboo dune-skimmers to the modern variety of hang gliders, paragliders and rigid wings. Each PDF fi le is one complete magazine, just

as originally published. Pages with color have produced as color scans,

the rest scanned as black and white images. Blemishes or imperfections are present in the original source magazines, some of which were the only known copies remaining.

MA

GA

ZIN

E C

OL

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CT

ION

19

71-

20

08

Future issues will be available on an update disk. Compilation copyright. 1974-2008, US Hang Gliding & Paragliding Association. All rights reserved. Other material republished by permission of copyright holders. Please don’t dupli-cate or reproduce this work without permission. For limited reprint permission (club newsletters, etc.) contact the USHPA offi ce at 1-800-616-6888 or E-mail: [email protected] Pages scanned and indexed by Scandoc, Inc. of Aracata, CA. www.scandoc.com. Cover design by Gregory Gillam, [email protected].

Each disk includes Adobe Acrobat Reader Version 7 for Windows, Macintosh and Linux systems.

1972 - 1976 Ground Skimmer

2003 - 2008 Hang Gliding & Paragliding

1971-20081971-20081971-2008

FLEECE JACKET | $35.00 - 45.00

DENIM BRUISER | $30.00

HG & PG MAGAZINE ARCHIVES ON DVD | $30.00 PLAY GRAVITY DVD | $41.95

BIG BLUE SKY DVD | $29.95

FLEECE VEST | $35.00MENS TEES | $16.00 - $18.00

WOMENSAND KIDSTEES | $5.00!

CAPS $20 | OUTBACK HATS $24

So you just made 10K

and sent it over the

back. No retreive? Why

let that stop you? Be

prepared for a chilly

hike out. In Zero Viz

Black.

Big air taking you for

a rodeo ride? Get a

bruiser.You know what

this is, because your dad

wears one. Keep it real.

In High Pressure Blue

denim.

38 great years of free flight fun

are packed into these digital

archives. Watch technique and

technology evolve. Learn how

sites have opened and closed.

Get to know the old school.

Recently updated to 2008.

Big Blue Sky is a feature length

documentary about hang gliding,

the first extreme sport, and how it

started. Big Blue Sky is the story of the Lost Frontier of

flight, tracing the origins of hang gliding from the 1880s

thru today, focusing on the golden years of this exciting

sport, the 1970s. The story is told by the pioneers of the

sport, and their stories are illustrated by exciting never-

before-seen vintage movie clips and still images. They

describe their part in history, and the profound effect

hang gliding had on their lives. Big Blue Sky is written,

directed, produced and edited by Bill Liscomb, a pioneer

in the sport of hang gliding. Through his experiences and

personal friendships with the pioneers of hang gliding,

Big Blue Sky tells an engaging story in a way that no one

else can…..

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THE ART OF PARAGLIDING | $34.95 !

Excellent illustrations and a

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Not Knowing78 |


by Steve Messman

A long while ago I met Byron (not his real name because I forget what it really is) who said, “I knew

I wanted to be a helicopter pilot when I was five.” I realized right then and there that I wasn’t going to like that guy. And yes, I admit that it was pure jealousy that drove those perfectly unwarranted feel-ings toward Byron. And there were others. Sam (same excuse) knew at the ripe old age of three that he wanted to be a doctor. When she was six, Mariah knew she would be a graphic artist when she grew up. One of my sons knows that exact feeling. He always wanted to be a cop, and now, he wakes up every day, right before his shift, and says, “I can’t wait to get to work.” How do those people know? How do they know, at the ripe old age of five, what they want to do with their entire adult lives? Speaking from the viewpoint of an almost sixty year old who still doesn’t know what he wants to do when he grows up—I am soooo jealous.

For me, not knowing what I wanted to do with my life was definitely a two-edged sword. On one hand, my days were often filled with unsatisfying work that served little more function than passing time. I was fortunate enough to be able to create certain circumstances to ensure that I had a job, that I worked every day, (It’s called enlisting.) but, for me, it was only work. My jobs were simply that—jobs. I

performed all of them expertly, helping hundreds of people over the years, doing exactly what others expected me to do; however, I was bored. I wandered through each day without passion, without satis-faction, without loving what I was doing. I was never consumed by that same fire that ignites the zeal of those who became exactly what they knew they would be. For me, work simply took me from the beginning of the day to the end. I did my job: sometimes boring, sometimes excit-ing, sometimes heartbreaking, but always, merely a job.

That negative crack in my psyche moti-vated me, pushed me to search for the pos-itive side of not knowing. I soon learned that while one hand held “not knowing,” the other hand held the doors of my life wide open to a wonderful world of exciting opportunities. I will never forget that first day when, more than any other, I realized exactly that benefit. I was taking a work break, and stood on my third floor bal-cony of military housing in Wildflecken, Germany. Behind me was the normal mountain of work. In front of me, I could see real mountains: the Rhön Mountains that reached well beyond the tree tops. I didn’t know what they were at the time, but I could see two patches of color slid-ing gracefully down those hillsides. I later learned that these were hang gliders, and I knew that I had to do that. I realized that the door was being held open, and I was suddenly able to fill a void in my life with

something I became passionate about. This was the first time I looked forward to my tomorrow. It was the first time I woke up, checked the weather, made phone calls, planned and anticipated the love of what I would be doing with my weekends.

I am certain that, in this world, there are those who are lost, as I once was. I am certain that there are those who trudge through their days while mired in a sticky sludge of something akin to apathy about their day-to-day routine, just like I used to do. Take heart, all you lost souls. There really is a flip side to not knowing. While one hand might hold something that, to you, seems meaningless, the other hand really does hold open the doors to un-tamed opportunity. You don’t even have to search for it; you simply have to walk through the doors. Mine first opened to hang gliding. Since then, I have walked through countless others. What new doors will open for you?

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10DECEMBERContent closes 10/15

PHOTO ANNUAL

EDITORIAL CALENDAR

Photo by Mike Steen

http://www.flytorrey.com

hang gliding & paragliding vol40/iss09 sep 2010

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