Hang Gliding & Paragliding Vol41/Iss03 Mar 2011

Hang Gliding & Paragliding | www.USHPA.aero

www.USHPA.aero

MARCH 2011Volume 41 Issue 3

$6.95

http://www.flyozone.com

MAGAZINE STAFFMartin Palmaz, Publisher: [email protected]

Nick Greece, Editor: [email protected] Greg Gillam, Art Director & Advertising: [email protected]

Staff writers: Steve Messman, Dennis Pagen, Christina Ammon, Ryan Voight,

Tom Webster, CJ Sturtevant | Staff artist: Jim Tibbs Staff photographers: John Heiney, Jeff Shapiro

OFFICE STAFFMartin Palmaz, Executive Director : [email protected]

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

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

USHPA OFFICERS & EXECUTIVE COMMITTEERich Hass, President: [email protected]

Dave Wills, Vice President: [email protected] Bill Bolosky, Secretary: [email protected] 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, Bill Bolosky, Steve Rodrigues, 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) 2011 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, Jeff Shapiro carving up an Alp wall in the Chamonix Valley | photo by Jeff O'Brien. Meanwhile, Mark Powers Vanderwerf on his way to the lake in Valle De Bravo, Mexico.

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.

EDITOR

PILOT BRIEFINGS

MASTER CLASS

ASSOCIATION

SAFETY

CENTERFOLD

TANGENT

DISPATCH

RATINGS

USHPA STORE

PAGE 78

7

8

11

12

20

40

66

68

74

76

2011MARCH

by Jochen Rink . . . . . . . . . . . . . . . . . 30

PIONEER DAYSFinding new places to fly in the wilds of Utah.

GALLERY

54

by Ricker Goldsborough . . . . . . . . . . . . . . . . . . . . . . . . . 42

by Dennis Pagen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

by Steve Roti . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

by Christina Ammon . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

by Tracy Tillman and Lisa . . . . . . . . . . . . . . . . . . . . . . . 48

ROTI ON THE ROAD

GLIDE RATIO. WHAT IS IT GOOD FOR?

FORBES AUSTRALIA HG COMPETITION

TOWLINE

PILOT PROjECTS

Pemberton, BC

With a bonus song by Dennis!

Ricker attends the wonder down under

Tug pilot certification and renewal

Squash Falconer's Big Push

500 West Blueridge Ave . Orange, CA 92865 . 1.714.998.6359 . WillsWing.com

Sometimes it’s about getting higher. Sometimes it’s about soaring longer. But, it’s almost always about having fun.

Whatever you’re about, we get it, and since 1973, we’ve built quality hang gliders that take you there.

Where will your Wills Wing take you?

http://www.willswing.com

Jeff Shapiro and Jeff O'Brien about to launch into the Chamonix Valley. Photo by Kara Shapiro.

Hang Gliding & Paragliding | www.USHPA.aero 7

The epiTome of flying

I was sent this month’s cover photo by Jeff Shapiro, with a note relating that the photo was taken by Jeff O’Brien in the Chamonix Valley. O’Brien had blown up the photo and gifted it to his flying buddy; it now hangs in Shapiro’s harness shop where he

gleans constant inspiration from this moment caught in time. A moment epitomizing much more than the image in the solitary frame, it evokes the adventure of flying in the mountains with friends, sharing the air while climbing to cloudbase in spectacular parts of the world, and being part of something uniquely inspirational to those involved.

We all have these frames in which friends have shared our collective moments epito-mizing what we love about flight. In this vein, we would like to start a page in the magazine dedicated to snapshots that reflect individual moments of Zen that we share as participants in free flight.

The March magazine is packed with content, starting with an interview with Santa Cruz Flats’ champion, Kraig Koomber, a message from USHPA informing instructors how they could grow their business by using Groupon, and Tom Webster’s tips on find-ing wind direction while flying cross-country.

In an effort to help members better understand the working operations of the office at USHPA, staff contributor extraordinaire, C.J.Sturtevant, went on assignment to the head-quarters in Colorado Springs. She touched base with Terry Rank and Beth Hollendorfer to see what goes down at mission control.

Staff contributor Christina Ammon is back with a report on the unique Squash Falconer who, by the time this magazine goes to print, will be posted high up in the Himalayas preparing to push to the summit of Everest for a great cause.

And we have Steve Roti on the road with a Canadian site report, Pagen on glide giving you the numbers you need, Jochen Rink exploring the Utah highlands and home of part two of the 2011 US Nationals, Ricker Goldsborough in Forbes, and Towline’s tips for flatland masters. Not to mention the stunning gallery of one Miss Becca Bredehoft, who has a wonderful gift for capturing those sacred frames that started this note.

We hope you’ll look through your photos and submit some of them to us to share with our readers.

7

Hang Gliding & Paragliding | www.USHPA.aero8 Hang Gliding & Paragliding | www.USHPA.aero8

GRADIENT BRIGHT 4Gradient has released a new

school glider, the Bright 4.

It's the fourth glider of the

Bright series. It is EN A certi-

fied in size 24,26, 28 and 30.

Gradient announced that the

target was to create a wing

for a wider range of begin-

ners. The Bright 4 comes in

a brand new color scheme.

Info: www.gradient.cx, or in

the US, www.atlantapara-

gliding.com.

SKYWALK MESCAL 3Skywalk announced the

release of their new EN A

glider, the Mescal3. It has

been certified in five sizes.

Skywalk claims that the new

beginner wing boasts easy

handling and great climbing.

For more information go to

www.skywalk.info.

UP SUMMIT XC2UP announced the release

of their new EN C wing, the

Summit XC2. They report

that the new version of the

their intermediate wing is a

three liner, with swept back

wing tips, thus creating a

higher performance polar

and crisper handling. It also

boasts mini ribs in the trail-

ing edge to maintain solid

wing profile, and a relatively

light speed bar pressure. For

more information check out

www.up-paragliders.com, or

www.eagleparagliding.com.

HIGHER THAN EAGLESMaralys Wills recently sent a

copy of her 1992 published

work, Higher Than Eagles,

about the start of hang glid-

ing in the USA, and her sons

who were forerunners in the

community. This historic

work is an interesting read

and as poignant as the day

it was published. Gil Dodgen*

has this to say about her

work:

“Maralys Wills has written

a stunning, totally captivat-

ing book that every hang

glider pilot must read. Higher

Than Eagles is the story

of a remarkable family, an

extraordinary sport, and an

amazing son who became a

living hang gliding legend.

If an author were to con-

coct the story of Bob Wills’

life they would be laughed

out of the writing profession.

Bob had a difficult, almost

bizarre childhood, and was

always pursuing some wild,

unconventional dream with

utter passion. He was a self-

taught hang gliding pioneer

who quickly earned a world-

wide reputation that inspired

many in the fledgling sport

to idolize him.

At one time Bob was the

simultaneous U.S., Canadian,

and British hang gliding

champion. He designed and

built innovative gliders, set

numerous world records,

and appeared in a variety of

films, including Sky Riders

and the IMAX aviation

documentary To Fly, which

is shown to this day at the

Smithsonian Institution and

all across the country.

Maralys skillfully con-

veys the thrill, passion, and

adventure experienced by

those who were swept away

by this new form of aviation.

It is guaranteed that anyone

interested in flying will be

spellbound by this book, and

I can’t imagine that others

would not be entranced by

the drama of Bob’s early

flying exploits, his record-

setting and competition

adventures, the struggles

of his young company, and

his personal ordeals. By the

end of the book one feels

as though he not only knew

Bob Wills, but that he had

experienced Bob’s trials and

triumphs along with him.

But Higher Than Eagles

is much more than a true-

life hang gliding adventure

story. It is a brilliantly-written

human drama about a family

alternately inspired and

torn apart by the sport, of a

mother who lost two sons. It

is the story of an asthmatic

boy who would never fit any

conventional mold, and who

lived life with a passion that

very few will ever know.”

If you would like to order

the book or drop Maralys

a note go to http://www.

maralys.com/

*Reprint of Gil Dodgen's review.

PilotBRIEFINGSNew | Improved | Buzzworthy

Effective February 2nd,

2011, the following appoint-

ments have been revoked

from Michael D Jefferson

(#76175): Advanced

Instructor, Basic Instructor

and Tandem Instructor.

http://www.skywalk.info

http://www.up-paragliders.com


MOYES' KRAIG COOMBER Kraig Coomber distributes hang gliders and harnesses for Moyes Australia through Moyes USA in Los Angeles, CA . Kraig started his flying career by working for ten years at the Moyes factory in Australia . Until recently, when he settled in the US and started a family, Kraig was on the competition hang gliding world circuit .

What motivated you to get into hang gliding?

CRAIG: I always thought about flying when I was a kid and had a school teacher who flew hang gliders. He would tell us about his flying, and it seemed like the coolest thing you could do. I remember calling a hang gliding school in North Queensland when I was about 12, asking them what I needed to do to fly. They told me I had to wait until I was 16. I started taking lessons at 15 and had my first solo shortly after my 16th birthday.

When did you first start competing and what was your first big win?

CRAIG: I started competing in 1993. It quickly became my goal to make the Australian team. I had my first big win in 1996 at the Forbes Flatlands competition. I was 19 at the time.

What was your first job?

CRAIG: My first official job was at the Moyes Factory. I started test flying for Moyes while I was still in high school.

Stanwell Park was their primary test-fly-ing site, and it was only 15 minutes from where I lived. My school was on a bay, so it was easy to keep tabs on the weather. As soon as the boats would cock toward the South (indicating flyable wind direction at Stanwell), I found it nearly unbearable to be in school. Let’s just say that school would sometimes end a little earlier than it should have in those conditions!

You’re originally from Australia but living in the US now; how did that come about?

CRAIG: My first trip to the US was in 1996, and I loved every bit of it. It felt like home to me, just on a bigger scale. I met my wife-to-be in 1997, which eventually led to my settling in the US in 2000. I took over the Moyes Distributorship from Ken Brown in 2007 and have been run-ning it in conjunction with my Specialty Vehicle Dealership since.

What can you recommend to young pilots to improve their skills and performance?

CRAIG: Fly as many competitions as you can. Hang gliding is unique in that you can show up to a competition and fly with the best pilots in the world. The top pilots are generally very friendly and are more than willing to offer advice.

When you’re flying at your local site, challenge yourself with tasks and get fa-miliar with your flight instruments while doing them.

CloseUP by Vicki Cain & Corrina Schwiegershausen

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]

http://mosquitoamerica.com

Hang Gliding & Paragliding | www.USHPA.aero10

GET GROUPON From coast to coast, Groupon is quickly becoming a must for the must-haves. New cities where it has become available are popping up every day. Now, even iPhone has an application for Groupon alerts. What is it? It’s a com-pany that provides a service for anyone looking for a deal or looking to offer a deal that someone will take.

We haven’t used Groupon in the office yet, and we make no guarantee as to the value you may gain from such a program. But we wanted to let all of the hang gliding and paragliding Instructors and schools in the country know about it.

A few days ago we got an email from the Oz Report’s Davis Straub, telling us that Steve Wendt had used Groupon to advertise his hang gliding lessons. (Examples of his ad specs are at the end of this story.)

Steve Wendt wrote about his experi-ence in the Oz Report on Tues, Nov 30, 2010: “I just completed a program with

a company called ‘Groupon.’ They en-couraged me to run a discount coupon program;I was skeptical at first but finally said ‘ok’. I didn’t need to give any money out of pocket. The coupons ran one day in Washington, D.C., and one day in Richmond, VA. I thought they might sell 30 or 40, but they sold 335 hang gliding lessons for me in three days.”

Thirty-five people have redeemed their coupons. Even if only half redeem their coupons by the expiration date in April, it will put a lot of money in Steve’s pocket. He noted that Groupon is look-ing for really good deals— under $100 for the final price. They want something that’s highly discounted, at least half-off. His lessons are advertised at $99, and he submitted coupons for $32 lessons. You can put a cut-off on amount, as in, no sales to exceed 300.

Once the coupons were sold, Groupon gave Steve a check for a third of the amount owed. He didn’t have to wait for someone to redeem the coupon. A second

and, then, a third, check will provide the remainder every 15 days.”It’s like getting three paychecks in a row,” said Wendt.

Since it was founded in 2008 by its chief executive, Andrew Mason, Groupon has become the fastest-growing Internet company ever. Their goal is to get as many people in their door as possible.

Wendt continues: “I will be happy to extend my agreement with them into the next season; if they are interested, I could have spent two or three thousand dollars on other advertising and gotten zero to three students. They are good to work with and they honor their commitments.” Steve’s experience with Groupon was positive. Generating cash flow for the winter is something many schools and instructors struggle with. Now he’s guar-anteed to get through the winter. Three hundred more people than before know about him, and those who enjoy their first lesson may help sell a ninety-nine dollar lesson to a friend.

Steve Wendt is a believer in the power of this popular social / coupon media tool. We urge you to check out Groupon to see if it works for you!

If you have a success story with the company, we would like to hear about it. We are interested in identifying resources to help our instructor program at ALL TIMES!

Many thanks to Steve Wendt and Davis Straub for alerting us to the possibilities of Groupon . Steve is an Advanced H-4, Tandem Instructor T-3 HG, Advanced Instructor HG, AT Administrator HG, Examiner HG, PL Administrator HG, ST Administrator HG and has many ratings and special skills .

CONSUMERShttp://www.groupon.com/learn

BUSINESSEShttp://www.grouponworks.com/

CloseUP by Robin JonesInformation & Communications Manager, USHPA

http://www.groupon.com/learn

http://www.groupon.com/learn

http://www.grouponworks.com/

http://thermaltracker.com


THE CROSSROADS METHOD Finding wind direction on a cross country flight .

Cross country flying is an adventure. Once you depart your home site with its promi-nent windsock, you must rely on your eagle-like powers of observation to figure out the surface wind direction and ensure a happy landing.

There are many ways to do this. Looking for smoke plumes or flags, drifting in lazy circles, and checking differential ground speeds on your GPS are all tried and true tactics, but they aren’t always ideal for the situation. Smoke and flags might not be where you want them, your circles might eat up too much height before you get a clue and—at the end of a 200 mile flight—your GPS batteries will likely be dead anyway.

But, there’s another tactic you can pull out of your bag of tricks. All you need is the ability to keep a straight heading along the ground and about 150 feet of altitude to burn before you start your landing ap-proach.

STEP 1As you approach your chosen landing field, look for a long straight line to follow. This could be a road, train tracks, a fence line, or even an imaginary line that extends to a point on the horizon. Get above the line and follow it exactly. Keep in mind that the slower you fly (at minimum sink, if pos-sible), the better this method will work.

Once you’ve established this head-ing for a few seconds and your wings are level and settled, look up at the nose of your hang glider or the center cell of your para-glider. Is it pointing to the right or left of the line? Let’s say it’s pointing to the right. This indicates that the wind is coming from somewhere to the right of the line. This is because any aircraft has to crab, or angle slightly into the wind, to maintain a straight course in a crosswind.

STEP 2Now, find (or imagine) another straight line perpendicular to the first one, and turn into the wind to follow it. Establish your new heading and look up at the nose again.

In this example, it is once again pointing to the right of the line. This means the wind must be coming from somewhere in the quadrant that was on your right while flying both headings.

STEP 3Set up your landing so your final approach will be in the same direction as a line that splits the middle of this quadrant. At worst, you’ll have a 45-degree crosswind from the front. This shouldn’t be a problem if your landing skills are anywhere between OK and excellent, and, of course, it’s better than screaming in downwind.

No method is foolproof, of course. The wind can blow different directions be-tween the surface and 300 feet, wind shad-ows can foil your most accurate analysis, and other factors might be more impor-tant than wind direction when landing out. But in the absence of other clues, the crossroads method can be a good way to make a quick, educated guess about the wind direction.

Technique | Certification | Safety

MasterCLASS by Tom Webster

Lake County Chamber of Commerce877-947-6040

www.lakecountychamber.org

Umpteenth Annual

Festival of Free Flight

Lakeview, Oregon

July 2-4, 2011

A friendly, family, fun fly-in!

Tandems, local drivers, five world-class launch sites & the best time ever!

http://www.lakecountychamber.ort


WHO'S WHO PART I Pass/fail pop quiz: How many people staff the USHPA office in Colorado Springs?

a) sevenb) twoc) fourd) lotse) not enough

As I write this article in mid-December, the USHPA search committee is still working on finding an executive direc-tor. Until they hire a new ED, we have a total of four paid staff at the headquar-ters office in Colorado Springs—barely enough to take care of the essentials, nowhere near enough to accomplish everything we 9000+ members would like them to do. So what ARE those You-shpa office folks doing all day that keeps them from taking on our many and varied landowner challenges, or lob-bying the local or federal governments to allow us to fly in the parklands, or any of the other tasks that we “sure do wish You-shpa would help us out with”?

If you’ve called the office recently, chances are good you were talking with Beth Hollendorfer (membership servic-es) or Terry Rank (office/volunteer coor-dinator). Both of these ladies are bright, personable, energetic, creative, adventur-ous—exactly the right qualities for deal-ing with the likes of us pilots on a daily basis! In the hectic weeks just before the Christmas holidays, I asked them to answer a list of interview questions for this article. In their typical “can-do”

manner, they promptly responded with answers that leave no doubt that both Beth and Terry are true assets to our flying community. With very little edit-ing on my part, here are their responses to my questions.

When did you join the USHPA office staff?

BETH: I came on board in October 2008.TERRY: I started on May 12, 2010. I’m the newbie in the office.

What do you do during a normal day at work?

BETH: I start by opening the mail, pro-cessing membership applications/renew-als, rating forms, appointment forms, etc.

(basically any form related to a member’s record), processing all the payments and doing the filing. Later in the afternoon, I print and mail member cards and pack-ets, prepare the bank deposit and take it to the bank. In between I’m answer-ing phone calls and emails. I am the first point of contact for most of those. If I can’t answer a question, I pass it along to someone who I think can. On a more sporadic (or seasonal) basis, I also pro-cess chapter renewals, site insurance requests, event insurance requests, sanc-tion competition applications and ACE event applications.TERRY: I start the day by picking up the mail at the post office on my way in. I handle all the store orders (print-ing, packing, mailing). I am second in

Membership | Policy | Involvement

TheASSOCIATION by C.J. Sturtevant

“every day is a chance to get

to know another pilot, and i’m

always pleased when i can rush

through a highly anticipated rating

so a member can go fly for the

weekend. i just loVe those panicky

friday afternoon phone calls!”

[below, top to bottom] Beth and fiancé Wade ready to head out fishin'. Beth and father Richard after the rodeo parade in Cripple Creek, CO. [opposite] Terry Rank at the USHPA headquareters.


the line of defense on the phones, and, by now, I can actually answer most of the questions I get. Inventory control, bookkeeping, supply ordering—any-thing that keeps the office running is my responsibility. No two days are alike; there’s never a dull moment. And Martin likes to give me projects…

What’s the best/most interesting or satisfying part of your job?

BETH: Definitely interacting with our fantastic members, no two of whom are the same. Every day is a chance to get to know another pilot, and I’m always pleased when I can rush through a highly anticipated rating so a member can go fly for the weekend. I just LOVE those panicky Friday afternoon phone calls!TERRY: I was able to help Martin with part of the calendar production. I have always worked in accounting and human resources, so this was a total departure from anything I have ever done. I also really like the customer service part of the job and especially enjoy talking with members.

Love Canopy Flight?Come Play with Us!

How big was it?

http://www.uspa.org

What’s most challenging?

BETH: I get frustrated when I can’t help a member with an issue or problem. Oftentimes I’m caught between a mem-ber’s needs and the rules of the organiza-tion, and there’s little I can do to bridge the gap. At those times, I do my best to put the member in contact with some-one with “more clout,” so to speak, who can better address their issue.TERRY: That’d be learning all the ins and outs of membership, especially how to renew appointments as well as chapter renewals. Beth has been my HOW-TO person as I learn all the procedures.

Has your initial impression of hang gliding and paragliding changed since you’ve been working at USHPA?

BETH: I’ve always been fascinated by hang gliding. My first “real” book as a small child was Richard Bach’s Jonathan Livingston Seagull. I’ve wanted to try flying ever since I read that, but I never thought I’d get the chance. I kept flying

close at hand throughout my school years: I experimented with paper air-planes, flew model rockets, and studied aerospace engineering at CU Boulder, in the hope of eventually working on the space shuttle program. I remember seeing hang gliders for the first time when I was living in Japan. A group of pilots were soaring off Mt. Iawki in northern Japan, darting in and out among low-lying clouds. It was breathtaking. And it never seemed odd to me that people would do this; it always seemed like the most natural thing in the world. Since joining USHPA, I’ve been exposed to paragliding, which I’d never realized existed. And parahawking is the coolest thing I’ve ever heard of. I’d love to get a chance to see that in action some time!TERRY: I never knew much about free flight and find it fascinating that it has such a following all over the world. I am definitely a fan! I also have a lot of re-spect for people who fly hang gliders and paragliders.

So have you taken a flight on a hang glider or paraglider?

BETH: I took my first hang glid-ing tandem in July 2010 at the King Mountain comp. David Beardslee took me up one beautiful evening when we had perfect “glass off” conditions, a new term I learned! It was just about every-thing I expected it to be: sweeping views, quiet and peaceful without a care in the world. The one thing I didn’t expect was getting airsick. A big lunch, hot thermal spiraling and a lack of Dramamine com-bined to set my stomach churning! I felt so bad for David. We had perfect flight conditions, could have stayed up forever, I’m sure, but he had to try to find a way to get his woozy passenger back on the ground. He actually had trouble finding air to get down! I just hung limply by his side, trying to quell my rebellious stom-ach while enjoying the views. However, I am not deterred. I definitely want to try hang gliding and paragliding, too, again! Next time I’ll be better prepared and ready to soar!

PHOTO SUBMISSION GUIDELINESSubmit horizontal photos in digital format with a minimUm

of 3120 W x 2400 h pixels (7.5 megapixels). please submit

unaltered at the highest resolution you have. photos must have

been taken no earlier than January of 2009. each submission

mUST inClUDe: Signed contributor agreement (1 per

photographer) photographers name, mailing address, phone,

email address AnD a photo caption, location, site name, pilot

name, wing type, month & year of photo. please submit digital

photos on CD or DVD if possible, but fTp is also available at the

link below. SUBMISSIONS DEADLINE IS MAY 31ST.

2012 CALENDARCALL FOR PHOTOS

2012UNITED STATES HANG GLIDING AND PARAGLIDING ASSOCIATION INC.

YOUR PHOTO HERE.

2012UNITED STATES HANG GLIDING AND PARAGLIDING ASSOCIATION INC.

Submission info & forms

are found at:

www.ushpa.aero/

calendarproject.asp

1-800-616-6888

Send your photos to:

USHPA Calendar

PO Box 1330

Colorado Springs CO

80901-1330

That's right – according to the ancient mayans and several very reliable sources in

hollywood, 2012 will be our last calendar ever. So if you are sitting on great photos,

waiting for your moment, this is it. Use them or lose them because everything will be

smashed upon impact with the rogue planet and that includes your photos. photos

making the final cut will score the standard contributor payment and everlasting fame.

By everlasting we mean until sometime in 2012 when the universe implodes.

THE LAST CALENDAR!

http://www.ushpa.aero/calendarproject.asp

United States Hang Gliding & Paragliding Association

2011

United States Hang Gliding & Paragliding Association2011

2011

ONLY $7.50!

CALENDARSDISCOUNTED NOW!

www.USHPA.aero/store

TERRY: I did my first tandem paraglid-ing flight on September 17. My pilot was Bill Lhotta—he is the best! I was the passenger from hell: I fell twice before we finally got off the ground, but what a ride!

We tend to be single-mindedly passionate about our flying. What’s YOUR passion in life?

BETH: I’d have to say horses, especially Arabian horses. I’ve done some long-dis-tance endurance competition, but really enjoy just hacking out bareback on a quiet trail ride through the pines and aspen. A great afternoon (or evening or morning) for me consists of hanging out in the barn, brushing, feeding, and, yes, cleaning stalls. I’m fortunate to live in the heart of the Rocky Mountains with the National Forest as my backyard, so I can slip out for a quick ride whenever I like. It’s a great stress reliever when I’m having a bad day.TERRY: My passions have changed as my life has evolved. The constants have been

my family, my faith and my job (past and present).

How about family time?

BETH: My fiancé Wade and I live on a small ranch in the mountains with our black cat, Marie, and our horse Tia. We enjoy camping, fishing, jeeping, riding the ATV, horseback riding and watch-ing movies on the couch together with a big bowl of popcorn. We also enjoy play-ing music at home: I play the keyboards and Wade plays drums, bass and guitar.TERRY: My husband and I live about 50 miles west of Colorado Springs at about 9000’ ASL. We enjoy being able to ATV, fish and watch the wildlife, all in our backyard.

What would you like USHPA members to know/be aware of to make your job easier?

BETH: Remember to sign your checks, remember to write down ALL the num-bers on your credit card and—above

all—remember to sign your waiver!TERRY: We don’t make the rules; we just try to follow them!

Anything else you’d like to tell us?

BETH: Thank you, everyone, for welcom-ing me into your circle. I’ve had numer-ous offers of “Come fly with me!” from pilots all over the country, and I look forward to doing just that! TERRY: I really enjoy working at USHPA. My coworkers are the best and, even though I haven’t met many pilots, the members I talk to on the phone have been great. If any of you get to Colorado, please stop by and say hi.

So, how’d you do on the pop quiz? Were you surprised that there are only four (or “not enough”) em-

ployees in the USHPA office? If you have reason to call or email the office in the future, consider letting the staff know that you appreciate their taking care of all that boring paperwork so we pilots can go fly.

http://www.ushpa.aero/store


WHO'S WHO PART I Pilot Squash Falconer talks about adventure-philanthropy, her fear of birds, and her ambition to fly off the world’s tallest mountain .

Squash Falconer has a plan this March: to climb Mt. Everest and fly her paragliding wing off the

top. The British pilot is eagerly preparing: running, cycling, and slogging up steep inclines with a heavy pack. She is also spending some high-altitude time in the French Alps.

“I’m not mad,” the 29-year old insists, pointing out that she has the relevant ex-perience to back the ambition. Over the past several years she’s honed her skills on progressively more difficult mountains—from Aconcagua to Mt. Blanc, where she became the first woman pilot to fly from the top. But it was after reaching the top of Cho Oyu that her ambition for Everest really ripened.

“That’s when someone said to me, “You’ve climbed Cho Oyu?! The sixth high-est mountain in the world! That qualifies you to climb Everest, doesn’t it?”

Using her Everest venture as a hook, she’ll be raising funds for the Mount Everest Foundation for Sustainable Development in Nepal and Tibet. The organization sup-ports local families to build schools, hospi-

tals, and environmental projects in remote areas near Everest.

Here is how a friend of mine describes Squash Falconer: “She is beautiful, smart, has a wicked sense of humor and is abso-lutely fearless. She has everything going for her.”

Add to that list a huge heart.What would it mean to you to be the first woman to fly a paragliding wing off of Mt. Everest?

SQUASH: Of course, it would be incredible! Succeeding in any challenge you set for yourself feels good. The harder the chal-lenge, the more rewarding it is to succeed. It would also create a much larger audience and give me a bigger platform to shout about my charities from! Hopefully it will motivate and inspire lots of people too!

A mutual friend of ours said you seem fearless. Is that true?

SQUASH: Not quite fearless. I’ve been lucky in that I don’t have many fears, but when I feel it, it’s terrible. I’ve been scared of birds since I was attacked by a cockerel when I was 3-years old. At nineteen, I had a near-drowning experience and suffered a fear of water for a good few years. Even now I still get very nervous.

I always thought that fear would men-tally and physically paralyze me—that I’d be a bit of a wreck. But an incident on Mt. Blanc proved otherwise.

I was roped to my climbing partner on almost vertical ice when I slipped and fell, pulling him off the mountain with me. I

PilotPROJECTSMaking a Difference

by Christina Ammon

[above] Squash Falconer climbing in the south of France. [right] Squash is the first woman to solo a paraglider

wing off of Mt. Blanc. Here she practices with her ultralite before her Mt. Blanc expedition. [opposite] Squash

teaching arts and crafts as part of a service trek to a remote Nepali village called Jamphre, near Okhaldunga.


could hear my own voice saying “You have fallen off the mountain, Squash. Get your ice axe, stab it into the side of the moun-tain and stop yourself.” And I did. Twice. The first time I stopped, but my partner fell past me, pulling me back off. The second time, I stopped and, luckily, so did he.

Fear when I’m climbing and flying seems to do nothing but give me clear thoughts, a healthy respect for the sur-rounding environment, and a good dose of adrenaline—which helps me do whatever it is I need to do.

You’ve raised a lot of money through climbing expeditions in the past. Can you talk a little bit about your impulse to combine adventure and philanthropy?

SQUASH: From an early age, I had a vague awareness of raising money for charities because my school held annual fundrais-ing events and my mum always put coins in donation boxes. But it wasn’t until I had a personal experience of a very close friend falling ill with cancer in my early 20’s that I developed the desire to raise money for specific causes. I found huge value in at-

taching fundraising to an event—in my case, an expedition. Not only do you feel good about doing something positive, but there is great potential to raise awareness of your own cause. You have a story to tell, a goal to reach, and an exciting adventure. The two go hand-in-hand together.

Does raising money for charity affect your climbing experience at all? Does it change the way you perceive challenges?

SQUASH: When I’m raising money for a good cause, it definitely makes a difference. Success is no longer just for me; it’s for me and the people I’m supporting. When the climb gets tough, I focus on the reason I’m doing it. This gives me strength and mo-tivation.

Climbing a mountain and summiting is obviously good. Climbing a mountain, summiting, and having a positive impact on other people’s lives is really amazing.

What inspired you to get involved with MEFSD?

SQUASH: I was climbing Mt. Mustagata in

China, and one of the team members on the expedition died. It was absolutely dev-astating. His name was Jonathan Peacock, and he was only 39-years old with a beau-tiful wife, Katharine, and two young chil-dren. His wife was incredibly brave and decided to support MEFSD in Jonathan’s memory.

I was initially inspired to fundraise for the charity to support Katharine. But after raising some money, I began to feel a certain responsibility to see how it was being spent, and to see if I could make a difference personally, rather than just fi-nancially. The MEFSD actually invites you to participate in service treks. Twice a year, a trek goes to the remote villages in Nepal to assist in the schools and hospitals that MEFSD has built or supported.

Only after becoming involved did I become aware of the scope of Nepal’s problems. It’s the 17th poorest country in the world. It’s landlocked and has no exports. The population is huge. With 30 million people, it has the same population as California, but with a land area just 1/3 the size of California. Much of Nepal has no roads.


Nepal is famous for the Everest region, but that is only one valley. The rest of the country is extremely poor. Seventy per-cent of Nepal’s people are low-income farmers. Kathmandu, the capital city, has a population of five million with very little infrastructure. There are no highways, nor public transport system. For much of the year there is no water, and electricity is switched off more than ten hours each day.

The biggest challenge?

SQUASH: Seeing the project through. Good intentions are easy, but change doesn’t happen instantly. It can take years to make a noticeable difference, and it can be hard to remain motivated and committed. There are times when you come up against difficult and seemingly insurmountable problems. You realize that money can’t fix everything; it’s just a part of the solution.

Here’s an example: in November I went on a service trek. We visited three schools that the MEFSD has been supporting for a number of years. At one school we found 60 children with just one teacher. There were supposed to be three teachers and 90 children. It turned out that the other two teachers only show up to collect their wages on payday, and many of the children simply don’t attend.

It took time to figure out just what was going on. Surely if a teacher doesn’t show up, they get sacked, right? But who were these teachers being monitored by? There was a committee made up of some parents and village elders, but it was the school chairman who seemed to be at fault. He drank too much and paid teachers who didn’t come to work their wages. Perhaps he also kept some of those wages for him-self.

Suddenly, things weren’t quite so straight-forward. The chairman needed to be removed and a new chairman appointed. This required the rest of the village to really work together honestly and effectively as a community to resolve the problem. This takes time. We were very impressed that while we were there, the committee was to hold a meeting and the chairman would be removed. But we had to leave the village before the situation was finally resolved.

Pupil attendance is also a big issue. These children are not missing school be-

cause they don’t want to go. It’s because their parents keep them at home because they need help on the farm, and they do not see the value of education. The task here is to work with changing the mindset of the adults and the parents. This doesn’t happen overnight.

What are you “getting back”?

SQUASH: To understand your impact, you really just need to see how eager the chil-dren are to learn. It’s humbling to see how little the people have. On a service trek, you realize that by making a little effort, you are making a massive difference.

When you visit the hospitals and see the ratio of patients to doctors, you can’t believe it’s true. Then you discover some

health clinics don’t even have a doctor. When you actually see that, you realize what the MEFSD is doing with your help, and see how lives are being saved because of your work. It’s quite amazing and moti-vates you to do more.

What would help?

SQUASH: Volunteers—both skilled and non-skilled. The service treks are a won-derful way to help out in a very practical way. Doctors and nurses are valuable to run clinics in the remote villages. Teachers are encouraged to come along and work at the schools. Even if you are not qualified, many of these people and children have such poor healthcare and so little educa-tion that even the simplest contributions make a difference.

You would probably be surprised at what you can do. On our recent service trek, we rapidly became involved in teach-ing simple sports games, showing kids how to use soap to wash their hands, learning the alphabet, writing basic words, draw-ing pictures on paper, and adding two plus two. These things we take for granted in our own countries are a huge deal for vil-lagers who have no paper, no pens, have never used scissors, rulers, tape, or glue and can barely write their own name.

Donations to the MEFSD, no matter how small, help massively; every penny goes towards making a difference.

Advice for pilots wanting to make a positive impact:

SQUASH: When you go somewhere to fly, ask a few questions, find out what’s going on in the area and figure out what is needed to help. It might be money, it might be labor, or it might be key skills. Once you work out what’s needed, do what you can!

Pilot Projects is a regular feature of USHPA magazine . You can help with this column by sharing your ideas . Have you come across do-gooder pilots in your travels? Do you have a project, or ideas for traveling more ethically? Don’t be shy . You have no prob-lem bragging about your sick Mac Twists and Rhythmic SATS . Time to throw down some good deeds . Send them to Christina Ammon at: flyinghobogirl@gmail .com

Mount Everest Foundationfor Sustainable Development

www.MEFnews.org

+44 (0) 7810 375400 (UK) +1 360 570 0715 (USA)

(9771) 4249825, 4248813 (Nepal)[email protected]

For more information about Squash and her upcoming Everest expedition:

www.squashfalconer.com

[email protected]

http://summitclimb.com/new/default.asp?vid=41

Shop the SuperFly Online Store (1-801-255-9595) visit the SuperFly Retail Store or find a reseller www.superf lyinc.com

HelmetsCerti� ed and � t for � ying and skiing. Extreme comfort and stylish protection.

Open Face $149

Full Face $225Two helmets in one! Removable chinguard gives you open face or full face. The best of both worlds!

Learn more

GIN YetiThe new GIN Yeti rescue parachute — ultra-light and ultra-compact, like its competitors,but with 40% more surface area. $750

Learn more

Mexico!Join us in the magical land of

warm, smooth, easy � ying,

cold beer and fun that is

Valle de Bravo.

Dec. 12-19,

January 2-9

January 9-16

Learn more

Call, Click or Swing by…

info@super� yinc.com

www.super� yinc.com

1-801-255-9595

for � ying and skiing.

and stylish protection.

Two helmets in one! Removable chinguard gives you open face or

Nova Mentor 2!

The highest performing 1-2, EN B glider ever! Veri� ed by independent testing!

Sports car like handling combined with excellent safety.

On speed, it out performs many 2-3 gliders.

Fun. Way fun! $4,100

Beamer 2

Opens 50% faster than traditional round reserves

Sink rate of only 3.8m/s fully loaded!

Steerable

Lightweight

Available now! $995

Buy from the best 1–801–255–9595 www.superflyinc.com [email protected]

Mentor Features Design Altitude Distance Gallery Guided Tour Tech Specs

http://www.superflyinc.com


HANG GLIDING ACCIDENT SUMMARY

jUnE 5, 2010 / EvEnInGAndY jACkSon, SAn BERnARdIno, CA60 YEAR-old AdvAnCEd pIloTCURREnT GEnERATIon ToplESS GlIdER Unknown HARnESS & HElmET

Pilot performed marginal aerobatic ma-neuvers in a recently purchased glider. The 4th maneuver resulted in a sustained sideslip that went inverted. The acci-dent pilot struck the glider with his body, causing structural failure. The accident pilot was unable to deploy his reserve parachute and pilot and glider both spun inverted to ground.

CondITIonS: Generally smooth evening air. Launch was at 5200’ MSL; the LZ was at 1800’ MSL.

loGBook: The accident pilot was a highly experienced H-4 with over 30 years ex-

perience and the following special skills signoffs: XC, TURB, FL, CL, AWCL.

mEdICAl: The accident pilot had re-cently suffered an unspecified surfing injury. Synopsis: The accident pilot was attempting to perform aerobatic maneu-vers* during an aerobatics competition in generally smooth, evening air. The pilot initiated a wingover with an initial alti-tude of 800’ to 1000’ AGL. The glider achieved 110º of bank, but had slowed below the air speed required to complete a wingover, resulting in a stall at the top of the maneuver. The pilot maintained a

“pushed-out” bar position, and the glider’s inertia unrolled the glider from the 110º high point to 90º of bank. The glider accelerated rapidly in a vertical side-slip as the pilot continued to maintain the

“pushed–out” bar position. After falling approximately 150ft, the glider rolled into an inverted posi-tion with the pilot simultaneously fall-ing into and striking the mid-keel area with enough force to damage the glider

(broken crossbar), causing the wings to instantly fold up around him. The glider then descended at a moderate rate, spin-ning in a somewhat stable “Helicopter” like spin for about 15 rotations before impacting the terrain. After the first two rotations, centrifugal force drove the pilot below and to the outside of the spin-ning wreckage, so that the pilot impacted the terrain first with minimal protection from the glider frame.

AIRfRAmE: The glider showed evidence of failure, due to a combination of exces-sive negative load and physical impact at the keel/crossbar junction.

AnAlYSIS: No electronically recorded flight information (GPS or barograph) was available for analysis in this accident. Several factors are considered important in regard to explaining the cause of this accident. First, the accident pilot had acquired this new glider eight months previously, but had only flown seven times during this period, due, in part, to a surfing injury. It is possible that the competition influenced the accident pi-lot’s decision-making and performance.

Analysis | Preparedness | Incidents

SafetyBULLETIN by Joe Gregor

http://www.ushgf.org

These are important factors, since aero-batics are necessarily conducted at the edge of the performance envelope, leav-ing little margin for error. Of course, we can never truly know what was going on in the accident pilot’s head. Eyewitness statements and wreckage examination both indicate that the accident pilot at-tempted a reserve parachute deployment but was unsuccessful. Post-crash inspec-tion of the pilot’s harness indicates that the reserve chute was intact and func-tional. The inability of the pilot to deploy his reserve could have been due to several issues including:

• Injuries sustained when impacting the glider.

• Entanglement with the wreckage.

• Centrifugal forces caused by the rapid spinning after the wings collapsed.

• Limited time available to deploy (about 14 seconds).

pRoBABlE CAUSE: Attempted perfor-mance of maneuvers outside the placard-ed limits of the aircraft being flown. A contributing factor was the relative lack of pilot currency and proficiency in the airframe being flown.

dISCUSSIon: The most significant aspect of this tragedy was the pilot’s decision to attempt a very advanced and dangerous maneuver, and to do so under circum-stances that may have added to the possi-bility of an accident. These circumstances included:

• Performing maneuvers in an aircraft that is not certified to do so.

• Performing maneuvers that exceeded the skill and currency level of the pilot, just a few short flights in the months pre-ceding the accident.

• Relative lack of familiarity with the glider being flown: again, just a few short duration flights during the months pre-ceding the accident. The glider flown in this accident was relatively new to the accident pilot and had significantly dif-ferent flight characteristics than the acci-

dent pilot’s previous glider, a Sensor with a vertical tail.

• Possibly attempting to do very advanced maneuvers for the first time.

RECommEndATIonS: Respect the capa-bilities and limitation inherent in the aircraft being flown. Resolve never to attempt maneuvers without first acquiring and maintaining the skill and currency needed to perform the maneuvers within an adequate safety margin.

As is always the case, it must be em-phasized that the pilot-in-command has ultimate and sole responsibility for the safe conduct of his or her flight. That being said, this type of accident can often be delayed (if not prevented) via firm and resolute action from members of the local flying community. Such actions had been taken in this case. A few weeks before this unfortunate event, the accident pilot was provided with emphatic, unsolicited feedback by at least one senior pilot re-garding his display of marginal aerobat-ics and was warned of the potential for very bad consequences.

On the day of the event, the accident pilot was again involved in discussion with other contest participants that in-cluded an emphasis on the importance of flying well within one’s level of abil-ity. More experienced pilots can often provide critical information, advice, and feedback to those who exhibit question-able judgment resulting in dangerous flying decisions. However, there is a limit to what others can do, as the decision on how to conduct any flight ultimately rests with the pilot-in-command.

*For flex wing hang glider, any maneuver that involves bank angles >60º, pitch angles >30º, or airspeeds exceeding the glider Vne (typically 55mph) .

http://www.Earthcog.com


by Steve Roti

The Pemberton valley in British Columbia is said to be home to flying monkeys, but as we were driving up

through Vancouver and Squamish and Whistler we were more concerned about the bears. Stories about bears ambling out of the trees and onto the launch area are enough to make any foot-launched pilot reconsider the meaning of the phrase

"fight or flight". Sure enough we saw bears on our first day there, but it turned out they were more interested in poaching fruit from the local cherry trees than in chasing us.

We were a group of four paraglider pilots from Oregon -- Reed, John, Tina and me

-- on our first trip to fly in Pemberton, a

place I had heard good things about for many years. The flying monkeys are the local pilots -- Peter, Michael, Jim, Corinne and many more -- a seemingly happy-go-lucky group fortunate enough to live and fly in one of the most beautiful places in North America. And Pemberton itself is a small village located in a spectacu-lar valley and surrounded by numerous alpine peaks including the majestic Mt. Currie. The valley floor is at 689 feet msl and the top of Mt. Currie is at 8,501 feet so there's plenty of vertical relief.

During our visit to Pemberton we stayed at Peter's Twisted Tree Lodge, which is conveniently located on the road up to launch. Two drive-up launches are located on the long ridge north of the vil-lage, and the obvious cross-country route

is northwest up the valley. The traditional launch is named McKenzie (~2500' msl) and has ample room for multiple gliders to lay out at the same time. The new upper launch (~4000' msl) is even bigger and has a commanding view of the valley and the surrounding mountains. The road up to both launches is steep and rocky, a sturdy car or truck is required, low-clearance ve-hicles need not apply.

THE FLYINGSo how was the flying? To give you an idea, here are some of the flight reports I sent back from the great white north to flying buddies at home while we were in Pemberton.6/28/2010: Bad news on the Pemberton weather. We didn't fly the first day we

Roti on the RoadPemberton, BC


were here, and today (2nd day) we flew for 30 minutes and landed with wet glid-ers. The forecast for the rest of the week doesn't look promising. The house is nice

-- view of the valley and on the road to launch. Peter, the owner, is an interesting guy and his friends are colorful characters. Every night someone new drops in and has stories to tell of adventures in the air or on the river or on the mountain bike trails.6/30/2010: Despite a dismal forecast, the weather turned good here this afternoon. Elevation gains to 4000' over upper launch, Reed & I flew 20K downrange and Tina

[opposite] Steve Roti takes a classic photo of his feet over the Pemberton Valley, British Columbia. [above] Lillooet Lake.

[right] Pemberton Games. Photos by Peter Chrzanowski.


& John did 20K out and returns. It was totally unexpected, especially because we went up to launch this morning and John took a sled ride that turned out to be nothing but sink and he didn't even make it to the bailout LZ. We're still under the jet stream so conditions are erratic. Today was forecast for 40% chance of rain and we only got a few sprinkles, tomorrow is forecast for 60% chance. We'll see.7/2/2010: After another rainy day we flew again. Took off from the upper launch

and got 2600' over in strong thermals. After an hour in the air the wind at ridge top level got stronger so we all flew out to land in Pemberton. Valley wind was increasing too, with minimal penetration coming in to land. It was a good thing we landed when we did because the wind got even stronger later in the afternoon.

SUMMARYLike most mountain flying sites I've been to the weather was variable. We only flew

three out of six days, but our flights were enjoyable and the scenery was superb. On the non-flying days we went hiking, rode our mountain bikes, and watched the small-town parade on Canada Day.

When I got home a week later I found an email message in my inbox from Peter in Pemberton, "Super busy here ... epic, epic days! Denis flew to Harrison, Scott flew from Whistler to Lillooet, and other huge flights for last 5 days!" I replied, "I'll be back."

WEB SITESPemberton Flying Monkeys on Facebookhttp://www.facebook.com/group.php?gid=26194126768

Jim and Corinne Orava's Pemberton paragliding infohttp://www.cayooshexpeditions.ca/launches.html

Pemberton Games paragliding infohttp://www.pembertongames.com/paragliding

ph

oto

by R

ee

d G

leaso

n

http://www.skywings.org.uk


Hang Gliding & Paragliding | www.USHPA.aero26 Hang Gliding & Paragliding | www.USHPA.aero26

Humans have a particular syn-drome: we believe bigger is better. Think Big Macs, think Detroit

gas-guzzlers, think skyscrapers. Women are particularly subject to this subcon-scious pressure, and a case in point is the artificial enhancement that technol-ogy allows. This enhancement has often resulted in oversize awkward append-ages. We are speaking, of course, of the inflation of hoop skirts that happened in the mid-nineteenth century. If a six-foot hoop was attractive, certainly a seven foot one was better. This inflationary think-ing continued until the average hoop was nine feet. They got through doors by tip-ping their hoops sideways. Who knows how they stole a kiss? But there were a few who continued the process until the largest reported hoop skirt topped out at eighteen feet.

Apropos to our flying sports, the same sort of inflation took place in glide ratio claims. For hang gliding, this process occurred in the eighties; for paragliding, the late nineties. Manufacturers brought out new designs, looked around at what was advertised and felt compelled to go one step over what was already out there. Well, that was one step over the line, be-cause saggy-sailed, draggy hang gliders, with kingposts and white sidewalls got up to a fifteen-to-one brag in the pages of this very magazine before someone decid-ed that enough was too much. I believe it was Wills Wing who first broke away from this mad numbers hype and quit ad-vertising glide ratio in their ads. Good for

them. Not long after that, the USHGA (remember that old organization?) set forth a policy of not allowing glide ratio to be touted in the magazine ads. This move was for safety reasons and to avoid being associated with downright lies.

Paragliders wallowed in a similar orgy of inflationary, imaginary glide ratio claims, more often in the international magazines than here. But everyone wants to buy better performance, and glide ratio is a particularly saleable point. So, how can we make sense of this situation, given its Madison Ave. susceptibility? We can inject a healthy dose of science—specifi-cally, that arcane aspect of physics known as aerodynamics. “Oh no,” you say, “Not science! Why do we have to mess with science?” OK, in the interest of help-ing America on its headlong path to the bottom of the testing pool, I promise to put anything beyond grade school math in a separate box that you can ignore with impunity.

Now let’s get a handle on this glide ratio thing and project the limits for both hang gliders and paragliders.

HANG GLIDER GLIDEHere’s a look at specifics: Commercial flex-wing hang gliders (standard Rogallos) started out with about a 4-to-1 glide ratio. Performance was pursued relentlessly and soon this value skyrocketed to be-tween 10-and-11-to-1 through the ’80’s and into the ’90’s. Then things got tough and designers scratched for every bit of glide they could muster. Stiffer wings,

tighter sails and cleaner harnesses were a big factor in the improvement of glide ratio, but the biggest performance jump of this later development came with the advent of topless gliders. Getting rid of the kingpost and top rigging probably gave us another whole point or two in glide. In a parallel development, rigid wings gradually pushed the glide bound-ary, nearly always staying well ahead of the flex wings, culminating in the arrival of Felix Rühle’s Exxtacy and later Atos models.

Let’s get a handle on what glide ratios we can expect from these gliders (irrespective of claims). For topless flex wings, with aspect ratios varying from 7.2 to 7.7, I believe we are truly getting between 12-and-13-to-1 glide. Next month I’ll present the physical evidence for these numbers. Suffice it to say, any-thing above that, and the aerodynamic equations simply don’t work out unless the wing gets greater than 100% effi-ciency (the best sailplanes get between 95 and 99% efficiency—over 100 is impos-sible). Crucify me if you want, but you can’t fight death, taxes or physics. Note that the lowest aspect ratios don’t neces-sarily relate to the lower end of the glide ratio spectrum, because cleanliness of the system, frame and sail stiffness, airfoil and other factors affect glide.

Do we have hope for the future? Can we eke out more performance from flex-wing hang gliders? The answer from this perspective is I believe so. The problem with a hang glider is pitch stability. To

What is it Good For?Part I

by DennisPagen

Glide Ratio


get adequate pitch stability we need either a tail or the combination of sweep and twist (washout) held to a minimum with sprogs (or some other device). In addition, fairly stable airfoils with long, straight re-covery sections in the back are the norm. All of these factors add drag. Perhaps the primary hope for better performance is the advent of new materials. Just as the adoption of 7075 aluminum, and, later, carbon spars, resulted in stiffer wings—able to reduce the wing twist—so, too, materials like linear carbon and engi-neered metals may eventually enter our little world. In addition, sail materials continue to evolve, so perhaps all together we may squeeze one more point of glide out of our wings. But the very nature of our setup—pilot hanging in the breeze and weight-shift control—puts a certain limit on how much we can reduce drag and increase the aspect ratio of our wings. In my view, that’s OK. We have what we have and we can all spend a lifetime flying and still be learning to better use the performance we have.

For rigid wings, the estimation is a bit harder because there hasn’t been a lot of empirical testing published to start with, and, like sailplanes, the better the glide ratio, the smaller the increment of dif-ferences between glide ratios. However, again by using the equations and by com-parisons (presented next month), I believe the Atos’ achieve from 15-to-1 to 18-to-1, from the lowest performing model to the highest. In this case, aspect ratio proba-bly is the determinant of glide differences,

along with the scimitar shape, winglets and cleaner control surfaces of the later models (more on that next month).

Rigid wings may have less possible performance increase to work with than flex wings, so I can’t say enough about how Felix Rühle perfected the design of high performance portable wings with his Atos series. The latest version incorpo-rates a scimitar or discus-shaped leading edge and winglets, which are the most modern refinements on sailplanes. In the current configuration, he has simulated the top sailplane designs and only the penalty of pilot in the airflow and need to be pilot portable sets the limits. I doubt if he can do much more, other than clean up the control surfaces and interfaces. With stronger materials, perhaps he can increase the aspect ratio, but the wing is already so spanny (wide) that there are some sites that don’t have enough take-off clearance. I would like to be proved wrong, but I’ll give him half a glide point more to work with.

PARAGLIDER GLIDECalculating paraglider glide ratio limits is even harder than for hang gliders, be-cause numerical checking has a problem with aspect ratio. The aspect ratio of a paraglider is difficult to determine be-cause the canopy arcs in the air, so the true aspect ratio is much less than the actual dimensions of the wing. The num-bers we work with are called “projected aspect ratios.” That means the dimen-sions are presented as if a light projected

the flying wing in its arced shape onto the floor.

In addition, the arc of a paraglider is a good thing for performance in one sense: it reduces wing tip vortices. On the other hand, a great portion of the wing has its lift force not directed upward, as shown in figure 3. The result is that some of the lift is used to keep the canopy open, from side to side, and, therefore, represents a performance loss. With all these differ-ences from the conventional wing on which the formulas are based, it is doubt-ful that we can rely on them, but at least they would set the upper limit of calcu-lated glides.

A paraglider has no sweep at the center and little need for the pitch stabil-ity devices of a hang glider, because of the great pendulum stability due to the pilot hanging well below the wing. Both of these factors help performance, while the need to have leading edge openings hurts it. So do all the lines dragging in the breeze. When we ran the glide ratio tests at Morningside Flight Park in New Hampshire, we did have some paraglid-ers fly the test. But they were a far cry from the comp wings of today, and barely achieved more than 5-or-6-to-1. As near as I can calculate, the top paragliders get between 9-and-10-to- 1. Next month, we’ll see how I come up with these num-bers.

Can paraglider glide ratio be increased? We have come a long way in a short time, and just as with sailplanes and hang glid-ers, jumps in glide ratio will begin to be


smaller and smaller. However, the recent addition of leading edge stiffeners has made a noticeable improvement. I believe that improvement is about 1/2 a point in glide. In case you think that’s too small an estimate, consider that it provides a 55.5-foot advantage in a two-mile glide, but more importantly, most inter-ther-mal glides take place at speeds higher than best glide speed, which is where the leading edge stiffeners really shine. They may increase the glide in this regime by as much as 1 or more points.

What other tricks may be exploited? Certainly reducing the number (or length) of lines can help. Some think that thinner lines may be the way to go, but strength and durability is always a problem when lines are reduced in diameter. Perhaps new materials will allow a slight reduc-tion in size. In fact, our lines are paying a Reynolds number penalty since they are so small. To understand this point, think about the times you have flown and your lines get entangled with captured spider webs. These web lines are the parachutes that baby spiders use to disperse from the parent web. They are so small that they are carried in the air like little balloons. The air “feels” viscous to small objects as if it were much denser. Paraglider lines run

into this effect too, so if we can’t reduce their size, we can reduce their number and line them up in the airflow (the new two-riser systems do this).

Another source of paraglider drag that can be readily addressed is interference drag on the wing. Each cell has a valley on the top surface that extends chord-wise all along the wing. In these valleys, the air gets in the way of itself and may tur-bulate or get its path deflected as shown in figure 4. This is a well-known phenom-enon in airplane or sailplane design where the wing meets the fuselage. The way to combat it in these aircraft is to include a fillet or strake at the intersection to round off the shape. With a paraglider, increas-ing the number of cells helps reduce these valleys, but better would be eliminating the valleys entirely with an additional membrane, as shown in the figure. Of course, this approach would add a little bit of weight—there is no free brunch in the quest for performance.

The pilot is already streamlined nearly as much as can be in the best supine comp harnesses. However, I envision the addi-tion of a system that would pull the risers together during glides so the pilot’s arms are held tightly in front of the body. This position would render the glider more

roll stable, so it would be released when thermalling. As such, it would be used very much like a hang glider VG (variable geometry) that is pulled on to tighten the wing when gliding between thermals and released when a thermal is found. Little differences like this are only noticeable in long glides, such as those that take place in competition or XC flying. But they do add up in the course of a couple of hours of flying.

Unless designers can figure out a way to keep gliders inflated better in the span-wise direction so that aspect ratios can go higher, there will only be small improve-ments in glide ratio (note that pressure from the regulating bodies seem to pre-vent the addition of truly rigid structures). With all of the above in mind, I believe the maximum that can be coaxed out of the current configuration is about an ad-ditional point of glide.

Next month we will look more seri-ously at the numbers. We conclude this first part on a lighter note

with a song I wrote about fifteen years ago, satirizing the glide ratio creep that occurred in hang gliding. It’s all written with a wink, but most of it is true.

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


intro

glide ratio isn’t everything, but it sure means a lot to me,

i don’t want to die in the boonies; i want to reach what i can see,

Well, i keep on landing short, with bruises on my pride,

it’s a very depressing sport and i need a better glide!

Verse 1

i started flying in the early years with a kite i ordered in the mail,

it weighed 35 pounds and made a flapping sound with its two-toned 3-ounce sail,

They told me it was better than most with a marvelous glide to please,

But every time i took it out, i landed in the trees!

Chorus i

oh five to one, that’s what they promised me,

oh five to one, i believed them naturally,

They told me i bought a super kite designed for flying fun,

But i must confide i never glided nearly 5 to 1.

Verse 2

in time i bought a brand new oly* with handling sweet and light,

The airfoil curved and deflexors served to keep the membrane tight,

They told me i had a serious glide, right in the palm of my hands,

But many times i headed out; i didn’t reach the field to land.

Chorus ii

oh ten to one, that’s what they promised me,

Ten to one, i believed them foolishly,

They sold it as a super kite, but that was a yarn they spun,

i really tried but i never glided nearly 10 to 1.

Verse 3

my next step was a Sensor with a sensuous slender wing,

it was mighty stiff, but it cored the lift and made my vario sing,

They advertised incredible glide, so what was i to think?

i ventured out across a lake but landed in the drink!

Chorus iii

oh Thirteen to one, that’s what they promised me,

Thirteen to one, i trusted them implicitly,

They told me i had a super kite with a glide that was second to none,

Well, i coulda died and i never glided near 13 to 1.

Verse 4

Then the exxtacy burst on the scene with a brand new set of Rühles,

The wing was strong and awfully long and it set up without tools,

They told me it had the numbers to clean up every comp,

But way down south i was gliding home and landed in a swamp.

Chorus iV

oh eighteen to one, that’s what they promised me,

eighteen to one, i believed it faithfully,

They told me it was a super wing with performance apt to stun

But they musta lied ‘cause i never glided near 18 to 1.

Verse 5

now they brought the brand new Atos out that promised me that glide,

But i finally learned my lesson; my eyes are opened wide,

There’s a basic aviation law that i’ll pass along to you:

The greater the stated performance, the less the chance it’s true!

Chorus V

oh twenty to one, that’s what they promise me,

Twenty to one, but i’ll just wait and see,

i’m gonna tow them over the ocean, a mile up and 20 out,

if they make it back to shore…i’ll no longer have my doubts!

ending/outro

glide ratio isn’t everything, but it sure can make things nice

i shouldn’t have to warn you ‘bout all the bullshit twice,

my advice is to take those ads with a great big chunk of salt,

And if you get caught short like me…well, it’s your own damn fault!

Twenty to One© 1995 Dennis Pagen

*Olympus hang glider, circa 1978 manufactured by Electraflyer out of Albuquerque, NM. Photo by Mark Vanderwerf

30

by JochenRINK


by JochenRINK


We all have our own ideas about what makes a great cross-country flight. In my world, it isn’t only the distance covered. It’s also the

near-magical experience of launching from a dusty hillside and climbing up to the clouds or munch-ing a burger while waiting to be retrieved by friends. But the most important component of a great flight is the experience of cruising over wild landscapes below, the ultimate manifestation of the freedom of flight.

I grew up in the domesticated hills of southern Germany, a landscape of meticulously manicured fields and forests, subdued by dense nets of roads and teeming with towns and people. Hence, I dreamed about wild and untamed lands. And about flying. I found both underneath the big skies of central Utah, where the weathered remnants of prehistoric beasts dot barren badland slopes and dramatically sculpted escarpments of red rocks frame the distant horizon. And where spotting a burger place from 16,000 feet means a precious stroke of luck.

One bright summer day, Stacy Whitmore, Carl Johansen and I headed up the road to Monroe Peak. Situated at 11,200 feet, some 6,000 feet above the Sevier Valley, the act of opening the car door at this spot and stepping out towards the incredibly wide horizon gives a sense of flying. Hang gliders purport-edly frequented the site in primordial times, when tribes of hangmen roamed the land in search of new launches. And they left a disclaimer in the Utah site guide that paragliders could not make the glide out from Monroe. Primordial gliders with glide ratios of gossamer seeds, that is. Only a few weeks prior to our excursion, Stacy had proven that modern de-scendants easily could. And we were here to demon-strate this feat in our first “real” XC-attempt.

Conditions were picture-perfect, the high pla-teaus quietly basking in the sun and little cumulus puffs leisurely curling above the highest peaks. With an eagerness fuelled by a severe case of intermediate pilot syndrome, we laid out our wings—Carl’s Zulu being the hottest racing machine in our squadron.

[previous, clockwise from top left] Powell Point,

across from Bryce Canyon, cooking off a storm. Dave Barton cruising along the Aquarius Plateau. Curious

locals. [above] Dennis McDonald (front) and Stacy Whitmore (behind) taking

their gliders for a walk in the Tushar Mountains.

[opposite left, from top] A busy night on Cove. Ben

Vandyke buzzing Cove launch. Photos by Jurgita Lukosevicius. [far right]

David Barton the first- Tushar mountain pioneer.


Carl and I quickly hooked into what we now know as the house thermal, which is fuelled by hot air wick-ing up the summit ridge from the boiling valley floor below. Working the well-organized core of a strong mountain thermal was wonderfully different from my usual thermalling experience along the Wasatch front. And we weren’t looking down on the sprawl of Salt Lake suburbia, but the dense forests and little lakes of the Sevier plateau. Across the valley to the west, the rugged 12.000 feet peaks of the Tushars still boasted glistening flecks of snow, their alpine hauteur contrasting with the surreal reds, oranges and cream-colors of the badlands to the north. And to the west the broad back of the Fish Lake Hightop plateau extended, dissolving into a faintly luminous shade of blue. Entertaining bold intermediate pilot thoughts about the continuous ridgelines extending from there all the way up to Salt Lake, I had decided on this mountain as my first mission objective for the day.

With launch gradually specking out below, the

air Carl and I were sailing through had transitioned from the hot dustiness of summer into the crisp clarity of an autumn morning. Carl peeled away and started to head northeast along the edge of the plateau. I kept on climbing into the bone-chilling cold and impenetrable fog of a European winter day. It was exhilarating to glide out of the cloud into the grandiose depth of a central Utah summer day. Carl and Stacy were nowhere to be seen; our family band radios only produced static. Dangling my feet high above the wilderness, I serenely sailed towards the next cloud forming above the eastern edge of the Sevier plateau and quickly found lift under its growing bulk. But unaccustomed to the brooding mass overhead and the dark gloom of its shadow all around, my confidence froze with apprehension.

I don’t know whether it was a particularly nasty air shark crossing my path or a simple lapse of con-centration, but my wing suddenly plummeted in front of me, and I was unwittingly thrown into a high-G spiral dive. Somehow, I managed to tame


the violent thrashing of the glider and get it back over my head. With white knuckles cramped around the brake handles, I gingerly went back on course towards the East, yet my first ever in–flight event had pretty much cured my case of intermediate pilot syndrome. (It would take the better part of a year to regain full confidence in my wing.) I hung on in weak lift wafting up from the broad expanse of the Grass valley below and hesitantly crossed towards the roadless Fish Lake Hightop beyond. I was back in the sunshine, but seemed unable to find an orga-nized climb that would take me above ridge level.

That’s when I spotted a thermalling Golden Eagle. I made a dash for the climb, but instead of a ride back up to cloud base, I found myself confronted with a rather grumpy animal that dived at me with its talons outstretched. The twelve pounds of hos-tile meat whistling overhead left my wing intact, but thoroughly shredded the precious remnants of my intermediate pilot bravado. I suddenly and un-equivocally had had enough of flying. And so, a few seconds later, I found myself back on the ground in a sun-drenched little meadow on top of the Fish Lake Hightop plateau. (Stacy continues to laugh about my launching at 11,200 feet and sinking out at 11,400 feet.)

With the reassuring bulk of the planet pressing against my back, my overpowering self-preservation instincts sank into the ancient regions of my brain, bringing up the issue of getting back to civilization. I had no cell phone reception and knew I could spend the rest of my days waiting for a ride up there. Faced with either a long hike out or taking to the air again, I pragmatically chose the latter. A small ridgetop clearing eventually got me airborne, the grumpy eagle was nowhere in sight, and I thermalled leisure-ly across the plateau towards the deep blue expanse of the Fish Lake. Landing in a convenient clearing right behind the Fish Lake Resort, I made my re-trieve call on probably the last remaining coin phone in the US and ordered my victory-burger in the little restaurant.

And with that object of desire dominating the air space in front of my nose while anticipating the re-union with my buddies, the memories of the day un-furled into an adventure I still cherish. All three of us had great flights that day. Carl climbed to 17,000 feet and landed near the road down in Grass Valley. Stacy took the day in terms of distance. He also rode the Monroe elevator and found several more ther-mals along the edge of the Sevier plateau. But one climb he really wanted eluded him right above the county dump, twenty-six miles out from Monroe and one thermal away from the ridge-run up to Salt Lake. Twenty-six miles weren’t much to write home about, but our flights were the first cross-country attempts in the Richfield area. The little town two-


[opposite top] Stacy Whitmore, Red Rock hopper. [opposite bottom] Jochen Rink | photo by Dave Barton. [below left] Jochen Rink at launch on Edna Peak | photo by Jurgita Lukosevicius. [below right] The Tushar, 10 minutes after launching from Edna.

and-a-half hours south of Salt Lake City right off I70 sits in the Sevier valley, surrounded on all sides by the high plateaus. Extending for many miles, from horizon to horizon, their ridge lines trace high-speed racing tracks across the big skies of wild Utah.

Stacy Whitmore was the first amongst the 7,000 Richfield citizens to realize that one can’t possibly live in the shadows of such amazing mountains with-out flying them. And, this being Stacy, he not only learned to paraglide himself, but set up a paraglid-ing school, launched a USHPA-chapter (www.cuasa.com) and, from that time on, spent his precious free time driving up each and every dirt road in the area in search of new launches. Besides Monroe and sev-eral low soaring sites, one of the fruits of his efforts is the amazingly versatile launch on Cove Mountain, the “house” mountain of Richfield. Benching up from launch at 9,000 feet to the vertical rock walls of the summit at 11,000 feet, and watching the slow progress of a reddening sun towards the wide hori-zon from a vantage point high above the cliffs surely must be one of the classic flights to be had in Utah.

And there is Edna Peak in the Tushar Mountains, at 11,600 feet, Utah’s highest drive-up launch. Framed by rugged >12,000 foot peaks, the huge east-facing launch meadow turns on as early as 9:30 AM and accesses epic XC-lines along the mountain chains, north up to Mt. Nebo and Salt Lake and south towards Bryce Canyon or Zion National Park as well as daring desert dashes to the east towards Green River or Grand Junction. I am prepared to bet a burger that the next state record will be reaped from Edna, even though we haven’t yet flown any of its truly epic lines. But we did fly one of the classic lines from Monroe.

We’d flocked down to Richfield for the 4th of July

holiday weekend. After watching powder- colored Cadillacs patrol down main street, Smoky the Bear and high school beauty queens practice old- world royal waves and the beasts from local stables take to the streets as polished and shiny as the hub caps on Cadillacs, it was too late for Edna, so we headed up to Monroe instead. It was hot, one of the days when the prodigious powers of the sun would charm up tight and violent thermals, rising like snakes from the spines and ravines of the desert foothills. If one of them sinks its fangs into your wing, it may hurl you towards the ground, tumbling and spinning. But if you are prepared for battle, it may take you up to cloud base in a thrilling ride.

We hooked into the Monroe summit thermal and seemingly in no time were slammed into the airspace ceiling at 18,000 ft—a strong day indeed. After having crossed to the eastern edge of the Sevier plateau, it was decision time. The route towards the east was still largely blue, but south along the plateau, friendly-looking cumuli had started to develop. This was evidently the day to explore the lines down to-wards Bryce Canyon National Park. I turned south and found one-and-a-half hours of magical cloud street for cruising in lift lines that were tracing the ridges far below. I never sank below 15,000 ft, often flying considerably higher. Sailplanes were passing below, elegantly dolphining along “my” cloud high-way, their slender silhouettes rapidly melting into the distance. My progress was sluggish by compari-son, but I was relishing the sensation of flying with every fiber of my being.

With my senses tuned to the motions of my wing, I felt a natural part of the invisible aerial choreog-raphy playing out between the sun above and the imposing geography below. All along the eastern ho-



rizon, beyond the bulk of the Aquarius plateau, ex-tended the vast earthen-colored erosion landscapes that harbored Capitol Reef National Park as well as the peaks of the remote Henry Mountains. And against the black waters of Otter Creek, just to my left, I was actually looking down on clouds condens-ing at a lower level. I crossed East Fork Canyon 25 miles out from Monroe, hardly noticing the transi-tion from my altitude. But the bitter cold of high altitude flying started to burn through my exalta-tion. Moreover, the underside of my cloud street had started to match the color of the black lava peaks in the roadless hills ahead.

Longing for the dusty summer heat percolating through the sagebrush plains below, I deviated to-wards the valley. I sank down low enough to get my blood flowing. Bryce Canyon National Park, thirty miles to the south, was beginning to tug ever so slightly on my ambitions. Climbing in sagebrush scented thermals, I worked my way up the broad valley. Still, at Pine Lake, 40 miles out from Monroe, I was only 300 feet off the deck. Maybe startled by my shadow brushing across the sagebrush, a real snake of a thermal leapt up. My wing pitched back without any warning. An instant later the violent upwards acceleration squeezed me deep into my harness, mo-mentarily followed by wild trashing overhead on the

far side of the tight core. This was a powerful one, but I wanted it. I threw my wing around and for the next few minutes it took all I had to keep my glider somewhere above my head, while trying to stick a wing tip into the core. Banking into something re-sembling a spiral dive, I eventually found the sweet spot of the core and screamed for the sky again.

Opening up ahead was a landscape dominated by surreal shades of red, orange and ochre, the rock literally glowing from within in the warm light of the late afternoon. To my left, the imposing cliffs of Powell Point were plowing into the surrounding badlands like the bow of a giant ocean liner. Far off to my right, completing the arch of a giant amphi-theatre, awaited the picture book landscapes of Bryce Canyon National Park. And framed by red cliffs, the undulating wilderness of the Escalante Staircase National Monument stretched towards Lake Powell, sharply contoured in the late afternoon light. I lost my thermal well below cloud base, but pushed ahead in the exuberance of flying my dream.

From the serenity of high altitude cloud street flying, I was back to tense terrain hopping. Worse, overdevelopments to the west were rapidly shading off the area and the flip side of flying over wild lands suddenly became apparent. Boulder-strewn stream beds at the bottom of deep canyons were the only

owing to the extraordinary success

of the POISON2, the bar was set

high for its successor. Consecutive two-time

winner of the German Paragliding Series Class,

the POISON2 has been treasured by pilots for its

balanced fl ight performance. We are certain

that we have developed a worthy heir.

With optimized silver cloth,

rigid foil, individual line connection

and an aspect ration of 6.8,

this is an extremely impressive

and performance-strong wing.

We are pleased to present our new fl agship, the .

Phot

o: w

ww.w

olfg

ang-

ehn.

de

[opposite] Stacy Whitmore and Dave Barton soaring Powell Point.

http://www.skywalk.info


realistic landing option, in the best case, followed by a grueling hike out through a maze of canyons and ravines. A hunting swallow eventually led me to a saving core. And I also owe the bird the unforgetta-ble privilege of gliding past Bryce Canyon National Park, experiencing its fractal landscapes, not in the picture postcard perspective of the hikers below, but as one element in the grandiose geography of south-ern Utah. I landed in a vibrantly green field just out-side of Tropic, 63 miles from Monroe—a modest flight in terms of distance, but priceless in terms of XC-flying experience. A burger wasn’t to be had in the town of Tropic, but I got to watch cloud streets racing south well past 7:30 pm.

Once the high plateaus shrug off this winter’s load of snow, we’ll try again to push new lines above wild lands. If you happen to be in the Richfield area, don’t miss the opportunity for a truly epic flight or the serene beauty of an evening soaring session above Cove. But above all, make sure to sign up for the Red Rocks paragliding US nationals in July in Richfield (www.redrocksnationals.com). With

Monroe as main launch and Edna and Cove as pos-sible accessory launches, we shall introduce the high plateaus between the national parks as a new, excit-ing and wildly beautiful racing arena.

[above] Helmet in awe of the alpen glow on Powell Point. [right] The author about to crush a central

Utah victory burger | photo by Jurgita Lukosevicius.

http://www.redrocksnationals.com


Introducing the new USHPA custom Visa Platinum Rewards Card.

The card with Flare.No annual fe• e.

$50 donation by the bank, to USHPA• , whenyoufirstusethecard.*

Ongoi• ngcontributionsmadewhenyoucontinueusingyourcard.

Low • IntroductoryAPRonpurchasesandnobalancetransferfeefor6months.**

Enha• ncedVisaPlatinumbenefits,including24/7EmergencyCustomerService,100%FraudProtection,AutoRentalandTravelAccidentInsuranceandmuchmore.

Earnpo• intsathundredsofparticipatingonlineretailersredeemableforname-brandmerchandise,eventtickets,giftcardsortravelrewardoptions.

Apply today at: http://www.cardpartner.com/app/ushpa

Submit your own image or choose one of these custom

USHPA Platinum Rewards Cards.

TheUSHPAVisacardprogramisoperatedbyUMBBank,N.A.AllapplicationsforUSHPAVisacardaccountswillbesubjecttoUMBBankN.A.'sapproval,atitsabsolutediscretion.Pleasevisitwww.cardpartner.comforfutherdetailsoftermsandconditionswhichapplytotheUSHPAVisacardprogram.Donationmadewhencardisusedoncewithin90daysofissuance.AfterthisperiodalowvariableAPRwillapply.

Powered by CardPartner.

The #1 provider of affinity credit card programs.

Use your own photo.

http://www.cardpartner.com/app/ushpa

Hang Gliding & Paragliding | www.USHPA.aero40 Point of the Mountain, 1980 | photo by John Heiney

Hang Gliding & Paragliding | www.USHPA.aero 41Point of the Mountain, 2010 | photo by Jeff O'Brien


by Ricker Goldsborough

This was a daunting trip that de-manded patience and understand-ing as well as tolerance of the heat.

Although filled with excitement and surprises, this excursion tested my skills and patience.

After a short hop to Los Angles, California, followed by a seven-hour lay-

over, I found myself getting on a plane bound for Sydney, Australia. Not that I was surprised, but I was feeling a bit guilty and unworthy of such a wonder-ful opportunity.

Fifteen hours later I arrived in Sydney, where I collected my bags and walked to the car rental counter. NO Big Deal? Well, not yet. All went smoothly until I backed out of the parking garage and

was forced to drive on the left side of the road while keeping alert for oncoming cars when making turns.

However, my journey ended well when I met up with Alex Cuddy and Curt Warren of Warren Wind Sports. I was greeted like family and invited to go fly a local site only minutes away from where they lived. Jet lag and a desire to take photos forced me to stay

Forbes AustraliaHang Gliding Competition


earthbound, but I have added Hill 60 in Australia to my list of desired places to fly.

So, on we headed to the Forbes Competition, arriving many hours later and a bit worn out from dodging kanga-roos on the road. Just kidding. They only come out at night, I’m told— ap-parently like deer in the United States— and can really mess up a vehicle.

The calls of parrots and other birds filled the air and the fragrance of euca-lyptus enveloped us. I felt as if I were in time warp travel back to the US in the 70’s. Forbes reminded me of the small Texas town where I lived when I was in high school. Mornings were pleasant and calm, leading us to wonder how hot it would get by afternoon. We were an-swered by 1:00 PM when the tempera-ture was 100 degrees Fahrenheit and rising.

The task committee did a wonderful job of designing very competitive tasks that often exceeded 160k each day. It’s important to note that on day five the committee set a record breaking task of 318k, the second longest task in hang gliding competition history. Twenty-nine out of the fifty-seven pilots who flew that day made goal, with over twen-ty-seven making personal best flights either for time in the air or distance. It was a wonderful day with Jamie Sheldon who finished off the day at goal on her Moyes Litesport.

Some may think that the top pilots are at the top because of money, fame, equipment, support or even luck. I say nay. Each one is in the spot he/she has truly earned. Competition flying is not for everyone, but I think everyone should respect the competition pilot. Whether hang gliding or paragliding, the compe-tition pilot has the skills, talent, endur-ance, drive and determination that are equal to any other athlete. Sometimes the race starts before you even leave the house, and, in this case, I would say it did. It was a long way to travel, but well worth it.

The Forbes Australia area is much

Hang Gliding Competition

[left] Ricker, high over the flatlands on the way to a 318k goal. [top] Jonny Durand and his XC training class.

[middle] Jonny Durand explaining the big 318k task. [bottom] Tugs await.


like Big Spring, TX. or other flat, hot and active air areas of the USA. A pri-mary difference is the people. On one of the flying days I landed in a HUGE field, walked over a mile and came across the owner of the property, locally known as the paddock. The first thing he asked me was, “How did you do today, Mate?”

Not, “What’s that thing? Where did you come from?” or “Can I watch you take off?” His question was followed by, “Is there someone on the way to pick you up?” and “Do you want a cold one?” He knew exactly what I was doing and what I needed. He then proceeded to open four gates that prevented me from get-

ting out. It’s amazing how everyone in Australia knows and supports hang glid-ing.

A bit of advice: While at Forbes or any other competition, ask questions and allow other pilots to help you. Don’t expect it, but appreciate it. All the pilots I have come into contact with are very loving, caring people, especially the manufacturers and event coordinators. They are top-notch at the Forbes event, offering prizes, local community involve-ment and support, equipment assistance and more. Both Moyes and my retrieve team had it taken care of. Thanks to Belinda Straub and Sue Bunner, I never had to wait long for a ride.

So what is important to know about the Forbes Australia Hang Gliding Competition? As I dig through my notes, I come up with these priorities:

Wear SPF 50 or greater at all times. The sun there will burn you very rapidly.

Buy Bushmans’ Bug Repellant when you arrive and carry it in your harness. You will thank me for this when you land out.


Buy water when you get there and drink lots of it. Beer is high octane. So don’t drink and drive. They are strict about DWI.

Fly V Australia if you can. This has to be the best airline on which to travel to Australia. They accept hang gliders that are short-packed, and I have heard rumors that they accept full-length wings as well. Or you may be able to rent one there. You may also come across a good deal on a used one, like I did, and have one waiting. Do this before you get there, though.

Rent a car at the airport ahead of time, unless you have arranged travel to Forbes from Sydney. It costs nothing to make a reservation, so I suggest making it with more than one company. It’s a 4.5 hour drive; you don’t want to get to Sydney and have to wait for a ride.

Exchange your money at the airport

but only the amount you need then. It costs a lot less to use an ATM. Check to see what the dollar exchange rate is before you depart from the states. You may need more or less depending on the current rate.

Hotel reservations are easy to make once you arrive. So no worries,

mate. Don’t expect a Hampton Inn or Marriott. Remember when I said it was like stepping back in time? It truly is. The hotels are clean but old school for the most part.

Prearrange your driver for retrieve. This is not mandatory, but if you’re like me, you will want to know this is taken

[above left] Hill 60, the day of my arrival, after meeting up with Curt Warren and Alex Cuddy. [above right]

Ricker over Australia. [left] Mystery pilot doing a low pass over the hangar. [right] Landing out in Forbes.


care of ahead of time. There are different types of pilots when it comes to retrieves: those who don’t care and are hard-core, those who are flexible and can wait a few hours in the middle of nowhere, and those who want to know they will be picked up ASAP. An entire article could be written on this subject. Keep perspective and be patient. I should listen to my own words. Be patient and do the best with what you have.

Fly with your pants unzipped or un-buttoned. I’ve mentioned this before but forgot on this trip, so I remind you and myself again. I lost 2000’ trying to take care of my business one day.

Most of all have fun and keep your flights in perspective. We are doing something most of the population will never, have never, and won’t ever do.

As they say down under: “Yea, yea, no worries, Mate. Good on ya!”

Part 1 WinnersJonny Durand

Curt Warren

Gerolf Heinrich

Part 2 WinnersJonny Durand

Carl Walbank

Trent Brown

The Cloudbase Foundation collected

over $2,700 at the Forbes event.

This money will be going towards

an already established community

project in Big Spring, TX. After

returning home, members of the

Cloudbase Foundation were thrilled

to see that many of the pilots at the

event in Australia had contacted us

about wanting to do fundraisers and

projects in their hometowns. For

more information go to www.cloud-

basefoundation.org.

[top] left to right: Gerolf, Jonny and Curt, part one awards.


http://www.kittyhawkkites.com


TUG PILOT CERTIFICATION/RENEWAL In last month’s issue of “Towline” we provided background information and specific step-by-step instructions on the new registra-tion renewal requirements for tug aircraft and possible consequences if owners do not renew their tug’s registration . In this month’s issue we will be focusing on the nature of being a tug pilot: basic qualifica-tion, currency, and renewal requirement, as well as possible consequences of towing without proper credentials .

TRACY: Lisa, you’ve been a tug pilot for about 15 years now. I know that you like towing. Why?lISA: Although I like hang gliding the best, I like any kind of flying and can get of a lot of airtime in the tug. It’s fun to be at the center of the action, somewhat like being a baseball pitcher or football quar-terback. And being a tug pilot has helped me gain expertise in knowing and feeling the sky, which has helped me become a

better soaring pilot. TRACY: As a hang glider pilot and tandem instructor, I would rather tow behind you than anyone else. Part of the reason is that you are a great tug pilot, and part of the reason is that we have developed and re-fined a great system over the years. lISA: I feel the same, and that’s why we are writing these articles—to share that knowledge and try to help others.TRACY: Do you have any advice for some-one who is an eager, air-horny, prospective tug pilot?lISA: Boy, do I ever…! First, make sure you get good training and proper, legal credentials. Second, don’t dabble, espe-cially if you are going to tow for a club or business—it takes a lot of towing to be a good, safe tug pilot and to be able to tune into the flying characteristics and subtle indications of possible mechanical problems that your tug might experience. Third, if you are a hang glider pilot as well as a tug pilot, expect to get less hang time because everybody is going to want you to tow them up on good days.TRACY: You mentioned mechanical prob-lems. How big a deal is that?lISA: Almost every veteran hang glider tug pilot I know has experienced some kind of mechanical problem or engine power fail-ure. In fact, I had a power failure on my very first solo flight in a Dragonfly during my tow pilot training in Florida.TRACY: What happened?lISA: It was my first solo take-off. I was low and climbing over the pine trees at the edge of the field when the battery fell out and the engine quit. I can tell more about that in a future “Towline” issue. What’s

important to say now is that tug pilots must realize that problems are all too common, and they must be prepared for the emergency.TRACY: Likewise, hang glider pilots must also realize that an emergency can happen at any time. Aerotow hang glider pilots should have received emergency scenario training as students and be prepared to take the best action in an emergency situ-ation. For example, they should know that standard procedure in both the sailplane and hang gliding world is for the glider pilot to always turn smoothly and im-mediately to the right upon release at the end of the tow, while the tug turns left. This helps to avoid a collision between the glider pilot and tug after release. The glider pilot should always and immediately turn right when he/she releases; eventually, it will become an almost subconscious, sec-ond-nature habit. This standard practice also supports the proper emergency reac-tion, such that if the tug pilot experiences a problem—most commonly a power fail-ure—and needs to turn back immediately to try to make the field, the tug pilot will wave off the hang glider pilot and turn left (if altitude allows), and the hang glider pilot will immediately release and instinc-tively turn right. The hang glider pilot’s correct action will enable the tug pilot to make a quick turn and will help avoid a collision.lISA: Right. And, there are many other ex-amples of how and why hang glider pilots learning to aerotow should learn standard techniques and must have emergency scenario-based training. That’s another good topic for a future “Towline” article. You’ve been towing for as long as I have. Do you have any thoughts to share about being a tug pilot?TRACY: I have several comments related to the fact that a tug pilot's actions can impact the safety of another person.

First, tug pilots must realize that acci-dents in aviation do happen, and that they place themselves at some level of risk with every tow they perform. Good training and proper credentials help reduce that risk. Conversely, inadequate training and lack of proper credentials place not only the tug pilot at greater risk, but also the tug owner and club or organization they are towing for. Tug owners and comp or-ganizers need to make sure their tug pilots

Tug | Truck | Boat | Rig

TowLINE by Lisa Coletti & Tracy Tillman

“Tug pilots must realize that

accidents in aviation do happen,

and that they place themselves

at some level of liability risk with

every tow they perform. good

training and proper credentials

help reduce that risk.”


are properly credentialed.Second, aerotow hang glider pilots

need to obtain thorough aerotow train-ing and constantly reassess their skills and technique, they should know standard procedures, and should train for emer-gency scenarios. Concientious training and honing of aerotow skill makes towing safer for both the tug pilot and hang glider pilot. Part of being a responsible tug pilot is to help hang glider pilots reassess and hone their skills by talking to hang glider pilots about their technique in coming off the cart, maintaining the right towing position, controlling oscillations or pul-sation, release timing, avoiding zooming up at release, and remembering to always turn right at release.

Sometimes this is not easy to do, es-pecially when they think they are skilled pilots, but advising them on ways to im-prove their technique could help prevent a tragedy. You could be saving their behind, as well as your own. While tug pilot's ac-tions can affect the safety of the hang glider pilot they are towing, the hang glider pi-lot's actions can also affect the safety of the tug pilot. Hang glider pilots need to understand and appreciate the fact that every time they get towed, tug pilots (a) may be giving up their own opportunity to hang glide, and (b) are basically putting their life on the line for the hang glider pilot so he/she can have some fun. Show a good tug pilot some courtesy, respect, and appreciation—and you’re more likely to get towed to the best lift!

Third, a tug pilot should realize that towing operations are going to be no-ticed by the general public in the towing area, and some people on the ground may not like the noise and activity. It helps to try to avoid flying near homes and to fly somewhat different tow patterns to dis-perse the noise for folks on the ground, but realize that sooner or later someone on the ground is not going to like that noise and will eventually contact the FAA. That means, even if there is not an accident, it is all too likely for an FAA inspector to show up at a towing operation.lISA: Dealing with an FAA ramp check or inspection would be a good topic for another “Towline” article.TRACY: We should do that one and explain how an FAA inspection could happen to a hang glider pilot as well as a tug pilot.


But for this issue, we can just say that the tug pilot needs to have the required pa-perwork on hand to show the inspector that both he and the aircraft are properly credentialed. If an FAA inspector knows who is towing at a certain site, he doesn’t have to make a visit to check credentials. In fact, anyone can check to see if a tug and/or pilot are properly credentialed by visiting the FAA’s pilot certification [ref 1] and airplane registration [ref 2] public-access online databases. lISA: Since a tug pilot's actions can affect the safety of another person while towing, the FAA takes a dim view of lack of cre-dentials, and the enforcement action can be severe.TRACY: I checked with a local FAA Inspector regarding possible enforcement action. The FAA Inspector said it de-pends on the particular inspector. He said he would most likely just give a letter of warning if it was something minor, such as a situation where the tug pilot was fully credentialed but forgot his pilot’s certifi-cate card that day, but other inspectors might not be so kind. He also said if the tug pilot was not fully credentialed, he would come down hard him, and the pilot would need to consult an attorney.lISA: I got some more information about that from a local aviation attorney. He said that FAA Order 2150.3B (Appendix B) provides the recommended administra-tive enforcement action for most FAA vio-lations. According to the guidelines, it is considered a Minimum Civil Penalty for a general aviation pilot to be flying with-out a valid airman certificate or medical certificate on his/her person. In this case,

the penalty for a single violation in the ab-sence of aggravating or mitigating factors ranges from $500-$649. In a situation where a proper credential has not been issued, the guidelines call for a Maximum Civil Penalty of up to $11,000. [ref 3]TRACY: It happens. We know a hang glider pilot who got whacked $11,000 for flying an LSA without a pilot certificate. The pilot is fairly well known in the hang gliding community, but we won’t drop names.lISA: The attorney said the FAA does not have the power to criminally prosecute a defendant; they can only issue civil penal-ties and administrative sanctions, such as suspensions or revocation of certificates. However, a pilot can be criminally pros-ecuted under state and federal law, which would be likely if the pilot did not hold the proper credentials and was involved in an injury accident. Additionally, infrac-tions related to Homeland Security could result in six-figure civil penalties as well as criminal prosecution.TRACY: I think that means jail time—seems the Feds are getting grumpier about that kind of thing. What credentials are required to become a tug pilot?lISA: It depends on whether the tug is a true ultralight or a certificated aircraft. If it is a true ultralight, the tug pilot needs to get an Aerotow Tug Pilot (ATP) rating [ref 4] from a USHPA Aerotow Administrator or Supervisor who also holds an ATP rating [ref 5], and can tow only for non-commercial, sport and recre-ational purposes [ref 6]. The towing skill demonstration for this requires complet-ing at least five flights, single or dual, as

pilot of a hang glider being aerotowed, and five flights as a tug pilot aerotowing a hang glider that is flown by an AT-rated Hang 4 pilot who is highly experienced in aerotowing [ref 4].

If towing with an FAA-certificated aircraft, the required credentials are the same, whether towing sailplanes or hang gliders. In this case, the tug pilot must have at least a third-class medical, weight-shift or single-engine land (SEL) private pilot certificate, FAA tow endorsement, and—if flying a tail-dragger—a tailwheel endorsement [refs 7,8]. In this case the tug pilot can tow for compensation. Towing for compensation is about the only com-mercial operation that a private pilot is allowed to do—otherwise, a commercial pilot certificate is required for commer-cial flight operations [ref 9]. The towing skill portion of the FAA tow endorsement involves getting a logbook endorsement from an authorized instructor of ground and flight training in an unpowered ultra-light vehicle or glider (hang glider or sail-plane) and getting a logbook endorsement from another qualified tug pilot who has accompanied you on three flights in an aircraft, while you have performed simu-lated or actual tows of a glider or unpow-ered ultralight vehicle [ref 7,10]. Sample endorsement forms are available on FAA’s web site [ref 11].

We won’t go into all the details about the processes here, as we already covered that in some of our previous “Towline” articles [refs 12,13]. Other good informa-tion is readily available [refs 14,15].TRACY: How about the middle-ground. Can a licensed Sport Pilot tow with a Light Sport Aircraft?lISA: No--but one would think so, with the long history and relatively safe record we have of USHPA-rated tug pilots towing with ultralights and heavy ultralights. In fact, most of the current fleet of tugs used for towing hang gliders would have pre-viously been considered heavy ultralights and were flown by ATP’s before the heavy ultralights had to be converted to LSA’s.TRACY: And that’s why, several years ago, USHPA’s Towing Committee quietly sub-mitted a request for an exemption from the FAA to allow Sport Pilots with an FAA tow endorsement to tow hang gliders under the same non-commercial limita-tions as ATP’s who tow with true ultra-


lights. While not a secret, the Towing Committee felt that there might be about a 50/50 chance for approval. They did not highly publicize USHPA’s request because of the concern that some USHPA ATP’s would think of it as a sure thing and would not pursue the actual requirements that are in place. In fact, you and I know of several tug pilots who have still not gotten their proper towing credentials, hoping that USHPA’s request for an exemption to allow Sport Pilots to tow would be ap-proved.lISA: Unfortunately, we have bad news to share about that. After waiting for three years for a response, USHPA was informed by the FAA in a letter dated December 7, 2010, that our request was denied. TRACY: Torpedoed on December 7. Jeez, that figures. What’s the story?lISA: USHPA submitted the exemption request in February of 2008. Our petition was published in the Federal Register on July 17, 2008 [ref 16]. We finally heard back from them about their decision in December 2010.TRACY: Bottom-line: the FAA’s legal reason for denial was that Sport Pilots are not allowed to tow. But that was our request—it’s a rather circular argument, don’t you think?lISA: Right. Reading between the lines, I think that the real reason for denial is based more on the fact that the FAA wants to limit or eliminate exemptions to the FAR Part 103 ultralight regs [ref 17]. That’s the reason that the LSA/Sport Pilot regs [ref 18] were created in the first place, to eliminate or limit exemptions to the standard regulations.TRACY:Yeah, that’s true. In fact, USHPA’s current tandem [ref 19] and towing [ref 6] exemptions could be at risk of being can-celled by the FAA. It was recently report-ed in Light Sport and Ultralight Flying magazine [ref 20] that the FAA is looking to eliminate USHPA’s exemptions and re-place them with new permanent standards within FAR Part 103.

I contacted the author of that article. The FAA would like USHPA’s exemp-tions to be replaced by new standards that would be developed by the F37 Technical Committee of ASTM [ref 21], the same organization that created the industry-consensus standards for the LSA/Sport Pilot regs. However, ASTM and the FAA

have a lot on their plates and currently have bigger fish to fry. I was told that our current tandem and towing exemptions are likely to remain in place for awhile, as long as we don’t screw up.TRACY: We’ve got one last thing to cover related to holding proper tug pilot creden-tials—which is maintaining credentials through currency and renewal. What are the currency requirements for a USHPA Aero Tug Pilot?lISA: There is no requirement for an ATP to conduct a minimum number of flights or tows per year. However, ultralight tug pilots can’t hold their rating if they don’t maintain their USHPA membership. If their membership expires, so does their rating. The rating can be automatically renewed if they renew their membership. However, their rating will expire perma-nently if they let their membership lapse for more than three years. This applies to all ratings issued by USHPA [ref 22]. Renewal of the ATP rating is also depen-dent upon the FAA’s biennial renewal of USHPA’s Towing Exemption #4144 [ref 6]. If 4144 expires or is cancelled, so do all our ATP ratings.TRACY: The currency requirements for an FAA-endorsed tow pilot are more rigorous [refs 7,11,23]. First, they must pass a flight physical to renew their third-class medical every two years if age 40 or older, or every five years if less than 40 years old [ref 24]. Although a commercial pilot certificate is not required by the FAA for commercial towing of hang gliders or sailplanes [ref 9], some sailplane operations and aircraft insurance companies require it. To exer-cise commercial pilot privileges, a second-class medical is required, which must be renewed every year for a pilot of any age. If a second-class medical is not renewed, it reverts to a third-class medical—meaning the pilot can still fly as a private pilot, but not as a commercial pilot [ref 24]. If a third-class medical is not renewed, a pilot could still fly a glider as a Glider Pilot or an LSA as a Sport Pilot, but cannot fly an aircraft as a Private Pilot or FAA-endorsed tow pilot [ref 25].lISA: Also, every two years all FAA-licensed pilots must complete a flight review consisting of one hour of ground training and one hour of dual flight train-ing with a Certified Flight Instructor (CFI) [ref 26]. This is a basic flight and

http://www.kittyhawkkites.com


REFERENCES1. “Search Airmen Certificate Information.” FAA search web

page: http://www.faa.gov/licenses_certificates/airmen_cer-

tification/interactive_airmen_inquiry/

2. “FAA Registry N-number Inquiry.” FAA search web page:

http://registry.faa.gov/aircraftinquiry/

3. “FAA Compliance and Enforcement Program, Order

2150.3B.” http://fsims.faa.gov/WDocs/Orders/2150_3B.htm

4. “USHPA Aerotow Vehicle Pilot Rating (ATP).” USHPA

SOP 12-02.12A: https://www.ushpa.aero/documents/SOP/

ushpa_sop_book.pdf

5. “Towing/Aerotowing Administration.” USHPA SOP 12-10:

https://www.ushpa.aero/documents/SOP/ushpa_sop_book.

pdf

6. “USHPA Towing Exemption #4144.” USHPA SOP 12-02.23

Addendum 2: http://www.ushpa.aero/4144.asp or https://

www.ushpa.aero/documents/SOP/ushpa_sop_book.pdf

7. “Glider and Unpowered Ultralight Vehicle Towing:

Experience and Training Requirements.” Title 14 CFR Part

61.69: http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&

sid=ea83fd8f5a4822b85363941f6820a009&rgn=div8&view

=text&node=14:2.0.1.1.2.2.1.7&idno=14

8. “Additional Training Required for Operating Tailwheel

Airplanes.” Title 14 CFR Part 61.31(i): http://ecfr.gpoaccess.

gov/cgi/t/text/text-idx?c=ecfr;sid=dcbfb045fbdada5f64b5

97e8e5f5ff0e;rgn=div5;view=text;node=14%3A2.0.1.1.2;idno

=14;cc=ecfr#14:2.0.1.1.2.1.1.20

9. “Private Pilot Privileges and Limitations: Pilot-in-

Command.” Title 14 CFR Part 61.113: http://ecfr.gpoaccess.

gov/cgi/t/text/text-idx?c=ecfr&sid=ea83fd8f5a4822b8536

3941f6820a009&rgn=div8&view=text&node=14:2.0.1.1.2.5.1.

8&idno=14

10. “Pilot Tow Endorsement Requirements When Using FAA

Certificated Aircraft.” USHPA SOP 12-02.12C: https://www.

ushpa.aero/documents/SOP/ushpa_sop_book.pdf

11. “Required endorsements in accordance with CFR, part

61, section 61.69.” FAA web site: http://www.faa.gov/licens-

es_certificates/airmen_certification/sport_pilot/media/

towing_req.pdf

12. “Towline: Tug Pilot Qualifications, Ratings, Endorsements”

by Lisa Colletti and Tracy Tillman, Hang Gliding and

Paragliding magazine, April 2007: http://www.ushpa.aero/

article.asp?id=43

13. “Getting the USHPA ATP (Aerotow Tug Pilot) Rating” by

Lisa Colletti and Tracy Tillman, Hang Gliding and Paragliding

magazine, August 2007: http://www.ushpa.aero/article.

asp?id=52

14. “Online Tow Pilot Course” by the Soaring Safety

Foundation and Civil Air Patrol: http://soaringsafety.org/

school/towpilot/

15. “Towpilot Manual” Tug Pilot Manual by Burt Compton:

http://www.soarmn.com/cumulus/books/Wander/

TowpilotManual.htm

16. “Petition for Exemption. Docket No.: FAA–2002–12590.”

Federal Register, Vol.73, No.138: http://edocket.access.gpo.

gov/2008/pdf/E8-16371.pdf

17. “Ultralight Vehicles.” Title 14 CFR Part 103: http://ecfr.

gpoaccess.gov/cgi/t/text/text-idx?c=ecfr;sid=789ba03993

11fa791731cc2e09f93be8;rgn=div5;view=text;node=14%3A2

.0.1.3.16;idno=14;cc=ecfr or https://www.ushpa.aero/docu-

ments/SOP/ushpa_sop_book.pdf

18. “Sport Pilot.” FAA web site: http://www.faa.gov/licenses_

certificates/airmen_certification/sport_pilot/

19. “USHPA Tandem Exemption #4721.” USHPA SOP 12-

02.24 Addendum 3: http://www.ushpa.aero/4721.asp or

https://www.ushpa.aero/documents/SOP/ushpa_sop_book.

pdf

20. “Propwash: Keeping an Eye on the Feds. Exemptions

to Expire.” by Dennis Demeter, Light Sport and Ultralight

Flying magazine, October 2010, p.36.

21. ASTM F37 Technical Committee on Light Sport Aircraft:

http://www.astm.org/COMMIT/SUBCOMMIT/F37.htm

22. “Pilot Proficiency System Administration Procedures.”

USHPA SOP 12-02.02: https://www.ushpa.aero/documents/

SOP/ushpa_sop_book.pdf

23. “AC 61-98A - Currency and Additional Qualification

Requirements for Certificated Pilots.” FAA Advisory

Circular: http://www.faa.gov/regulations_policies/advi-

sory_circulars/index.cfm/go/document.information/docu-

mentID/22889

24. “FAA Medical Certificates - How long are they valid?”:

http://flightphysical.com/part67/whatclass.htm

25. “Medical Certificates: Requirements and Duration.” Title

14 CFR Part 61.23: http://ecfr.gpoaccess.gov/cgi/t/text/text-

idx?type=simple;c=ecfr;cc=ecfr;sid=7a3e63f86fd47e7464b5

5d4782ea47a2;idno=14;region=DIV1;q1=61.23;rgn=div8;view

=text;node=14%3A2.0.1.1.2.1.1.17

26. “Flight Review.” Title 14 CFR Part 61.23: http://ecfr.

gpoaccess.gov/cgi/t/text/text-idx?type=simple;c=ecfr;c

c=ecfr;sid=7a3e63f86fd47e7464b55d4782ea47a2;idno=

14;region=DIV1;q1=61.56;rgn=div8;view=text;node=14%3

A2.0.1.1.2.1.1.35

27. “Safety Advisor: Pilot’s Guide to the Flight Review.”:

http://www.aopa.org/asf/publications/sa03.pdf

28. “Wings: Pilot Proficiency Program.” https://www.faasa-

fety.gov/WINGS/pppinfo/default.aspx

29. “Federal Regulations for Tow Pilots.” http://www.soar-

ingsafety.org/school/towpilot/tpc11.htm

30. “AC 61-65E – Certification. Appendix 1: Endorsements.”

FAA Advisory Circular: http://rgl.faa.gov/Regulatory_

and_Guidance_Library/rgAdvisoryCircular.nsf/list/AC%20

61-65E/$FILE/AC61-65E.pdf

http://www.faa.gov/licenses_certificates/airmen_certification/interactive_airmen_inquiry/

http://www.faa.gov/licenses_certificates/airmen_certification/interactive_airmen_inquiry/

http://registry.faa.gov/aircraftinquiry/

http://fsims.faa.gov/WDocs/Orders/2150_3B.htm

https://www.ushpa.aero/documents/SOP/ushpa_sop_book.pdf




http://www.ushpa.aero/4144.asp



http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid=ea83fd8f5a4822b85363941f6820a009&rgn=div8&view=text&node=14:2.0.1.1.2.2.1.7&idno=14



http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr;sid=dcbfb045fbdada5f64b597e8e5f5ff0e;rgn=div5;view=text;node=14%3A2.0.1.1.2;idno=14;cc=ecfr#14:2.0.1.1.2.1.1.20










http://www.faa.gov/licenses_certificates/airmen_certification/sport_pilot/media/towing_req.pdf



http://www.ushpa.aero/article.asp?id=43




http://soaringsafety.org/school/towpilot/

http://soaringsafety.org/school/towpilot/

http://www.soarmn.com/cumulus/books/Wander/TowpilotManual.htm

http://www.soarmn.com/cumulus/books/Wander/TowpilotManual.htm

http://edocket.access.gpo.gov/2008/pdf/E8-16371.pdf

http://edocket.access.gpo.gov/2008/pdf/E8-16371.pdf

http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr;sid=789ba0399311fa791731cc2e09f93be8;rgn=div5;view=text;node=14%3A2.0.1.3.16;idno=14;cc=ecfr






http://www.faa.gov/licenses_certificates/airmen_certification/sport_pilot/

http://www.faa.gov/licenses_certificates/airmen_certification/sport_pilot/

http://www.ushpa.aero/4721.asp



http://www.astm.org/COMMIT/SUBCOMMIT/F37.htm



http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentID/22889



http://flightphysical.com/part67/whatclass.htm

http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?type=simple;c=ecfr;cc=ecfr;sid=7a3e63f86fd47e7464b55d4782ea47a2;idno=14;region=DIV1;q1=61.23;rgn=div8;view=text;node=14%3A2.0.1.1.2.1.1.17









http://www.aopa.org/asf/publications/sa03.pdf

https://www.faasafety.gov/WINGS/pppinfo/default.aspx

https://www.faasafety.gov/WINGS/pppinfo/default.aspx

http://www.soaringsafety.org/school/towpilot/tpc11.htm

http://www.soaringsafety.org/school/towpilot/tpc11.htm

http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/list/AC 61-65E/$FILE/AC61-65E.pdf




Visit NorthWing.com to view the ATF Soaring Trike1st place, Sporting Class - 2009 King Mountain Nationals

1st - 2nd - 3rd place - 2010 Texas Single Surface Shoot-Out

available with Full Race options and custom sail

The high performance single-surface glidernew Freedom 220!

[email protected]

northwing.comULTRALIGHT TRIKES & WINGSHANG GLIDERS

150 170 190 220Freedom

knowledge currency check, not a towing-specific skill check for tug pilots. There are alternatives to the biennial flight review [ref 27], but all involve a check-out flight with an instructor, such as a flight test for any certificate or rating, or completion of any phase of the FAA’s “Wings” program [ref 28] within that two year period. In any case, your logbook will have to be en-dorsed by the CFI who did the check-out with you.TRACY: There is also a towing-related checkout for an FAA-endorsed tow pilot to complete every two years, but it does not have to be done with a CFI. Rather, you must get an endorsement in your log-book from an experienced and current FAA-endorsed tow pilot that they have accompanied you on at least three actual or simulated glider tows or that you have made at least three flights as pilot in com-mand of a glider towed by an aircraft. In 2009 this was changed from an annual to a biennial requirement [ref 29]. The bien-nial tow currency endorsement for your logbook should look like this [ref 30]:

Tow Proficiency Endorsement | I cer-

tify that (First name, MI, Last name) has made at least three actual or simulated tows of a glider or unpowered ultralight vehicle per section 61.69(a)(6). Date / signature / name (tow pilot, certificate # 987654321).

- oR -Tow Proficiency Endorsement | I cer-tify that (First name, MI, Last name) has made at least three flights as pilot in com-mand of a glider or unpowered ultralight vehicle towed by an aircraft per section 61.69(a)(6). Date / signature / name (tow pilot, certificate # 987654321).

lISA: Well, it looks like we’ve covered the issue of the nature of being a tug pilot, qualification and currency requirements, and possible consequences of towing without proper credentials.TRACY: Heavy stuff. Why do we tow?lISA: Because it’s fun!

Lisa is currently the Chair of USHPA’s Towing Committee . Tracy is a past Chair of the Towing Committee, and is currently Regional Director for Regions 7 & 13 . He is also a Safety Counselor for the FAA Detroit FSDO area . They are both very active and current multi-engine commercial airplane and glider pilots, tug pilots, and tandem hang gliding instructors for the Dragon Fly Soaring Club at Cloud 9 Field (46MI), Michigan . Please feel free to contact them about towing related issues at cloud9sa@aol .com .

http://www.northwing.com

54

GALLERY | Rebecca Bredehoft

56

[previous] Rolf Belden over Beaver Mountain, WY. [top] Cade Palmer living dangerously, Lake Hawea, Wanaka, New Zealand. [above] CJ Drews waiting for wind, Curtis Canyon, WY. [right] Cade Palmer hugging the cliffs, Makapu’u, Oahu, HI. [opposite] Cade Palmer introducing a passenger to Rock Springs Buttress, Teton Village, WY.

58

[above] Loren Cox, just the tip, Rendezvous Bowl, JHMR, Teton Village, WY. [right] Cade Palmer and the Sea

of Dreams, Rendezvous Bowl, Teton Village, WY. [far right] Matt Combs

and Cody Peak, Rendezvous Bowl, JHMR, Teton Village, WY.

60

[top] Loren Cox loving our new favorite dune, Sand Mountain, NV. [above] CJ Drews, David Cleeland, Hal Wheeler and Brad Jezek setting up, Curtis Canyon, WY. [right] Cade Palmer and Rok the dog in a sea of tracks, Sand Mountain, NV.

[left] Dan Roof and Cade Palmer sharing a thermal over town, Jackson, WY. [far left] Where’s Waldo? Loran Cox over Teton Village, WY. [below] Loren Cox wingover, Rock Springs Bowl, Teton Village, WY. [next page] Tyler Horne playing with some morning wispies, JHMR, Teton Village, WY.




Terry Hawkinshas been a paragliding freestyle

master since 1989. Judie Hawkins captures him in action on the

shores of Trinity Lake.


DON’T MISS OUT.BE SURE TO RENEW.

Be sure to renew your USHPA

membership before it expires to

take advantage of online renewals

and participate in the USHPA Green

Initiative. Online renewal is only

available to current members. Expired

members will not have access to

online renewal.

Interested in joining USHPA?

Download an application at

www.ushpa.aero/forms

or call 1-800-616-6888

no longeR flying?Become a

Contributing MemberParticipate in elections!

Receive the monthly magazine!

Application at

www.ushpa.aero/formsor call

1-800-616-6888

East Coast PG Championship . . . . . . . .21

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

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

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

Foundation for Free Flight . . . . . . . . . . 20

Kitty Hawk Kites . . . . . . . . . . . . . . . . . .51

Kitty Hawk Kites . . . . . . . . . . . . . . . . . .47

Lake County Chamber of Commerce . . .11

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

North Wing . . . . . . . . . . . . . . . . . . . . . . 53

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

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

Rio . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Sky Wings Magazine . . . . . . . . . . . . . . 24

Skywalk . . . . . . . . . . . . . . . . . . . . . . . . .37

Soaring Society of America . . . . . . . . . 75

Sport Aviation Publications . . . . . . . . . 28

Superfly . . . . . . . . . . . . . . . . . . . . . . . . 19

Thermal Tracker Paragliding . . . . . . . . . 10

Traverse City HG & PG . . . . . . . . . . . . . . 9

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

US Parachuting Association . . . . . . . . . 13

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

USHPA | 2011 Calendar . . . . . . . . . . . 15

USHPA | 2012 Calendar . . . . . . . . . . . 14

USHPA | Visa . . . . . . . . . . . . . . . . . . . 39

ADVERTISERS


MEETINGS

mARCH 3-5 USHPA Spring Board of Directors Meeting. Crowne Plaza, 2886 South Circle Drive, Colorado Springs, CO Tel: 719-576-5900 / 888-233-9527. Group discount code: USHPA. Check USHPA web site for schedule and additional info.

ApRIl 16 Bangor, PA. Foundation For Free Flight Meeting. This will be our first meeting in the North-east, and will be our most important meeting in his-tory. Three new trustees will be elected at this meet-ing. All interested volunteers should attend along with all participating individuals. More information: David Leggett, 610-972-5401, or [email protected].

NON SANCTIONED COMPETITION

ApRIl 24-29 La Belle, Florida. 5th Annual Spring Fling.This is a fun trainer comp designed for new-er pilots who want to improve their thermal and x-c skills and learn the basic skills needed to compete in sanctioned competition. Daily clinics with top pi-lots covering everything from GPS to flat land flying skills,towing safety and much more! This event will also be a warm up event for pilots to prepare for the 2011 US national championships in Hearne, Texas. Limit of 30 pilots. More information: David Prentice 505-720-5436, [email protected].

SANCTIONED COMPETITION

ApRIl 30 - mAY 6 Florida Ridge, Clewiston, FL. 3rd Annual Rob Kells Memorial Competition. XC race to goal. H4 or foreign equivalent aerotow rat-ing, xc & turbulence sign-offs, extensive experience on glider to be flown in comp. 3D GPS. Trophies & day prizes awarded. $250 registration fee plus $375 tow fee. Practice date, 4/29. More informa-tion: James Tindle [email protected], or www.thefloridaridge.com.

mAY 1-7 East Coast Paragliding Championships, Florida Ridge Flight Park, Clewiston, FL. Require-ments: P3 with tow sign-off, tow bridle. Ten percent of entry fees go to the top three overall pilots. En-try Fee: $250 plus $150 tow fee. More information: David Prentice at [email protected], or www.earthcog.com.

mAY 8-14 Various airfields from Florida to Geor-gia starting at Quest Air. Flytec Race and Rally. XC race to goal, rally format. Requirements: H4 or for-eign equivalent, aerotow rating, xc & turbulence sign-offs. Extensive experience on glider to be flown in comp. 3D GPS, maximum 50 entrants. Trophies, day prizes and prize money TBA. Entry Fee: $250, towing fee TBA. More Information: Jamie Shelden 831-261-5444, [email protected], or www.flytecraceandrally.wordpress.com.

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

mAY 28-31 National Hang Gliding & Paragliding Day. Events, poster templates, media and press support, as well as other information coming soon. Please submit your Memorial Day weekend fly-ins and events for this 2nd an-nual national event as soon as possible to get them in the magazine, newslet-ter and online.

mailto:[email protected]



http://www.thefloridaridge.com

http://www.thefloridaridge.com


http://www.earthcog.com



http://www.flytecraceandrally.wordpress.com


mAY 17 - 21 Enjoy Field, Chebanse, IL. Let’s pro-mote HG sport in the midwest. All tasks “Race to Goal”. Requirements: H3/H4, aerotow. Kingpost/Topless/Rigid, GPS w/trcklogs. Nice trophies and prize money. Entry Fee: $260 Rain dates 6/12 - 6/18. More Information: Krzysztof Grzyb 312-656-4403, [email protected], or www.mid-westhgcomp.org.

mAY 23-28 Carter Memorial Airport, Luling, TX. Texas Single-Surface Shoot-Out. Race to goal via single surface gliders. Requirements: H3 w/at sign-off. Meet specific rules. Single surface glider, hel-met, gps, parachute, aerotow release harness. En-try Fee: $200. More information: Joel Froehlich at 210-381-5193, [email protected], or www.jo-elfroehlich.wordpress.com.

jUnE 3-5 Glassy Mountain, SC. South Carolina Springtime Fly-In, at Glassy Mountain near Greer, SC. Come and enjoy flying and competing (spot, duration, X-C, balloon toss, etc.) at this beautiful south-facing mountain. Plaques awarded to all 1st, 2nd and 3rd place finishers in all competitions (ex-cept balloon toss). $20 entry fee for competition fly-ing and $10 for fun flying. Fly-In T-shirts are avail-able. (Due to tree restrictions at launch, paragliders cannot be flown at this site) More Information: Paul Peeples 828-885-2536 [email protected], or http://www.southcarolinahanggliding.com/.

jUnE 5-11 Highland Aerosports Flight Park, Rid-gely, MD. East Coast HG Championship. Race to goal. Requirements: Advanced H4, (H3) with meet director approval XC, turbulence, AT ratings, previ-ously flown in a USHPA aerotow comp or have writ-ten approval (before registering) from meet direc-tor, GPS. Prize money awarded based on number of competitors. EntryFee: Class 1/5 $450 early, $500 after 4/15. Sport class $375 early, $425 after 4/15. More Information: Highland Aerosports, Inc 410-634-2700, [email protected], or www.aerosports.net.

jUnE 19-25 Woodrat Mt, Ruch, OR. The Rat Race. Race to Goal. P3 minimum requirement, USHPA membership, helmet, reserve, radio capa-ble to transmit & receive on USHPA frequency. Race trophies for top three open, serial, sport & women. Sprint trophies for top three serial, sport & women. Entry Fee: $395 postmark 4/15; $495 4/15 - 6/19. More Information: Gail Haley - MPH Sports [email protected], or www.mphsports.com.

jUlY 24-30 Monroe Peak, Ritchfield, UT. 2011 Paragliding US Nationals. Race to goal. Require-ments: P3 w/turbulence sign-off, reserve & back protection. Trohpies. Entry Fee: $325 before 5/1, $375 after. More information: Stacy Whitmore 435-979-0225, [email protected], or [email protected].

AUGUST 14-20 Big Spring Airport, Big Spring, TX. Big Spring US Nationals. Safe, Fair & Fun Race to Goal. Requirements: H3, aerotow, current experi-ence. Trohpies. Entry Fee: $350 by 6/1 More infor-mation: David Glover 405-830-6420, [email protected], or www.endlessthermal.com.

AUGUST 14-20 Hearne Municipal Airport, Hearne, TX. Lone Star Nationals PG. A natioal level flatland race to test the potential of hosting a large scale national tow event in the USA. Requirements: P3, tow sign-off, tow bridle. 10% of all entry fees go to prize money. Top three overall & top female. En-try Fee: $250 before 7/1, $350 after 7/1. $150 tow fee. More Information: David Prentice [email protected], or www.earthcog.com.

SEpTEmBER 11-17 Francisco Grande Golf Resort & Hotel, Casa Grande, AZ. Santa Cruz Flats Race. XC race to goal. Requirements: H4 or foreign equiv-alent, aerotow rating, xc & turbulence sign-offs, ex-tensive experience on glider to be flown in comp. 3D GPS. Max 60 entrants. Trophies and day prizes. Entry Fee: $275, tow fees TBA. More Information: Jamie Shelden 831-261-5444 [email protected], or santacruzflatsrace.blogspot.com.

SEpTEmBER 4-10 1st US Nationals Open dis-tance Championship at Inspiration Point (Squaw Peak Lookout), Utah. Open distance as per USHPA OD scoring system. Requirements: P3 w/turbulence sign-off, reserve & back protection. Trophies Entry Fee: $325 before 6/1 $375 after. More information: Ken Hudonjorgensen, 801-572-3414, [email protected], or [email protected].

FLY-INS

mAY 12-17 Baja, CA: FlyLaSalina.com Fifth An-nual Full Moon “Fiesto Del Cielo” Fly-in at La Sali-na Flying Ridge. Originally deemed “The Perfect Ridge” by HG pilots in the late 70’s, La Salina is known worldwide as Baja’s best Airsport venue with various glider launches and LZ’s including beach-front spots at BajaBrents and the Cantina! Soar for hours, climbing to 3000 ft+ in strong thermals, and land on big/beautiful sandy beach, or cross coun-try 30+ miles into Baja wine country. Fly PG, HG, PPG, and trikes. Thursday is site intro day, XC and flying task events begin Fri-Mon. Full moon flight Sun/Mon night). More details at www.FlyLaSalina.com or www.BajaBrent.com or call 760-203-2658, or 01152-646-155-4218 or email: [email protected]

CLINICS & TOURS

novEmBER 13- ApRIl 9 Valle de Bravo, Mexico. Yet again we offer week-long packages for all levels of HG and PG pilot. Winter flying fun and excitement with the longest running tour operator in Valle de Bravo. We’ve helped pave the way for the others but our knowledge can’t be beat. More Information: Jef-frey Hunt 512-656-5052, [email protected], or www.flymexico.com

dECEmBER - ApRIl Yelapa, Mexico. Come TOW in paradise. We are offereing siv/acro clinics during the winter months in beautiful Yelapa. We have a great line-up of world class instructors, and state of the art equipment. Also a great place for non-flyers. More Information: Les Snyder, +52 322 209 5174, [email protected], or www. ascensolibre.mx.

6020

www.ushpa.aero/storeSPOT MESSENGER! $149.95


http://www.midwesthgcomp.org

http://www.midwesthgcomp.org


http://www.joelfroehlich.wordpress.com

http://www.joelfroehlich.wordpress.com


http://www.southcarolinahanggliding.com/


http://www.aerosports.net

http://www.aerosports.net



http://www.mphsports.com





http://www.endlessthermal.com









http://www.FlyLaSalina.com

http://www.FlyLaSalina.com

http://www.BajaBrent.com



http://www.flytec.com

http://hanglide.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.

fEBRUARY 7-9 Atlanta, GA Basic and Advanced instructor training held at our towing facilities near Commerce, led by Luis Rosenkjer. Re-certification participants are also welcome. More Information: Luis Rosenkjer 404-931-3793 [email protected], or [email protected]..

fEBRUARY 10-11 Atlanta, GA T-2 and T-3 clinic held at our towing facilities near Commerce, led by Luis Rosenkjer. Tandem Surface Tow skill certification also possible. More Information: Luis Rosenkjer 404-931-3793 [email protected], or [email protected].

fEBRUARY 14-16, 18-20, 22-24 & 26-28 Yelapa, Mexico. Week long SIV clinics in tropical paradise, Yelapa, with Brad Gunnuscio. Join us for a week of fun and learning towing over the bay of Banderas. Complete packages available with lodging. Great place to bring a non flying partner or family also. More info: [email protected] or [email protected]. More Information: Les Snyder 011 52 322 209 5174 [email protected].

fEBRUARY 26 - mARCH 20 Brazil. Come enjoy the best flying Brazil has to offer! Improve your thermal and x-c skills with US foot launch record holder David Prentice. We’ll fly multiple flying sites across Brazil including: G.V., Bixou Guandu, Pancas, Alfredo Chavez and the infamous Peidra Bontio above Copacabana beach. 14 days. Contact David Prentice at [email protected], or call 505-720-5436.

mARCH 11-13, mARCH 31 - ApRIl 4, ApRIl 8-10, 16-18, 23-25, ApRIl 29 - mAY 1, mAY 13-16, 20-23 & 28-30 Owens Valley, CA. Fly one of the best sites in the US with one of the best pilots in the world. Kari is a Bi-Wingwal pilot and a three time world champion with multiple national champion ti-tles under both of her wings. A variety of trips for all levels are available. Work on everything from take offs to landings, high altitude launches, dust devil awareness, reading the sky, how to map a thermal, goal setting and of course cross country and more!!! Come FLY the Owens and see why it’s so easy to achieve your personal best flight!!! More informa-tion: Kari Castle 760-920-0748 [email protected], or www.KARICASTLE.COM.

ApRIl 1-7 Milpitas, CA, Seven day complete USHPA Hang Gliding Instructor Clinic with Pat De-nevan of Mission Soaring LLC. Includes Instructor Training Clinic, Apprenticeship and Instructor Eval-uation. At conclusion Qualified pilots will receive their Instructor rating. More information: Pat De-nevan, 408-262-1055, or [email protected].

ApRIl 1-3, 8-10, 15-17 & mAY 13-15 Sebring, Florida Spring training! Thee day over the water(SIV)maneuvers training courses: Personalized progres-sion from basic to advanced. Come enjoy one of the best SIV venues the US has to offer. Limited space. Contact: David Prentice [email protected] or call 505-720-5436.

ApRIl 15-17 Utah. Instructor Training with Ken Hudonjorgensen. More information: 801-572-3414, or [email protected], or www.twocanfly.com.

ApRIl 17 Utah. Instructor Re-certification with Ken Hudonjorgensen. More information: 801-572-3414, or [email protected], or www.twocan-fly.com.

ApRIl 22-24 Owens Valley, CA. 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.

mAY 7-8 Utah. Tandem (T2 & T3) with Ken Hu-donjorgensen. More information: 801-572-3414, or [email protected], or www.twocanfly.com.

mAY 12-17 Over-the-water Maneuvers Clinics in Northern California with Eagle Paragliding. Ameri-ca’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.

mAY 15 - jUnE 15 Peru. Touching the Andes of Peru Tours. Join Jeff Cristol and Adventure Tour Productions for our annual paragliding tour to the Andes of Peru. From Huaraz in the northern cordil-leras to the famous flying near Cuzco visit the high mountains of Peru with Jeff Cristol who intimately knows sites throughout the country. Please visit www.paraglideperu.com, www.adventuretourpro-ductions.com/articles/touchingtheandes.htm and www.adventuretourproductions.com/articles2005/sacredvalley.htm to read about these adventures and for any questions or to reserve a spot:(970) 729-0078, or write [email protected]

mAY 20-23 Santa Barbara, CA. Instructor Certi-fication 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. Vis-it www.paragliding.com, or call 805.968.0980 for more information.

mAY 21-23 Utah. Thermal Clinic. Many pilots have reported that “Ken offers the most compre-hensive course and booklet on the subject of Ther-mal Flying for paragliding”. Most will learn in 3 days what it would take 3 years to learn on their own. Utah flying sites with Ken Hudonjorgensen. More infor-mation: 801-572-3414, or [email protected], or www.twocanfly.com.

dECEmBER 15 - fEBRUARY 28 San Juan Cosala, Mexico. FlyBC’s Mexico Winter Tours start in Gua-dalajara and surrounding sites. Weekly tour pack-ages for Beginner though to Advanced PG Pilots. Train to become a Novice/P2 pilot in sunny Mexico on your vacation with an Advanced USHPA Instruc-tor with 15 years experience. On alternating weeks we provide Guiding and Intermediate to Advanced Instruction at some of the most beautiful sites in Mexico. More info: www.flybc.org/tours.htm, or call Jim at 604-618-5467.

fEBRUARY 1-7 Yelapa, Mexico. Week long SIV clinics in tropical paradise, Yelapa, with Brad Gunnuscio. Join us for a week of fun and learning towing over the bay of Banderas. Complete packages available with lodging. Great place to bring a non flying partner or family also. More info: [email protected] or [email protected] More Information: Les Snyder 011 52 322 209 5174 [email protected].




http://www.KARICASTLE.COM





http://www.twocanfly.com




http://www.paragliding.com





http://www.paraglideperu.com/

http://www.adventuretourproductions.com/articles/touchingtheandes.htm

http://www.adventuretourproductions.com/articles/touchingtheandes.htm

http://www.adventuretourproductions.com/articles2005/sacredvalley.htm

http://www.adventuretourproductions.com/articles2005/sacredvalley.htm







http://www.parasupply.com


mAY 23-24 Santa Barbara, CA. Tandem Para-gliding Clinic with Rob Sporrer of Eagle Paragliding in Santa Barbara, California. Classroom and prac-tical training at our world class training hill. Vis-it www.paragliding.com, or call 805.968.0980 for more information.

mAY 26-29 Utah. Cross-country competition clinic; a friendly introduction to cross-country fly-ing with instruction from Ken Hudonjorgensen who held the XC record in Utah for 7 years and has won the Utah XC cup for 6 of the 13 years it has been run. All aspects of XC & Competitions will be covered. Utah XC sites. More information: 801-572-3414, or [email protected], or www.twocanfly.com.

jUnE 9-14 Northern California with Eagle Para-gliding. America’s top all-around acro and compe-tition 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.

jUnE 18-19 Utah. Mountain Flying and learning how to pioneer a new site in Utah with Ken Hudon-jorgensen. Phone: 801-572-3414, or [email protected], or www.twocanfly.com.

AUGUST 4-9 Over-the-water Maneuvers Clin-ics in Northern 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 1-6 Over-the-water Maneuvers Clinics in Northern California with Eagle Paraglid-ing. 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 24-25 Utah. Mountain Flying and learning how to pioneer a new site in Utah with Ken Hudonjorgensen. More information: 801-572-3414, or [email protected], or www.twocanfly.com.

SEpTEmBER 29 - oCToBER 4 Over-the-water Maneuvers Clinics in Northern California with Ea-gle 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 in-formation.

oCToBER 7-9 Owens Valley, CA. 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.

novEmBER 4-6 Santa Barbara, CA. Instructor Certification Clinic with Rob Sporrer of Eagle Para-gliding in Santa Barbara, California. This three-day clinic is open to basic and advanced Para-gliding Instructor candidates, and those needing recertification. Visit www.paragliding.com, or call 805.968.0980 for more information.

novEmBER 7-8 Santa Barbara, CA. Tandem Paragliding Clinic with Rob Sporrer of Eagle Para-gliding 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 8-15 &/oR 17-24 Iquique, Chile. Fly sites w/Ken Hudonjorgensen and local guides. A great trip to what many pilots consider to be the best place to fly in the world. More information: 801-572-3414, or [email protected], or www.twocanfly.com.

FLEX WINGS

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

WILLS WING TALON 160 - Best high payload high performance flex wing ever made. Very good con-dition.Contact: 334-265-4643, [email protected]

BUSINESS & EMPLOYMENT

INSTRUCTORS NEEDED - Full or part time basic/advanced hang glider instructors. Lodging available. Please contact Greg at Mountain Wings in Ellenville, NY 845-647-3377 [email protected]

LIFE INSURANCE FOR PILOTS - Inexpensive life insurance is indeed available to U.S. Residents that will protect your loved ones with complete coverage, Term or permanent life. Includes coverage while Hanggliding or Paragliding without exclusion. Call 619-721-3684 or email [email protected] for more information. Ca. ins lic 0b18364

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

TORREY PINES GLIDERPORT - This historic site, established in 1928, offers all of the services you need. We provide USHPA certified instruction, advanced training, equipment sales, tandem flight instruction, paramotor instruction, SIV clinics, cross country clinics, tandem instructor clinics, paragliding instructor clinics, and a fully staffed cafe. We also have an extensive glider sport shop offering parachute repacks and full-service repairs. We are importers for Paratech, Ozone, Skywalk, Independence gliders and are dealers for all brands! We also carry an extensive certified used inventory of gliders and harnesses. We are the primary Ki2Fly dealer, and also carry AustriAlpin, Crispi, Black Hawk Paramotors, and too much more to list! Check us out online at: www.flytorrey.com, or give us a ring at 1-858-452-9858.

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

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 HANG GLIDING - We offer the best instruction, friendliest staff, beautiful grounds with swimming pool, private lake and clubhouse, lodging, plus soaring in our super-famous, soft, Sunshine State thermals. Come fly with us! 352- 429- 0213, Groveland, FL, www.questairhanggliding.com

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 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 lessons, tours, and equipment sales. www.letsgoparagliding.com, 917-359-6449.

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

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

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 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.

WINGS OVER WASATCH HANG GLIDING - Salt Lake / region 4 area. Certified HANG GLIDING instruction, sales, service. World class training hill! Tours of Utah’s awesome mountains for visiting pilots. DISCOUNT glider/equipment prices. Glider rentals. Tandem flights. Ryan Voight, 801-599-2555, www.wingsoverwasatch.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

More details in the full ad on page 39.


Use your own photo.Submit your own image or

choose one of these custom USHPA Platinum

Rewards Cards.

Apply today at...http://www.cardpartner.com/app/ushpa

More details in the full ad on page 39.

Introducing the new USHPA custom Visa Platinum Rewards Card.

The card with Flare.

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

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.

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.

STOLEN WINGS & THINGS

STOLEN 9/18/10 - DRAPER, UT. Gradient Aspen PG, Black harness, white helmet and Flytec vario. Please call: Chris: 209-267-5090 , or Aaron: 916-471-9695.


N O V E M B E R 2 0 1 0HANG GLIDING PARAGLIDING

RTNG REGN NAME CITY STATE RATING OFFICIAL

P-1 1 Bill Post Talkeetna AK Rob SporrerP-1 2 Christopher Rice Point Arena CA Jeffrey GreenbaumP-1 3 Fredrik Tibblin Mammoth Lakes CA Stephen MayerP-1 3 Tyson Rowley Kula HI David BinderP-1 3 Kenneth Barrett Del Mar CA Max MarienP-1 4 James Borders Albuquerque NM Charles WoodsP-1 4 Kevin Walsh Black Hawk CO Granger BanksP-1 4 Boyd Wilkinson Brighton CO Mike SteenP-1 4 Scott Mcintosh Park City UT Jonathan JefferiesP-1 4 David Hewes Avon CO Stephen MayerP-1 4 Alexander (ray) Elliott Logan UT Chris SantacroceP-1 4 Benjamin Wheat Cottonwood Hts UT Jonathan JefferiesP-1 5 Jesse Gulledge Missoula MT Andy MacraeP-1 5 Pyper Dixon Bozeman MT Andy MacraeP-1 10 Joel Mendez Miami FL Luis AmeglioP-1 10 Dmitriy Khudoleyev Johns Creek GA Ariel NocellaP-1 10 Brian Barbaree Troy AL Kevin HintzeP-1 10 Karen Meck Mableton GA Ariel NocellaP-1 10 Mona Mitchell Madison AL Mike SteenP-1 10 Christian Copenheaver Ft Lauderdale FL Rob SporrerP-1 11 Lee Boone El Paso TX Hadley RobinsonP-1 12 Al Baldwin Southampton NY David Baldwin JrP-1 12 John Davis Patchogue NY Terry BonoP-1 13 Charles (tony) De Barr Maldon, Essex Bruce KirkP-1 13 Ralph Van T Hoff Fethiye, Mugla Murat TuzerP-2 1 Ken Swenson Issaquah WA Lawrence WallmanP-2 1 Bill Post Talkeetna AK Rob SporrerP-2 2 Timothy Barber San Jose CA Jeffrey GreenbaumP-2 2 Christopher Rice Point Arena CA Jeffrey GreenbaumP-2 2 Forest Rall Mesquite NV Andy MacraeP-2 3 Benjamin Bowes Redondo Beach CA Max MarienP-2 3 Alison Hamel Kailua HI Pete MichelmoreP-2 3 William Hise San Diego CA Max MarienP-2 3 Fredrik Tibblin Mammoth Lakes CA Stephen MayerP-2 3 Tyson Rowley Kula HI David BinderP-2 3 Kenneth Barrett Del Mar CA Max MarienP-2 4 William Stevens Colorado Springs CO Granger BanksP-2 4 Kevin Walsh Black Hawk CO Granger BanksP-2 4 Boyd Wilkinson Brighton CO Mike SteenP-2 4 Scott Mcintosh Park City UT Jonathan JefferiesP-2 4 David Hewes Avon CO Stephen MayerP-2 4 Alexander (ray) Elliott Logan UT Chris SantacroceP-2 4 Benjamin Wheat Cottonwood Hts UT Jonathan JefferiesP-2 5 Jesse Gulledge Missoula MT Andy MacraeP-2 5 Pyper Dixon Bozeman MT Andy MacraeP-2 9 Petr Kalab Bethesda MD Dwayne MccourtP-2 10 Joel Mendez Miami FL Luis AmeglioP-2 10 Dmitriy Khudoleyev Johns Creek GA Ariel NocellaP-2 10 Brian Barbaree Troy AL Kevin HintzeP-2 10 Mona Mitchell Madison AL Mike SteenP-2 10 Christian Copenheaver Ft Lauderdale FL Rob SporrerP-2 11 Lee Boone El Paso TX Hadley RobinsonP-2 12 Diana Baldwin Basking Ridge NJ David Baldwin JrP-2 12 Al Baldwin Southampton NY David Baldwin JrP-2 12 Lee Haigwood Hopewell NJ Terry BonoP-2 12 John Davis Patchogue NY Terry BonoP-2 13 Darren Fernandes Bc James ReichP-2 13 Charles (tony) De Barr Maldon, Essex Bruce KirkP-2 13 Ralph Van T Hoff Fethiye, Mugla Murat TuzerP-3 1 Jason Cromer White City OR Kevin LeeP-3 2 Robert Waring Palo Alto CA Jeffrey GreenbaumP-3 2 Marco Guzman Union City CA Jeffrey GreenbaumP-3 2 Greg Didriksen Lotus CA Jason ShapiroP-3 2 Justin Boyd Lotus CA Jason ShapiroP-3 3 Jim Wickstrom Santa Barbara CA Bruce KirkP-3 3 John Anthony Santa Barbara CA Rob SporrerP-3 3 Keegan Kuhn Ojai CA Bruce KirkP-3 3 Kris Souther San Diego CA Max MarienP-3 4 Daniel Mcmanus Salt Lake City UT Kevin HintzeP-3 4 Christopher Szatkowski Phoenix AZ Chandler PapasP-3 4 Ludovic Simon Snowmass Village CO Alejandro Palmaz

RTNG REGN NAME CITY STATE RATING OFFICIAL

H-1 1 Timothy Mcmullen Gig Harbor WA David YountH-1 2 Jeremy Herzog San Francisco CA Justine YangH-1 2 Karen Yung Berkeley CA Barry LevineH-1 2 Mike Hamady Berkeley CA Lionel MarksH-1 2 Josh Tran Berkeley CA Lionel MarksH-1 2 George Nelson San Francisco CA Patrick DenevanH-1 2 Matt Bell San Francisco CA David YountH-1 2 Michael Brothers San Francisco CA David YountH-1 3 William Dodson Tehachapi CA Joe GrebloH-1 3 Alain Guyenot San Diego CA Theodore MackH-1 4 Aaron Bell Rio Rancho NM Mel GlantzH-1 4 David Butler Lehi UT Shadd HeastonH-1 4 Robert Bagley Salt Lake City UT Ryan VoightH-1 6 Terry Brown Wooster AR Jayson HollandH-1 6 Brandon Ragsdale Conway AR Jayson HollandH-1 7 Aparna Hirve Chicago IL Daniel ZinkH-1 7 Robert Loraine Minneapolis MN Daniel ZinkH-1 9 Paul Koether Ardmore PA Gordon CayceH-1 9 Grant Bailey Ridgely MD Adam ElchinH-1 10 Kevin Kish St Petersburg FL Paul TjadenH-1 10 Shann Ladiser Charleston SC Daniel ZinkH-1 10 David Lannie Jr Irvington AL Daniel ZinkH-1 10 Tyler Lewis Wildwood GA Daniel ZinkH-1 10 Clayton Marsh Jr Chickamauga GA Daniel ZinkH-1 10 Zoe Mcdaniel Asheville NC Daniel ZinkH-1 10 Tina Seng Morrow GA Daniel ZinkH-1 10 Bruce Mcdaniel Asheville NC Daniel ZinkH-1 11 Stephen Willis Glen Rose TX Jeffrey HuntH-1 11 Greg Fergus Frisco TX Jeffrey HuntH-1 11 Peter Calabretta Del Rio TX Jeffrey HuntH-1 11 Matt Frazier Watauga TX Daniel ZinkH-1 12 Forough Yassi Melville NY Paul VoightH-2 2 Steve Tirado Castro Valley CA Patrick DenevanH-2 2 Jerry Rowell Newark CA David YountH-2 2 Jeremy Herzog San Francisco CA Justine YangH-2 3 Lloyd Albright Iii Playa Del Rey CA Joe GrebloH-2 3 Alain Guyenot San Diego CA Theodore MackH-2 4 Aaron Bell Rio Rancho NM Mel GlantzH-2 4 David Butler Lehi UT Shadd HeastonH-2 4 Robert Bagley Salt Lake City UT Ryan VoightH-2 7 Aparna Hirve Chicago IL Daniel ZinkH-2 7 Robert Loraine Minneapolis MN Daniel ZinkH-2 9 Daniel Zegers Lakewood PA Greg BlackH-2 9 Paul Koether Ardmore PA Gordon CayceH-2 9 Grant Bailey Ridgely MD Adam ElchinH-2 10 Kevin Kish St Petersburg FL Paul TjadenH-2 10 Shann Ladiser Charleston SC Daniel ZinkH-2 10 David Lannie Jr Irvington AL Daniel ZinkH-2 10 Tyler Lewis Wildwood GA Daniel ZinkH-2 10 Clayton Marsh Jr Chickamauga GA Daniel ZinkH-2 10 Zoe Mcdaniel Asheville NC Daniel ZinkH-2 10 Tina Seng Morrow GA Daniel ZinkH-2 10 Bruce Mcdaniel Asheville NC Daniel ZinkH-2 11 Jerry Dainton Terrell TX Matthew TaberH-2 11 Matt Frazier Watauga TX Daniel ZinkH-2 12 Joshua Mcmillan Brooklyn NY Greg BlackH-3 1 Rob Nichols Snohomish WA Aaron SwepstonH-3 2 Phillip Fisher San Ramon CA Michael JeffersonH-3 3 Alain Guyenot San Diego CA Theodore MackH-3 4 Robert Bagley Salt Lake City UT Ryan VoightH-3 7 Danny Johnson Germantown IL John AldenH-3 8 Steven Leiler Durham CT Bryon EstesH-3 8 Michael Abdullah Naugatuck CT Bryon EstesH-3 10 Larry Prostick La Vergne TN Daniel ZinkH-4 2 Mike Quinn San Francisco CA Michael JeffersonH-4 3 William Dydo Santa Barbara CA Ray LeonardH-4 3 Alain Guyenot San Diego CA Theodore MackH-4 12 Bruce Cowan Schenectady NY Mark KnightH-4 12 Hamed Partovi Melville NY Paul Voight


N O V E M B E R 2 0 1 0 RATINGSRTNG REGN NAME CITY STATE RATING OFFICIAL

P-3 4 Jake Royall Winter Park CO Kevin HintzeP-3 4 Aaron Cromer Tucson AZ Kevin LeeP-3 4 Boyd Wilkinson Brighton CO Mike SteenP-3 4 David Hewes Avon CO Stephen MayerP-3 4 Alexander (ray) Elliott Logan UT Chris SantacroceP-3 10 Jay Browder Pendleton SC Luis RosenkjerP-3 10 Kim Browder Pendleton SC Luis RosenkjerP-3 10 Daniel Paulete Atlanta GA Max MarienP-3 10 Mackenzie Woods Memphis TN Charles WoodsP-3 11 Kelly Miller Cedar Park TX Rob SporrerP-3 11 Lee Boone El Paso TX Hadley RobinsonP-4 2 Allen Stewart Portola Valley CA Bob Hammond JrP-4 2 Norman Thompson Kneeland CA Jeffrey GreenbaumP-4 3 Chin Chien Huang San Marcos CA Rob SporrerP-4 4 David Grant Glenwood Springs CO Darius LukoseviciusP-4 4 Alexander (ray) Elliott Logan UT Chris Santacroce

Valle de Bravo, Mexico | Photo by Mark Vanderwerf

http://www.ssa.org

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

LE

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 FLYING RAGS FOR GLORY | $47.95

FLEECE VEST | $35.00

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.

Your mama told you to in-

sulate your core. But if you

want the top of the stack

to know you're IN the core,

send them an odiferous

message by setting your

pits free. In Zero Viz Black.

Our sky blue Baseball Cap

is made with sueded twill

and brandishes the logo.

At $24, our Outback Hat

is a real steal. Solid

construction and snap

up bill! Crikey!

The A to Z of Competition

Paragliding: For the begin-

ner or experienced pilot.

B O O K S | F I L M S | A P P A R E LUSHPA STORE

CAP Now $18!

APRES-VOL CLUB POLO | $30.00

Now you can wear the

same polo shirt

we wear to

the country

club. Where we

work our second

jobs. In Navy & White.

BIG BLUE SKY DVD | $29.95FOR SALE IN THE US ONLY.

Buy a Spot Messenger and get a Bonus Adventure Kit that includes a floatation case, micro LED flashlight, safety whistle, lanyard, carabi-ner keychain and safety tips bandana.

Choose a 10-pack of either HG or PG on luxurious metallic card stock with matching 4x9 inch envelopes. Front reads "This is Flying. This is Freedom." Inside is blank.

2011 HG & PG CALENDARS | $7.50

NEW! HG or PG GREETING CARDS | $16.00



Purchase a SPOT Satellite GPS Messenger and score a Bonus Adventure Kit including a 15% Service DiScount coDe.

For a limited time only. While supplies last. See store associate for details.

the perfect gift for anyone heaDing to the outDoorS!

findmeSpot.com

micro LED FLashLight

saFEtyWhistLE

saFEty tipsbanDana

FLotation casE

15% sErvicE Discount coDE

carabinErKEychain

LanyarD

NEW! SPOT MESSENGER | $149.95


PUBLICATIONS

2011 CALENDARS . . . . . . . . . . . . . . . . . . $15.00ACROBATICS . . . . . . . . . . . . . . . . . . . . $41.95AND THE WORLD COULD FLY . . . . . . . . . . . . . $32.95ART OF SKY SAILING - A RISK MGMT MANUAL . . . . . $14.95ART OF SKY SAILING - A RISK MGMT MANUAL & DVD . . $55.00 AVIATION WEATHER . . . . . . . . . . . . . . . . $24.95BIRDFLIGHT . . . . . . . . . . . . . . . . . . . . $19.95CONDOR TRAIL . . . . . . . . . . . . . . . . . . . $24.95CLOUDSUCK . . . . . . . . . . . . . . . . . . . . $17.95FLY THE WING . . . . . . . . . . . . . . . . . . . $12.95FLYING RAGS FOR GLORY . . . . . . . . . . . . . . $47.95FUNDAMENTALS/INSTRUCTION . . . . . . . . . . . . $12.95HANG GLIDING TRAIN. MANUAL . . . . . . . . . . . $29.95INSTR. MANUAL (HG or PG) . . . . . . . . . . . . . $15.00THE ART OF PARAGLIDING . . . . . . . . . . . . . . $34.95TOWING ALOFT . . . . . . . . . . . . . . . . . . $29.95PG-PILOTS TRAIN. MANUAL & DVD . . . . . . . . . . $39.95PERFORMANCE FLYING . . . . . . . . . . . . . . . $29.95SECRETS OF CHAMPIONS. . . . . . . . . . . . . . . $29.95SLOVENIA: GUIDE BOOK . . . . . . . . . . . . . . . $31.95THERMAL FLYING . . . . . . . . . . . . . . . . . . $52.95UNDERSTANDING THE SKY . . . . . . . . . . . . . . $24.95FLIGHT LOG BOOK . . . . . . . . . . . . . . . . . $2.95

DVD

BIG BLUE SKY . . . . . . . . . . . . . . . . . . . $29.95BORN TO FLY . . . . . . . . . . . . . . . . . . . . $34.95BROKEN TOE ACRO . . . . . . . . . . . . . . . . . $44.95DARE DEVIL FLYERS . . . . . . . . . . . . . . . . . $24.95FLIGHT CONTROL . . . . . . . . . . . . . . . . . . $35.95FLYING OVER EVEREST . . . . . . . . . . . . . . . $41.95FRESH AIR RIDERS . . . . . . . . . . . . . . . . . $22.95FROM NOWHERE . . . . . . . . . . . . . . . . . . $41.95GROUND HANDLING & THE ART OF KITING . . . . . . . $36.95HANG GLIDING EXTREME . . . . . . . . . . . . . . $34.95INSTABILITY II . . . . . . . . . . . . . . . . . . . $41.95LIFT . . . . . . . . . . . . . . . . . . . . . . . . $19.95LIFTING AIR . . . . . . . . . . . . . . . . . . . . $39.95MAGAZINE ARCHIVE . . . . . . . . . . . . . . . . $30.00NEVER ENDING THERMAL . . . . . . . . . . . . . . $41.95PARAHAWKING . . . . . . . . . . . . . . . . . . $35.95PARAGLIDING:LEARN TO FLY . . . . . . . . . . . . . $44.95PARAGLIDING: GROUND HANDLING TECHNIQUES . . . $35.95PARAGLIDER TOWING . . . . . . . . . . . . . . . . $24.95PARTY/CLOUDBASE . . . . . . . . . . . . . . . . . $24.95PERFORMANCE FLYING . . . . . . . . . . . . . . . $42.95PLAY GRAVITY . . . . . . . . . . . . . . . . . . . $41.95RED BULL X-ALPS 2005 . . . . . . . . . . . . . . . $41.95RED BULL X-ALPS 2007 . . . . . . . . . . . . . . . $45.95RED BULL X-ALPS 2009 . . . . . . . . . . . . . . . $42.95PURA VIDA FLYING . . . . . . . . . . . . . . . . . $24.95RISK & REWARD . . . . . . . . . . . . . . . . . . $29.95THE PERFECT MTN . . . . . . . . . . . . . . . . . $36.95SPEED TO FLY/SECURITY IN FLIGHT . . . . . . . . . . $48.95SPEED GLIDING . . . . . . . . . . . . . . . . . . $24.95STARTING PARAGLIDING . . . . . . . . . . . . . . . $29.95STARTING HANG GLIDING . . . . . . . . . . . . . . $29.95STARTING POWER PARAGLIDING . . . . . . . . . . . $36.95TEMPLE OF CLOUDS . . . . . . . . . . . . . . . . . $31.95THREE FLIGHTS . . . . . . . . . . . . . . . . . . . $37.95TO FLY: HANG GLIDING . . . . . . . . . . . . . . . $7.00TO FLY: PARAGLIDING . . . . . . . . . . . . . . . . $7.00WEATHER TO FLY . . . . . . . . . . . . . . . . . . $39.95

ACCESSORIES

IPPI CARD . . . . . . . . . . . . . . . . . . . . . $10.00GREETING CARDS . . . . . . . . . . . . . . . . . . $16.00LICENSE PLATE FRAME . . . . . . . . . . . . . . . $6.50MAGAZINE BACK ISSUES . . . . . . . . . . . . . . . $6.95MUG - STAINLESS STEEL . . . . . . . . . . . . . . . $10,00ORNAMENTS . . . . . . . . . . . . . . . . . . . . $12.00RATING CERTIFICATE . . . . . . . . . . . . . . . . $10.00USHGA / USHPA STICKERS . . . . . . . . . . . . . . $1.00

PARAGLIDING - PILOT'S TRAINING MANUAL | $39.95

UNDERSTANDING THE SKY | $24.95THERMAL FLYING | $52.95

RED BULL X-ALPS 2009 DVD | $42.95LIFTING AIR | $39.95

RED BULL X-ALPS 2007 DVD | $45.95WEATHER TO FLY DVD | $39.95

PERFORMANCE FLYING DVD | $42.95

THE ART OF PARAGLIDING | $34.95 !

Excellent illustrations and a

companion DVD make this

paragliding tome a must-

have in any pilot's library.

As an introduction or a

refresher reference you'll

find what you're looking for.

You'll read Dennis Pagen's

ultimate weather book again

and again as your brain at-

tempts to wrap itself around

one of the most complex

topics in the history of

topics. A must have–period.

Thermal Flying is a compre-

hensive guide to the art of

thermaling and XC flying. This

260 page book is packed with

clear diagrams, photos and the

knowledge you need to make

the most of each flying day.

It's here! The latest edition

has cool extras including

athlete profiles and a Team

Camera featurette. You

can't live without this DVD.

This DVD features great footage

of soaring flight over the rolling

hills of Washington. Dixon White

talks you through climbing and

taking that first cross country

leap. An excellent refresher or

introduction.

Americans Nate Scales and

Honza Rejmanek tested

themselves at last year's

edition of the Alpine torture

device known as X-Alps.

Epic flights. Monster hikes.

Determination. Inspiration.

Dixon White left a powerful

legacy and this is part of

it. He explains weather

concepts in an approach-

able way. If you take your

weather seriously, you'll

want a copy of this DVD.

Join Jocky Sanderson

for one of the best master

classes out there. Learn to

thermal smarter, have more

fun and sample French

wingovers. "Light in zee

seat, heavy in zee brake..."

This thorough guide by Dennis

Pagen is a must have for any

paraglider's library. Get started,

keep flying, or go back and

review. An excellent reference.

B O O K S | F I L M S | A P P A R E L Call 1-800-616-6888 or order online at www.USHPA.aero/store

REDuCED SHiPPiNg CHARgES wHEN oRDERiNg oNLiNE!

BROKEN TOE ACRO DVD | $44.95

Join Enleau O'Connor and

friends as they examine the

ins and outs of SIV and acro.

Get out your airsick bag and

call the attendant because

you're in for a ride. A full 2

hours and 20 minutes!

Touching the Sky78 |


by Steve Messman

Astrid rode tandem through the sky along with her pilot Hiccup. It was her first flight, and the

Night Fury’s pilot held no mercy. He pointed the beast’s wings toward the sky and screamed through the air with loops and wingovers, climbs and dives. Finally, Hiccup guided the Night Fury relentlessly into the clouds. Astrid shivered, frozen with the piercing numbness of fear. She held her unseeing eyes wide open to the frigid air that blasted past. She breathed in shallow gasps, and she clung to her pilot with a rib-crushing grip—at first. Over time, and somehow magically, she realized that her flight was under perfect control and that she wouldn’t be falling out of the sky anytime soon. With only a remnant of her earlier trepidation, Astrid did the most amazing thing; she held her hand straight up into the softness of the sky, and for the first time in her life, she touched a cloud. Now, Astrid looked through those huge, wide opened eyes and saw a new world: one with an entirely changed set of boundaries. Just as sudden-ly, she realized that her life would never be the same.

I became almost giddy when I saw this scene on “How to Train Your Dragon”. I

smiled on the outside and chuckled on the inside because I knew exactly how she felt. Most of us probably do, because we’ve been there, and we’ve done that.

When I was young and lived at home, I walked along the fields of Indiana with my eyes to the clouds. On any given summer day, streets of white, fluffy clouds formed over thousands of acres of beans and corn. “One day,” I said every time I looked skyward, “I will be there with you.” Eventually, I was. Like most of you, I re-member my first cloud quite well.

I remember how I watched that cloud growing in front of me, and I remember the mental arithmetic that confirmed I would soon be there. I remember watch-ing the mist drawing closer and closer, uncertain whether I was flying toward it or it was floating toward me. Time stood still, and I dangerously forgot that I was in command of my aircraft. In those min-utes that I was held awestruck in my ver-sion of a space/time warp, I began to doubt myself. What if I get sucked in? What if I lose track of the ground? What if…? But then, the cool mist wrapped itself around my hands and moistened my face. I smiled, and I felt special. Suddenly, I knew that my life would never, ever, be the same. I had finally lived the dream that was stuck in my head for all those years, and I real-

ized in that instant that I have the ability to choose this dream over, and over, and over again. I immediately sought out my next cloud, and I, very willingly, raised my hand into its softness, and into a whole new set of boundaries.

Flying is like that. It is life changing. It is time spent in a place where “normal” stops, if only for a moment. It is making the leap from one mountain peak to the next, from one cloud to another, from one experience to the next experience. It is living the expectation that something special is just on the other side of the next cloud, just beyond our grasp, but certainly not beyond our reach. It is daring to raise your hand into the mist, and realizing that once you do, life will be forever different.

There are many rare and special gifts in our lives, clouds among them, but also family, faith, career, health, success. Prizes to be earned more than gifts to be re-ceived, these, like all objects beautiful and rare, frequently require a certain amount of study and effort to attain. Quite often, we find such prizes just beyond our grasp, but never beyond our reach. To be certain, prizes of such value must be earned, and, just as certainly, they will be earned only by those who are willing to raise their hands into the mist, and who dare to touch the sky.

Karel Koudelka diving through the Pioneer Mountains, Idaho | photo by Adam Majors

http://flytorrey.com


Hang Gliding & Paragliding Vol41/Iss03 Mar 2011

Documents

sports of hang gliding

related hang gliding

paragliding association

paragliding activities

paragliding methods

bill bolosky

submissions of articles

magazine staffmartin