hang gliding & paragliding vol39/iss05 may 2009

Hang Gliding & Paragliding | www.USHPA.aero

MAY 2009Volume 39 Issue 5

$6.95

www.USHPA.aero

http://www.flyozone.com

MAGAZINE STAFFPaul Montville, Publisher: [email protected]

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

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

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

OFFICE STAFFPaul Montville, Executive Director: [email protected]

Rick Butler, Information Services Director: [email protected] Palmaz, Business Manager: [email protected]

Erin Russell, Office Manager: [email protected] Hollendorfer, Member/Instructor Services Administrator:

[email protected]

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

Riss Estes, Vice President: [email protected] Rich Hass, Secretary: [email protected]

Mark Forbes, Treasurer: [email protected]

REGION 1: Rich Hass, Mark Forbes. REGION 2: Dave Wills, Urs Kellenberger, Paul Gazis. REGION 3: Bob Kuczewski, Rob Sporrer, Brad Hall. REGION 4: Mark Gaskill, Ken Grubbs. REGION 5: Lisa Tate. REGION 6: Gregg Ludwig. REGION 7: Tracy Tillman. REGION 8: Jeff Nicolay. REGION 9: Felipe Amunategui, L.E. Herrick. REGION 10: Dick Heckman, Steve Kroop, Matt Taber. REGION 11: Gregg Ludwig. REGION 12: Paul Voight. REGION 13: Dick Heckman. DIRECTORS AT LARGE: Dave Broyles, Leo Bynum, Riss Estes, Mike Haley, Dennis Pagen. EX-OFFICIO DIRECTOR: Art Greenfield (NAA).

The United States Hang Gliding and Paragliding Association Inc. 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. Contributions are welcome. HANG GLIDING & PARAGLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING & PARAGLIDING editorial offices email: [email protected]. ALL ADVERTISING AND ADVERTISING INQUIRIES MUST BE SENT TO USHPA HEADQUARTERS IN COLORADO SPRINGS.

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

HANG GLIDING & PARAGLIDING magazine welcomes editorial submissions from our members and readers. 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.

DISCLAIMER OF WARRANTIES IN PUBLICATIONSThe material presented here is published as part of an information dissemination service for USHPA members. The USHPA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © 2009 Hang Gliding & Paragliding magazine.

For change of address or other USHPA businesscall (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.

On the cover, Jon Durand banks it up over the Gold Coast Hinterland of Queensland,

Australia | photo © Mark Watson / Red Bull Photofiles. Meanwhile, Matt

Beechinor goes on glide in Europe | photo by Matt Beechinor.

HANG GLIDING & PARAGLIDING MAGAZINE09MAY

by Mark "Forger" Stucky . . . . . . . . . . . . . . . . . . . . . . . . 20

by Honza Rejmanek . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

by Geoffrey Rutledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

by Denny Pistoll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

by Lisa Verzella . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50

by Douglas Paeth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

EDITOR

PILOT BRIEFINGS

AIRMAIL

THE ASSOCIATION

FOUNDATION

SAFETY BULLETIN

CENTERFOLD

TANGENT

DISPATCH

RATINGS

USHPA STORE

PAGE 78

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8

10

11

12

15

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HANG IN THERE

RED BULL X-ALPS | THE PERFECT GAME

FLyING THE SHEAR AT FUNSTON

TO FLy

WHEN GOOD WEATHER GOES BAD

FLy FOREVER

More of Forger's rules to live by.

Get a first hand account of what it takes.

A wonderful phenomenon brings fun to Funston.

Waxing philosophic on a favorite topic.

Getting sucked up sucks. Pay attention.

One man's struggle to stay aloft in Guatemala.

09MAY

images by Jody MacDonald . . . . . 28words by Gavin McClurg

DOWN THE RABBIT HOLEIf you could gather every travel fantasy into one big ball of im-possiblility you would end up with something like this. 54

GALLERY

http://www.willswing.com

http://www.paragliders.com

I recently returned from the USHPA board meeting in Colorado Springs. Once again volunteers travelled from all points, brav-

ing travel delays galore, to help guide the na-tional organization. Paul Montville, USHPA’s executive director, is doing a terrific job mind-ing the shop and providing the leadership nec-essary to move forward with its strategic plan in the coming years.

A big marketing initiative is underway at USHPA. Greg Gillam, USHPA’s art director, has created a new web site to better present the unbelievable nature of free-flight to potential pilots. The board viewed the prototype site and called it incredible! Look for this new site to go live later this year.

We have also developed a Public Relations Notebook under the members only section of our website. This includes a complete set of instructions that we hope members will use in promoting free-flight and events in their re-gions to the local press. Detailed media lists of members of the press to contact in each area are also available in the Notebook.

Our organization is tackling the social media realm by setting up a Facebook page for members to keep informed, entertained, and connected. This is a great vehicle for online members to communicate with each other and share photos and videos nationwide.

Another promotional idea that arose at the meeting is getting the USHPA magazine into local libraries. All clubs and chapters re-ceive two free subscriptions that members can donate to local libraries. Many libraries also will subscribe to the publication in response to a request. Subscriptions are available online through the USHPA store.

Finally, USHPA would like to recognize Jim Zeiset for being awarded the FAI Air Sports Medal as well as for the dedication to the or-ganization he has given over the years. Thanks, JZ!

A reminder to all members: The magazine is available online as a PDF under the members only section, in case you would like to forward or print a particular article.

7

Hang Gliding & Paragliding | www.USHPA.aero8

APCO LIBRA LAUNCHESThe long awaited Lambada

replacement is now tested

and ready. Proudly named

LIBRA–to free your spirit and

soar.

The two main sizes

of LIBRA - S and M - are

ready and have successfully

passed EN- C flight test cer-

tification. The XS and L sizes

will follow shortly. LIBRA is

truly a cornerstone develop-

ment from APCO’s paraglid-

ing design house. It offers

unbeatable XC performance

combined with total comfort

and stability—inline with

APCO’s long tradition of top

performing gliders. Its built-

in outstanding performance

is a result of a super-low

drag design, incorporating

an embedded minimal drag

top line cascade (pioneered

by APCO), “zero drag” revo-

lutionary bullet risers (first

ever) and drastically reduced

total line length. A carefully

crafted efficient profile also

plays an important role in

delivering the performance

you expect from APCO.

LIBRA will excite you from

the first moment you take

flight.

NIVIUK ARTIK AVAILABLENiviuk’s newest LTF 2 / EN

C Class glider, the Artik

2 is available. The glider

will have technology from

Niviuk’s Icepeak 3, a com-

petition glider, and was de-

veloped with the same CAD

software used in designing

the Icepeak 3. The similari-

ties between the two gliders

will be seen in the Artik 2’s

leading edge. Niviuk claims

the glider has the highest

performance of any glider in

its class, yet a security level

superior to its predecessor,

the Artik. For more informa-

tion, visit www.eaglepara-

gliding.com.

OZONE MANTRA M3 CERTIFIEDOzone's Mantra M3 is certi-

fied EN D. The Mantra M3

delivers what Ozone says

is ‘Unbeatable Confidence

and Maximum Performance

in the Serial Class’. The third

installment in the Mantra

series of wings, the M3 has

been improved over its pre-

PilotBRIEFINGSNew | Improved | Buzzworthy

http://www.kittyhawkkites.com

Hang Gliding & Paragliding | www.USHPA.aero 9

decessors by an 11% line drag

reduction, a slightly higher

aspect ratio, partial rib

construction in the trailing

edge, and top secret profile

improvements derived from

the Ozone HPP project.

OZONE MOJO 3 ON THE WAyOzone is excited to an-

nounce the arrival of the

third generation of Mojo.

With EN A/B certification

and performance at the

top of its class, the Mojo 3

is meant for pilots who are

either beginning their ca-

reers or wishing to continue

it with the most possible fun

and performance in the cate-

gory. The Mojo 3 is improved

by a 10% reduction in total

line drag, with new diagonals

to reduce line consumption

and profile efficiency. .

LIGHTEST NOW LIGHTERThe World’s Lightest

Paraglider is now even

Lighter! The Ozone Ultralite

broke records in 2007 as

the lightest wing ever to be

certified in the history of

paragliding, and now the

Ultralite 09 is even lighter,

with several hundred grams

weight savings on every

size. Also, the 19m Ultralite is

now certified EN B, making

it one of the smallest EN

wings ever certified, with just

16.9m2 projected area.

SUPAIR PACKS NEW RESERVESupAir has a new light

weight reserve for the free

flight market. Check info@

supair-usa.com for more

information.

THE AIRBIKE IS BORNThe pedal-powered Airbike

offers the free flight pilot a

far greater theatre of op-

eration. With an Airbike, the

average foot-launched pilot

will double the glide of his

or her wing. Available in a

prone format for hang glid-

ers, or supine for both hang

giders and paragliders.

Both versions can be

supplied as solely pedal, or

hybrid, with an engine fitted

for flatland launches or as a

sustainer.

The Airbike is new de-

velopment, and they are

still experimenting with

its design, although both

formats are in production.

The hybrid system uses a

lightweight electric power-

pack that picks up the pro-

peller rpm between 300 and

1000 (silent power!). You

use pedal power for cruise

and to increase your glide

between thermals as well as

to get away from ridges. You

use electric power to ascend

from flat ground. The brush-

less electric motor weighs

only 5lbs but produces 20hp.

http://www.airbikeuk.co.uk/

prone-airbike.htm.

http://www.ssa.org


COHN CORRECTION I just want to point out a mistake from your editorial in the March issue. I could be totally wrong here, because I am a washed-up-old-timer-pg pilot now; however, I think the first American to win a task at a World Championship was Josh Cohn, ten years ago, in 1997, in Castejon de Sos, Spain. I hope you can find an ap-propriate way to blow some smoke Josh’s way in the next issue.

- Othar “OJ” Lawerence

Thanks, OJ, for the note. You are correct. Josh Cohn has been leading the charge in paragliding racing in the US for more than a decade. Josh also tied for first in a task in the 2003 Worlds. A huge apology to Josh!

FAREWELL Dave Bigelow will be missed. A retired Captain for Continental Airlines, his love of flight reached far and high. As a lifetime member of the Hawaiian Hang Gliding Association, Dave’s Icarus V was a familiar sight at Makapu’u in the 1970’s. One of the “old men” (a few years older

than us kids) back in the early days of hang gliding, he readily offered his knowledge of flying. Later, when his pursuits led him into the world of sailplanes, he frequently joined the hang glider pilots in his sleek craft, ef-fortlessly cruising the 30 miles from the gliderport at Dillingham Field and back.

Dave was a holder of many soaring records in the state of Hawaii. Early in January he was attempting to break yet an-other, his own absolute altitude-gain record of 33,551 feet. His goal was to attain 40,000 feet in the mountain waves which form above Mauna Loa and Mauna Kea on the island of Hawaii. An investigation into the accident is underway. It is not yet known if Dave reached his goal, but there is no doubt that he did catch the largest waves.

- Sam Nottage

BRING BACK BIOS Congratulations, Nick, on your one-year anniversary as USHPA Magazine editor. In my opinion, each month’s issue improves over the prior. You’ve done a nice job keeping up the high

standards that C.J. Sturtevant (and previ-ous editors) implemented. I do miss the short author bios w/pics that used to follow each contributed article; we old-timers will know many of the authors, but the newer readers won’t. The added info helps to put the article into context and adds credibility and color to the content.

I would like to thank Luis Rosenkjer for his “Spirals, Spins, Collapses” in this month’s issue. It is informative, thought-ful, and comprehensive. I will use it as a resource for primary (and advanced!) PG instruction.

- Lawrence Wallman

LOVING LISCOMB A big thanks to Bill Liscomb! Not only did his film (Big Blue Sky) take you on a trip down memory lane, it also makes you realize how much these people contributed to the sport of hang gliding and to the lives of so many people. Thanks, Bill, for sharing your memories and experiences with us. I hope someone does something similar, focusing on other parts of the country, as they all have their own story to tell.

- Walt Nielsen

Rants | Raves | Ramblings

AirMAILThe opinions expressed in the letters published in this column are those of the authors and do not

necessarily reflect those of the magazine staff or USHPA officials. While every effort is made to verify facts stated in letters, readers are urged to check the accuracy of any statement before taking action

or forming an opinion based on the contents of a letter.

North Wing Design 3904 Airport Way East Wenatchee, Washington 98802

Celebrating 12 years of making Flight and Dreams come together!

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USHPA is issuing its annual call for nominations to the national Board of Directors. Eleven positions are open for election in October 2009 for a two-year term beginning January 2010. Nominations not required for incumbents. You may nominate yourself if you wish. Nominations must be received at the USHPA office by July 14, 2009. Nominations are needed in the following regions. Current Directors, whose terms are up for reelection in 2009 are:

Ballots will be distributed with the October issue of HANG GLIDING and PARAGLIDING magazines. USHPA needs the very best volunteers to help guide the safe development and growth of the sports. Send candidate nominations for receipt no later than July 14th to: USHPA, PO Box 1330, Colorado Springs CO 80901-1330. Biographical informa-tion about nominees should be received no later than August 4th, for inclusion in the October election issue of the magazine. This should include the following information: name and USHPA number, photo and resume (one page containing the candidate’s hang/paragliding activities and viewpoints, written consent to be nominated and willing-ness to serve if elected). Nominate by mail or at the USHPA website. http://www.ushpa.aero/emailrdnomination.asp

**Incumbent directors are automatically re-nominated. Gregg plans to retire from the board and asks not to be nominated for another term.

CALL FOR NOMINATIONS 2010

REGION

1 . . . . Alaska, Oregon, Washington2 . . . Northern California, Nevada3 . . . Southern California, Hawaii4 . . . Arizona, Colorado, New Mexico, Utah5 . . . Idaho, Montana, Wyoming6 . . . Illinois, Indiana, Iowa, Michigan, Wisconsin, N.Dakota, S.Dakota, Minnesota7 . . . . New Hampshire, Connecticut, Maine, Massachusetts, Rhode Island, Vermont8 . . . Washington DC, Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, W.Virginia9 . . . Alabama, Florida, Georgia, Mississippi, N.Carolina, S.Carolina, Tennessee, Virgin Islands, Puerto Rico10 . . Texas, Louisiana, Kansas, Missouri, Oklahoma, Nebraska, Arkansas11 . . . Represented by region 612 . . . New Jersey, New York

CURRENT DIRECTOR

Mark Forbes

Urs Kellenberger & Paul Gazis

Rob Sporrer and Brad Hall

Ken Grubbs

Lisa Tate

Gregg Ludwig

No nomination needed this year


L.E. Herrick

Matt Tabor and Dick Heckman

Represented by Region 6



PARAGLIDING LAUNCH COMPLETED Patience and Free Flight go hand-in-hand. If you add perseverance, you end up with some sweet stuff, and not just the flying. My progress with paragliding has always been slow and steady, and I’ve learned to love it. At an AHGA meeting in 2003 in Phoenix, I asked if we could put a PG launch at the best mountain site we have in Arizona, Mingus Mountain. I wasn’t the first. Handfuls of the nation’s top pilots had frequented Mingus over the last decade. It’s one of the best flying sites in the American West, a classic conver-gence in northern Arizona, a place a lot of us consider our nation’s house thermal. The hang gliders have a sweet launch ramp and a long-standing relationship with the Forest Service and Foundation

for Free Flight there. Many of us felt that we paragliders deserved a PG launch.

Situated 26 miles from Sedona and 10 from Jerome, Mingus, a 2800-ft tall, 7800-ft ASL mountain, used to be one of the worst places to launch a paraglider. Most pilots didn’t even attempt it. Those who did launch had to have solid skills and a master focus on feeling their wings. This was not an easy task on a good day, so pilots often drove past it to fly lesser sites even though the weather was perfect for Mingus. Because of the challenge to get off safely, many who were launching were not tuned-in to the stability of their wings. The hang glider pilots called our attempts “entertaining launches.” They pulled their lawn chairs up to watch and sighed their

“OOOOOHHS, WHOOOOAAAAs, and AAAAAHHs.” Who could blame them? We were entertaining to watch.

As our club grew, I remember having to remind pilots in their complaints/dis-cussions about “the Mingus launch” that it wasn’t a launch—that’s why I needed their help. Making a satisfactory launch was going to be an immense project. In fact, once I understood the scope of the work involved, I had moments of doubt it would ever happen. But slowly and steadily, I forged ahead. At that time there were three active paragliders, and only two of us were at the pilots’ meeting when I asked for help. The hang glider pilots were as polite as they could be, considering the amount of tequila they

drink at the meetings. They reminded me that there were only three of us. They dug my enthusiasm, reminded me to keep flying safe, and reassured me that one day the Mingus PG-launch-project could become a reality.

As our project unfolded, I met a Sedona pilot named Morgan Stine who had proposed the idea back in 1995. His experience as a general engineering con-tractor and the fire that reignited in him made me lose all doubt it could happen. For three years a growing number of pilots complained that we were doing nothing because they were unaware of the work we were doing and the work they would be doing. But once we locked in the eight-thousand dollar grant from The Foundation for Free Flight, they all attended the next meeting.

I learned that if you get permission from a group of pilots to build a new launch on a mountain, it is absolutely amazing how many miracles you can pull off. Without getting their permission in the existing contract, which was ending in a month, it would have never hap-pened. So the project was quickly named:

“The Mingus Mountain Existing North Hang Gliding Launch and Campground Renovation Project.” A few hang glider pilots and I had been working towards this goal for five years while Morgan had been trying for thirteen. Now, we had four weeks to complete the project. Our progress sometimes seemed pain-fully slow. We had to overcome several obstacles, but we persevered in order to reach that goal.

Four days in: We were at least a day or two behind schedule and found ourselves standing next to damaged heavy equip-ment. Eight days in: We were behind schedule enough to stop talking about it, but spirits remained high. Pilots were constantly showing up with everything from diesel fuel to Bobcats. There was a surprising lack of concern for the budget. Wives and girlfriends were helping/doing everything. Ten days in: the club was nearly broke; we were spending whatever money we raised as it came in. Tension increased but the work kept getting done

MingusMOUNTAIN by AZ Chandler

Education | Safety | Preservation | Competition Excellence

[this page] Heavy equipment moves earth on Mingus Mountain in Arizona. [opposite] The end result, Arizona's only grass launch. Photos by Uknown Soldier.

“Making a satisfactory

launch was going

to be an immense

project. In fact, once I

understood the scope

of the work involved, I

had moments of doubt

it would ever happen.”



and spirits were high on site. More than a few were living at the site for weeks on end. Some were there for over a month. Morgan donated everything from equip-ment, to CAD drawings, to endless hours of doing everything that needed to be done. No less than $400,000 worth of heavy equipment was on site at all times. We completed twenty Forest Service campgrounds to spec!!! Don’t even ask. We had to drill and liquid-dynamite over 40 rocks. Serious heavy equipment was damaged. We had injuries. We went over budget to the tune of thousands.

Some statistics: We imported 985 tons of fill and ABC (1,990,000 pounds of material). We removed 150 tons of rock (75 cubic yards or 300,000 pounds). We hand-placed 75 tons of rock to retain the soil for launch, burned 800 gallons of diesel fuel, and logged 245 hours of loader/excavator time. We logged 400 hours of paid personnel and 1000 volun-teer hours on site, if not more, as well as countless hours off-site. This was easily a $75,000 project. We spent $26,500. In addition, some of our volunteers did everything from paying $700 invoices to

supplying 120 gallons of donated diesel fuel.

We did an e-mail campaign. We raised over ten thousand dollars in numerous ways. (Thanks again, Matt, but don’t ever do that again!) A couple of pilots loaned eight thousand dollars, interest free, and got it back within two months of the completion of the project. Some threw a lot of money into this without asking for it in return. WE FELT PERFECT CYCLES COMING IN AND DIDN’T FLY!! Front-end loaders slid in mud far too close and often up to the cliff’s edge. We all shared everything. One night when I was dozing-off around one of the campfires, I heard a newer pilot say, “I heard a rumor once that paragliders and hang gliders don’t get along.” Moments later, their laughter awoke me. Long story short: the completed project is something we will all think of when asked: “What have you done in this life?”

I can’t express how much gratitude I have for the hang glider pilots in our club. They are without a doubt some of the most humble, helpful, talented, some-times downright ornery and funny group

http://www.kittyhawkkites.com


you could ever hope to have in your flying community. Not to mention that when it comes to flying, they just flat-out kick ass. The older guys are prototype survivors and are known to bitch about their new Camelback thingies always freezing on them before they get high. Local Dustin Martin has been known to fly 400-plus miles and organize the Casa Comp. Some of them put in more hours than the paragliders on this project and said nothing of it. They should not need to look far for drivers for some time. “Bi-wingualism” is becoming more popular here now.

An old big-wave Hawaiian surfer once said that surfing was more about the lifestyle and journey than it was surfing the actual wave. The beach parties, the making of the boards, the friends, the travels, the paddling out, the paddling in, the days you just went swimming….. catching that big wave was the icing on the cake. You must appreciate the entire journey, not just surfing, to be a surfer. Helping to motivate myself and others to build this launch was some of the best training for flying I’ve ever had. I’ve always enjoyed my hikes up, the hikes

down, the driving, the fixing of my gear, learning the manuals of my instruments, taking the drive out to the lake to see if it was drained enough to tow from— but none of it has been so rewarding as this experience.

So get out there and get all of us some new launches. And don’t forget to enjoy the journey—you will fly better. The vision of a few, along with the volunteer efforts of many, can do anything. Don’t sweat the small stuff. Remember, slow and steady will get the job done. And come fly the only grass launch in AZ anytime from early spring to late fall. Records await.

Special thanks to Morgan Stine and Kris Thompson whose exemplary and humble dedication made all of this pos-sible. Months later, Morgan is still work-ing to catch up with the work he delayed to do this project. Kris was the volunteer coordinator and co-project manager as well as a tradesman, equipment opera-tor, crew foreman and whatever-else-was-needed. Kris deserves special recognition for his efforts. Thanks to Bruce Jones for the technical work of operating the exca-vator on the side of the mountain. Sam

produced a ton of work, along with some really good damage. Shawn Buckner was vital as well. Hal, Merle, Bill, Riss, Sean, Jerry, Joan’s Dad, Magic Mike, Glenn, Jim, the Aloha Hawaii crew, Russ and the Tucson crew, Tanner and the Flagstaff crew, and so many more. The entire group needs to pat themselves on the back for making it all work.

And, of course, a HUGE thanks to The Foundation for Free Flight for the grant! We couldn’t have accomplished this without their help. We are already stocking the kitty so we can get The Foundation paid back, to allow it to help others preserve sites and to continue sup-porting our incredible sports.

We are saddened to report a tragic accident that occurred on the first weekend of the launch.Kunio, a hang glider and dear friend to all, failed to hook-in, leading to his fatality. One day we are moving mountains, the next we are gone.

http://ushgf.orgwww.desertwindparagliding.com

http://www.ushgf.org


2008 ACCIDENT SUMMARIES This month we summarize those accidents reported during 2008 that have not been described in earlier columns . It is almost a given that these eleven reports represent a small subset of the total number of mishaps actually oc-curring in 2008; the remainder represent many, many lessons lost to the community as a whole . If you experience an event from which others could learn a valuable lesson (and virtually every mishap qualifies in this regard), please report it . Better yet, consider sharing your experience by writing a “There I was…” story to help others benefit from your hard-won experience .

VIRGINIA | WINTER | FOOT LAUNCH

An intermediate pilot launched, scratched for lift, found none, and went out to land. The pilot entered and completed the down-wind leg of a downwind-base-final (DBF) approach to the main LZ, deploying his drogue chute before entering downwind. The pilot flew past the normal base-leg turn-point (a tree line). He then turned

base behind the tree line and hit sink. Judging that he would not be able to clear the (now upwind) tree line, he pulled-in to descend and try to land in the field directly below. This field sloped downward toward another tree line. The pilot was flying fast downhill towards this second tree line and made the decision to land in the trees about 20’ above the ground. The pilot executed a strong flare into the branches of the trees. The glider tail-slid, the left wing dropped, and the nose rotated left. The glider im-pacted the ground on the left leading edge. The pilot was unhurt. The damage to the glider was minimal.

Lesson learned: Always maintain an ample margin for safety (altitude in this case) when setting up your approach pat-tern to help deal with the unexpected. Always maintain an easy glide into your chosen LZ—one that will keep you well clear of obstacles even if sink or a signifi-cant change in wind speed or direction is experienced on approach. It is generally safer to burn off any excess altitude after you have the chosen landing field “made.”

ARIzONA | SpRING | FOOT LAUNCH

A pilot launched in 8 to 10 MPH winds. His flight plan was to fly straight to the LZ, but the pilot instead made a few left and right turns on the way. During the approach, he slowed down while turning left to avoid a 6’ tall bush, flew way left of the bush and struck a yucca stalk. The LE of the glider stopped at this point, and the glider rotated around the stalk. The glider came to rest pointed back at the launch. The pilot stuck out his hand just before impact. The jolt resulted in a broken hu-merus.

Lesson learned: Take care when devi-ating from your initial flight plan. You only get one chance when landing any un-powered aircraft. Entering your approach even slightly low and/or slow can leave you with no margin for error and few good options for responding to any change in conditions.

N. CAROLINA | SpRING | FOOT LAUNCH

A visiting pilot was executing his first flight at an unfamiliar site. Conditions were post-frontal and strong, with 15 to

Analysis | Preparedness | Incidents

SafetyBULLETIN by Bacil Dickert and Joe Gregor

Love Canopy Flight?Come Play with Us!

How big was it?

http://www.uspa.org


20 MPH gusts. After a successful launch, the pilot encountered an un-command-ed 90-degree left turn while still in the launch slot. The pilot corrected aggres-sively enough to clear the slot, but ended up very close, and flying parallel to, the ridge. The pilot then experienced another un-commanded 45-degree turn to the left and impacted a stand of immature trees and dense brush. The pilot was uninjured. The glider sustained a broken keel and downtube.

Lesson learned: The accident pilot judged that he was flying too slowly and

too close to the terrain and that he should have countered the initial turn more ag-gressively in order to fly away from the mountain. Although he is more conser-vative regarding the conditions in which he would fly when local pilots are present, he was hungry to soar this day. Add an unfamiliar site with strong conditions, no local pilots present to advise him about the site’s characteristics, and an enthusiastic pilot—and the unbroken chain of events was complete.

TENNESSEE | SpRING | FOOT LAUNCH

This was the first flight in months for the accident pilot, who decided to be conser-vative and land on the wheels since winds in the LZ were switchy. The landing was smooth but the rollout was abruptly ter-minated due to soggy ground. The abrupt stop thrust the pilot onto his right arm and shoulder, resulting in injury to both.

Lesson learned: While wheels serve as an important safety device, they should only be relied upon with great caution. Many of the wheel-kits used on modern-day hang gliders employ very small wheels.

These will generally work only when touch-ing down with minimal vertical speed on firm, smooth terrain. The presence of soft earth and/or textured terrain in the LZ can make a wheel landing as dangerous as a downwind landing. Unless you know for certain the detailed condition of your LZ, it may generally be safer to try to slow down your forward velocity with a partial flare just prior to touchdown, even if plan-ning for a wheel-assist landing.

CALIFORNIA | SpRING | FOOT LAUNCH

A newly minted Hang 3 was planning to fly at a new site for the first time. He had obtained an adequate site introduc-tion from a number of local pilots before flying. On approach to the LZ, he entered a standard left-hand approach, but failed to complete the base-leg turn. Witnesses indicate that the accident pilot may have been cross-controlling the glider. After judging that he was too low to complete the turn to base, the accident pilot decided to continue straight ahead to land down-wind at the back of the LZ. The base tube of the glider impacted the ground first,

“A downwind landing

in a hang glider will

rarely be pretty. We

really need to have

some wind in the face

to safely foot-land

these things.”

http://www.thermaltracker.com


“A pilot launched in

crosswind conditions.

During the course

of the flight, winds

became increasingly

cross in the valley in

front of launch.”

causing the glider to nose-in hard. The pilot swung through the control frame, impacting the keel and the leading edge. Both the keel and the leading edge were broken about one foot from the nose plate. The pilot was wearing a DOT approved motorcycle helmet. An EMT pilot and a second pilot provided assistance to the ac-cident pilot, who had removed his helmet. The EMT assessed the pilot to be OK, and he and the other pilot helped the accident pilot unhook and stand. Shortly thereaf-ter, the accident pilot started experiencing pain and stiffness and was taken to a hos-pital. X-Rays revealed that he had suffered a fracture of his #2 vertabra, requiring surgery.

Lesson learned: A downwind landing in a hang glider will rarely be pretty. We really need to have some wind in the face to safely foot-land these things. If this is not possible, it is still better to land crosswind than in a strong downwind—anything to lower the groundspeed upon touchdown. There was no mention as to whether the accident glider had wheels, nor was there any description of the terrain in the LZ. Nevertheless, having wheels available to

slow the deceleration rate once the base-tube met the ground could only have been a good thing in situations such as these.

CALIFORNIA | SpRING | FOOT LAUNCH

A pilot attempted to launch his ATOS VX at a cliff site with only one assistant, posi-tioned on his keel. Wind velocity at the time was 25 MPH. The pilot let the nose rise an inch or two, and the wing lifted. The wing continued lifting, sticking the keel, and the glider rolled backwards over the assistant. The keel snapped at the rear wire attachment bolt, turtling the glider.

Lesson learned: The launch assistant stated that the lack of a good place to hold the wing, necessitating a rear keel assist, was a problem. The short control frame on rigid-wing gliders such as these does not let the pilot get fully upright until just ready to launch. Once the pilot is ready to launch, the wingtips are out of reach for any wire crew person. One local pilot who flies an ATOS VX is known to have his wire crew hold a small dowel rod through a bungee that is attached to the bottom of the leading edge of each wing, halfway be-

tween the nose and the wingtips. The wire crew can pull down on the dowel and exert enough force to pull down their respective wing. To avoid sail damage, this pilot does not launch his VX in stronger winds.

pENNSyLVANIA | SpRING | FOOT LAUNCH

A pilot launched in crosswind conditions. During the course of the flight, winds became increasingly cross in the valley in front of launch. The pilot committed to a landing in the main LZ into a direct head-wind. The pilot was unable to make the LZ

http://www.skywings.org.uk


and clipped the canopy of a tree with his basetube. The glider nosed over, rolled to the left, and fell 30 feet to the ground. The left wing snapped around six feet inboard from the wingtip, the left downtube and basetube broke, and the pilot impacted the ground on his left side. Injuries include six broken ribs and a partial collapsed lung.

Lesson learned: Continuously assess the glide to your destination, and be prepared to change your goal if conditions warrant. If you are at any time unable to make the main LZ, divert to your pre-planned sec-ondary LZ.

MONTANA | SUMMER | FOOT LAUNCH

An intermediate pilot launched in light winds at a high mountain site. After soar-ing for a while, the pilot headed out to land but for reasons unknown, got low and did not make the LZ. Instead, he crashed in a tree-laden rocky canyon. A chase driver went to the LZ to make sure the pilot had landed safely, since no one had actually seen him land. Unable to locate him in the LZ, the driver contacted the pilot by radio and assessed that he was in trouble.

The chase driver then coordinated a rescue with the help of local ham radio operators. Injury to the accident pilot included femur and rib fractures, a shattered patella, and a head injury. It appears that the pilot scratched too low and encountered me-chanical turbulence on the way to the LZ.

Lesson learned: Resist the temptation to scratch too low and too long before decid-ing to leave the mountain for the LZ. Plan to arrive at your chosen landing field with sufficient altitude to assess conditions and set up a good approach with airspeed to combat any turbulence, wind shear, and gradient you may encounter on approach.

CALIFORNIA | SUMMER | FOOT LAUNCH

A pilot flying very low to the ground (ap-proximately 12’ AGL) under a fog bank experienced an upset low to the ground. The nose of the glider dropped suddenly, and the glider dove into the ground. The control bar impacted first, followed by the nose. The pilot, who was wearing a light plastic ski-type helmet, was swung under the nose of the glider and suffered a mild concussion.

Lesson learned: As this was an ocean-side site, the accident pilot may have been drilled into the ground by rotor turbulence emanating from the edge of the bluff. This serves as a reminder that one should be far downwind from any turbulence-generat-ing obstacles or features when flying low and slow.

CALIFORNIA | SUMMER | FOOT LAUNCH

A pilot preparing to launch with just one wire-crew person on his left wing expe-rienced an upset. Conditions had been relatively smooth, but an errant gust lifted the right wing. The wire person pulled down on the left wing, inducing the glider to boomerang to the left. The glider im-pacted the ground, damaging the leading edge, keel, crossbar, and downtube. The pilot suffered an injured foot.

Lesson learned: It is always safest to uti-lize a full two-person wire crew whenever possible—even if the conditions seem rela-tively benign. This permits positive assis-tance with the glider, regardless of the side from which an errant gust may come.

ARIzONA | SUMMER | FOOT LAUNCH

A pilot launching at a mountain site for the first time experienced an upset upon land-ing. The initial flight plan was followed without deviation. The pilot prepared to land in midday thermal conditions. Having had trouble losing the last 50’ on final approach, he pulled in hard and final-ly came down expecting to round-out and glide in ground effect. Instead, the glider lost airspeed when close to the ground and began mushing. The pilot attempted to vigorously flare to save the landing, but his low hand position on the downtubes and lack of airspeed did not support the ma-neuver. The pilot was unable to fully run out the landing and fell, severely breaking his arm. The glider was not damaged.

Lesson learned: Both high altitude and high outside air temperature are factors that serve to increase the stall speed of a glider. Pilots flying under these condi-tions must fly at a higher speed relative to standard-day, sea-level-conditions speed in order to maintain a comfortable margin above stall. This is most apparent—and important—during approach, when mar-gins are tight.

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by I

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MORE RULES TO LIVE By Last month I pre-sented some guidelines to live by. These rules-of-thumb were developed over time and I will continue to modify and add to them as I learn from my experiences and those of others. In the meantime, do I always adhere to those guidelines? No, but I am always aware of them and if I decide to “waiver” them then it is be-cause I have made a very deliberate and conscious decision that either the condi-tions, glider, and site allow me to do so safely or that I am accepting that I am tempting fate. I do not choose the latter lightly because I am a firm believer that if you tempt fate often enough, fate will eventually oblige you.

As an example, I use a rule-of-thumb that I won’t thermal below 500 ft AGL in strong or turbulent conditions or below 200 ft in smooth conditions over forgiv-ing terrain. I might violate that rule on a smooth day at a forgiving brush-covered site but just for a transitory time as I wait for the next thermal cycle. While I do so, I am accepting the fact that I may en-counter turbulence that might cause an

out-of-control situation without sufficient altitude to either regain control or deploy my reserve. I am choosing to accept this for a short period of time because I really want my initial thermal ticket to bigger and better conditions, and I think the chances of suffering a serious injury are remote enough to temporarily accept this risk.

Sometimes my interpretation of what is a safer alternative might not match the assessment of others. As an example, I was once thermalling in light winds at Crestline after a recent brush fire. The thermals were weak yet surprisingly tur-bulent, and I would only climb a few hundred feet before the downwind drift was enough that I would have to leave the lift to penetrate back to the front of the ridge. The usual brush-covered slopes were barren and the areas not covered in rocks were covered by burnt stumps that looked about as menacing as a pit full of pungi sticks. The rule-of-thumb for going over the back is 3,000 ft AGL, but I decided to commit to drifting down-wind with only a small fraction of that. Was I sure that I had hooked the thermal that was my ticket to a great XC? No, but despite the fact that I would no longer be able to penetrate back to the launch, I felt I could always safely reach and land in a suitable bailout LZ and judged that it was safer exposing myself to that risk than continuing to thermal at low alti-tude. I made it to the desert without inci-dent, although I raised some eyebrows in the local flying community.

There was an earlier time when adher-ing to my guidelines led me down the

path that I was specifically trying to avoid. At the time I was living in Wrightwood, California, a small mountain community overlooking the Mojave Desert. A well-known convergence line set up near the town almost daily, and I had once blun-dered into it while flying a sailplane and was able to run back and forth at will be-tween the ridge and El Mirage Dry Lake.

There was a nice north-facing 2000-ft cliff launch overlooking the town, but the few times that I flew there it seemed the prevailing southwesterlies would push through the valley prior to the leeside thermals becoming strong enough to soar. I really wanted to find a southerly launch and began looking along the backside of the ridge.

I found a nice spot with natural grass and plenty of room to inflate before a sheer cliff overlooking a 2000-ft canyon aptly named Bear Gulch. The canyon was deep, treacherous, and without any real LZs. Initially it appeared that only a fool would consider intentionally launch-ing into it. But the months went by and I was continuing to have XC success at other SoCal locations (and lack of suc-cess on the local north-facing slopes) so I began rethinking launching from the south side of Wright.

I reasoned that the launch faced the prevailing winds and probably offered the same soaring consistency as the Crestline/Marshall area, plus the chance of catch-ing an awesome convergence with an easy avenue to the desert. I eventually came to the conclusion that if I picked a good day the chances of ending up in the bottom of Bear Gulch were in the order of 10%. (Don’t ask me how I got that number; it just seemed about right.)

And that is how I came to launch myself off the south side of Wright Mt. at 1pm on the 4th of July, 1998. The fact that my family and friends were attend-ing an outdoor Independence Day cele-bration in town was likely another factor that encouraged my decision to launch.

After a couple of bungled rotor-fight-ing reverse inflations, I decided to move further downwind into a still area and perform a forward inflation. The canopy popped overhead requiring a lot of active control. I continued forward and as I ap-proached the edge, the left side dramati-cally collapsed. I popped it out with a

HangInTHEREWisdom | Lore | Flights

by Mark “Forger” Stucky

“Sometimes my

interpretation of what

is a safer alternative

might not match with

the assessment of

others.”


hard brake application and immediately rose vertically ten feet despite still being behind the cliff edge. I was able to pen-etrate to the edge and was instantly re-warded with a 200-ft gain. The air was smooth, so I was tempted to turn down-wind and run into town but knew it would be prudent to wait until I gained more altitude. I turned to the east, fol-lowing the bowl-shaped ridge towards where I thought the wind would be more perpendicular to the face and most likely to collect the strong valley thermals.

It immediately got turbulent and I began losing altitude. I was now uncom-fortable with my proximity to the rough terrain and headed out for more ground clearance. I then began hitting several seconds of sink where I would drop quickly with little forward movement. This prompted me to turn more directly into the canyon to ensure I would have enough altitude to reach some kind of landing spot. In short order I was riding a tractor beam to the valley floor. I had unwittingly been caught up in a high stakes poker game and had no idea what card would be dealt next.

I decided that my best landing option was a rock-strewn wash that was only wide enough to do a moderately-banked 360° turn in. I spiraled down until 200-ft AGL and set up for a steep uphill landing to avoid the risk of overshooting the small LZ and flying into 100-ft tall evergreens. I pulled big ears and weightshifted, aiming for a foot trail in the wash. Dropping fast, I popped out the wing tips and flared but had a high groundspeed and steep impact angle. I didn’t quite make the trail, in-stead unceremoniously plowing into in a large bush right next to the trail. The canopy flew past overhead, draping over some sticker bushes which I was thankful that I had not just crashed into.

So what was the proper lesson to be learned from this escapade? A part of me regretted not immediately turning downwind and flying into town (Option A). Although that might have turned out OK–for all we know, I might have been rotored into the trees at a high down-wind groundspeed. Perhaps I should

have stayed in the smooth air in front of launch awaiting a thermal (Option B). Or perhaps I simply should not have launched from a site in conditions that required gaining significant altitude and going over the back to make a real LZ (Option C).

I decided “C” was the correct choice.

Although the outcome might have been different if I would have stayed right in front of launch, the possibility of ending up on the valley floor was likely quite high and the chances of avoiding injury from repeated trips to the bottom were probably quite low.

Fly safe.

LAUNCH

LANDING [right, from top] Forger heading north other the back from

Crestline into the Mojave Desert. Forger’s Wright Mountain launch and Bear Gulch landing spots.


The Perfect Game

Combine paragliding, backpacking and a dash of sleep. Place in the Alps of Europe. Stir and shake for

two-and-a-half-weeks. The result: thirty skinny, humbled pilots with mad grins on their scrubby faces scattered over 500 miles, from Austria to Monaco.

To race across this picturesque moun-tain range with only your tennis shoes and your paraglider creates in my mind “the perfect game.” Great leaps in the ranking can be made in a single flight. There is ample opportunity for your body to fail you in one form or another. You spend most of your time by yourself, yet every-one you know is tracking your every move. You must have a plan, yet you have to con-tinually adapt to your given predicament, such as stopping and waiting for a slope to heat in order to fly further. You hike in the morning, fly when you can, hike in the evening, hike at night, hike in the rain. When you get tired, you catch a catnap, eat some food and hike some more.

You discover the Alps and your self in a way very few will. The route and the mag-nitude of the adventure are lodged deep in your memory. Emotions sometimes get the best of you. The game does not stop when it is over. After the closing ceremony, you are still racing for another week or two in your dreams.

To even contemplate participating in the Red Bull X- Alps leads others to think you have gone utterly mad. But I disagree. You actually have to be completely rational and honest with yourself regarding your flight abilities and your stamina. Not all who apply are selected. The rules are in-tentionally simple. There are no manda-tory rest stops.

The race is stopped forty-eight hours after the first contender makes goal, a small square Red Bull raft in the Mediterranean Sea, off the coast of Monaco. Most racers do not make goal! The slowest competitors are put out of their misery by an elimina-tion process that starts on the third day, cutting the last athlete every two days thereafter.

Half of a pilot’s success or failure de-pends on his/her teammate. They are your lifeline; they feed you and give you maps, weather information, strategy sug-gestions and mental support. Their role is to make your racing as effective as pos-sible. Dave Hanning, my teammate in the 2007 X-Alps, truly got into the spirit of the game by providing indispensable sup-port. Dave and I will team up again as Team USA in the 2009 Red Bull X-Alps.

We will begin in Salzburg on July 19th and race around the Waltzman in Germany, the Grossglockner in Austria,

the Marmolada in Italy, the Matterhorn in Switzerland, and Mont Blanc in France. The goal, as always, is Monaco! This route forces us through a part of the Alps that only Alex Hofer chose to fly in 2007. It is speculated to be the most difficult route yet.

UNFINISHED BUSINESS When I entered the 2007 race, my great-est concerns were blistered feet and sleep deprivation. As it turned out, I was fine on five hours of sleep a night, and since I took good care of my feet, blisters were not an issue. One thing I never anticipated—food poisoning—deterred me. Something I ate the day before the race caused me to lose 24 hours right off-the-bat. I feared being cut on the third day by the elimina-tion rule. However, a nice flight on that very day put me back in the game. With Dave’s help, I was able to get past a fair number of competitors over the course of the next two weeks. Nevertheless, 48 hours after Swiss pilot Alex Hofer landed on the raft, I was still 90 miles away. Being told the race was over at 10:30AM, just as I was running through a small Italian vil-lage, was somewhat anticlimactic.

My goal this time around is to land on that little blue raft within 48 hours of the fastest athlete. It would be very naïve of

by HonzaREJMANEK

Red Bull X-Alps


me to say I plan to win. I am not Swiss and have never been a world paragliding champion. On the other hand, I proved to myself in 2007 that this race is not out of my league. In fact, far more than conventional paragliding competitions, it plays to my strengths.

Ever since I started flying in 1993, I have challenged myself to land or do touch-and-go landings in increasingly precarious places. I am thoroughly con-vinced that a paraglider can safely land in more places than any other aircraft, so it would be foolish not to take advantage of this in a race where you are free to launch and land as often as necessary and where you deem appropriate. In the Alps there are valleys with plenty of landing zones, but there is no reason to end up on the valley floor midday. The lower slopes have trees; above the timberline, the slopes are often steep but covered with grass, scree, or snow.

My general tactic was to be a bit con-servative and side-hill land above the timberline if I were starting to sink out. This allowed me to re-launch if condi-tions improved or to take a short hike up to a higher launch spot. It also kept me out of the hot valleys midday. Once you drop into a valley, your chances of thermaling-out diminish significantly, unless you can soar the valley wind up a strategic spur and wait for a thermal. This general tactic of frequent hops served me well, though I admit that a less conserva-tive flight tactic might yield longer flights. My longest flight was my first, and it was only 30 miles. Over the course of 17 days, I launched and landed almost 40 times, using some flights that were shorter than a minute only to sample the conditions.

The other aspect of the race that any pilot needs to take into consideration is his/her general physical and mental stamina. A few stops for meals and the occasional highly rejuvenating catnap is all the rest I allowed myself. It was standard to hike till 1AM and fall into a deep, dreamless sleep till 6AM. Only on the last night did I attempt a true all-nighter. The beauty of the game is that, thanks to your supporter, your only duties for over half-a-month are to hike and fly through the Alps. You feed off the adrenaline of catching and passing the next guy ahead of you. Oftentimes you do not actually see yourself passing some-

one because there are so many possible routes. You know you’ve succeeded when your supporter calls with the good news. Other times, you meet a fellow racer and spend half-a-day hiking together, an op-portunity afforded me three times in the 2007 race. This is a wonderful experience; an instant bond forms since you are both going through the same humbling adven-ture.

The navigation of the race is not trivi-al, despite GPS technology. Local alpine pilots have a significant advantage. If you know what is around the next corner, you can make wiser in-flight decisions. I knew only a short segment of the route in the Chamonix area, but it proved to be very helpful.

I will be flying an Axis Mercury com-petition wing made of light fabric, and I have a superlight weight reserve. I still haven’t chosen my harness, but it will cer-tainly be light. All pilots are obliged to carry their flight kits and tracking equip-ment at all times. Far more time is spent hiking than actually flying, so every gram counts.

My on-the-ground training has con-sisted of running, using shoes from Inov-8. I hike up to launch whenever I get a chance to fly and continue practice-land-ings in odd places. When feasible, I try to hike back to the car from where I land on an XC flight. Suunto has provided me with a fancy training watch that includes a heart monitor and a foot pod. They also have hired a trainer, Eddie Fletcher, who analyzes the training logs I send him. In addition, I am paying strict attention to my diet. I’ll be relying on bars and gels from Hammer Nutrition in the race.

In 2007 Nate Scales and I received a much appreciated sponsorship from the Foundation for Free Flight and from Tony Lang at Landcor properties. The majority of our funds came from US paragliding clubs and pilots. We greatly appreciate everyone who joined our team in 2007, and we look forward to your support in this race as we take Team USA all the way to Monaco! We will be raffling off great prizes throughout the race and posting the winners on the Athlete Journal at www.redbullxalps.com . More information on how to join the 2009 Red Bull X-Alp Team USA is available at www.honzair.com.

France Switzerland

Fly the Alpswith Todd Weigand and Luis Rosenkjer

June 2009

Italy

www.paraglidingtrips.com

http://www.paraglidingtrips.com


Why do we desire to fly? It’s a seem-ingly simple question, but, as life shows us, simple questions do not

necessarily yield easy answers.For starters, flying gives us perspec-

tives not attained by any other means. Even after the exhilaration of summiting a mountain, one is still tethered to Mother Earth. Seeing the ground far below with nothing beneath us, with the ability to sustain ourselves in flight or swoop down at will is a feeling unlike any earth-bound activity—it is the stuff of dreams. Powered airplane pilots feel this as do balloonists adrift in the prevailing breezes. It is a visit to a magical realm unique to the human experience and rewarding to those who dare participate.

At heart and by DNA, we are ground-dwelling earthlings, and that is our lot in life. We are physically constrained to drum out our days schlepping the byways, countryside and meadows of our terrestrial habitat. But we can look up and dream of being in the air. Actually getting into the air heralds an opportunity to enhance one’s appreciation of the earth itself. Astronauts have waxed poetic of the views of earth from space, and their pictures have become instant classics. Becoming airborne is a spice that heightens life’s experiences to levels only imagined 100 years ago… and perhaps even further back than most would imagine.

Dr John Lienhard’s magnificent book, The Engines of Our Ingenuity, recalls that

one of the oldest intimations of flight was revealed from research conducted in the Cairo Museum. An Egyptian doctor named Khalil Messiha was studying a collection of early bird models, and he found all but one was similar and that one was made of syca-more wood. It got his attention because he was looking at them through the eyes of the young modeler he had been in his childhood. The other models had legs; this particular one had none. The others had painted feathers; this had none. The other models had horizontal tail feathers, and this had none. This is the most important difference, because birds do not have to be stable in flight since they can correct their direction, but a model airplane needs a ver-tical stabilizer. This model had a tapering

by DennyPISTOLLFLYTo

vertical fin. This was not a bird at all; it was a model airplane... and that was impossi-ble. From the small model, one can also see that the wing had an airfoil cross-section. It was aerodynamically correct. Too much about the model was beyond coincidence. Messiha’s brother, an engineer, reproduced it in balsa wood and launched it. It flew!

The model was unearthed from a cache of artifacts from the third century B.C., which meant it came from the Hellenistic age of invention, eighteen hundred years before Leonardo da Vinci was trying to invent flapping-wing airplanes and cork-screw-driven helicopters.

We have no evidence that anyone ac-tually built a large version of this, yet no one could have come this close to the real shape of flight without working on a larger scale. Archaeologists have never found a prototype, but it is clear that even then the dream, if not perhaps the reality, of flight existed far into the past of human civiliza-tion.

Freedom is another descriptor frequent-ly associated with flying. But how free are you when the source of becoming airborne is tied to a specific geographical feature such as a ridge line or the vicissitudes of thermal generations? Well, quite a bit, as it turns out.

My first encounter with hang gliding was in the early 70’s in Makapuu, Hawaii, watching gliders ply the high ridges of the Koolaus for hours at a time. It was a riveting spectacle. The sport was in its in-fancy in those days—peopled, I learned, largely by the surfing crowd who gradu-ally migrated to become the flying crowd. The gliders were comprised of different iterations of the Rogallo wing—crude by today’s standards—and flown by pilots of high pioneering spirit, many with little or no aviation know-how. But they were pio-neers in the truest sense and explore they did! But why, what drove them to fly?

Despite my longing to join this select band, I balked. I balked because of my at-tendant responsibilities to a family and rais-ing two young children; I was in my 30’s at the time. Accidents were another signifi-cant factor keeping me at bay. They were more common in those days, giving rise to the label of “extreme” to the sport which

it carries, quite unfairly, even to this day. Nevertheless, every accident made bold print in the Honolulu Advertiser, creating more than a few dinner table discussions on the wisdom of embarking upon such a risky venture. If I had the pioneering gene within me, it remained well subor-dinated. Our dinner table conclusion was to wait until after the family was raised and I was retired. YIKES! That was a life-time away, but that was our decision. And through the years of that lifetime, though the flames of desire dimmed somewhat, the embers managed to remain aglow. But why, what kept this desire alive for more than three decades?

Time passed, and with our children now raised and retirement upon me, I set out on a diligent foray into the sport of hang gliding. My quest had all the giddy feelings of a kid let out for recess—silly, of course—but that was my mindset. In some respects my search resembled that of a wacky anthropologist traveling from the hinterlands to investigate the doings of an indigenous species. And what I found was nothing short of amazing.

In re-introducing myself to hang gliding 31 years later, I felt like Rip Van Winkle awakening from a lifetime slumber to be completely nonplussed by the im-mense changes that had taken place. There were hang gliding schools with a syllabus of requirements, exams, ratings, rules, site protocols and more. Gliders were no longer constructed and modified in garages with materials from the local hardware store; they were certified aircraft. And the glid-ers were not only going cross-country but doing aerobatics as well. Who could have imagined? The world as I had known it had changed; the sport had matured.

My journey of discovery eventually led me to the Lookout Mountain Flight Park in northern Georgia. The school at Lookout reinforced my highest expecta-tions of what serious flight training should be: professional, methodical and consistent. But the most interesting revelation was the people. Those with whom I met and vis-ited were not dare-devil extremists with a latent death wish, far from it. They were mature men and women, intellectually en-lightened and remarkably fit, who shared an irrepressible passion for the sport. Why was this and what exactly kindled these passions to fly?

[above] Denny in the Lookout Mountain LZ after a flight | photo by Don Murdoch.


Flying hang gliders is a solitary activity, or so I thought. In reality, it’s actually very communal, with locals dispensing valuable info on the particulars of the site—stuff not necessarily intuitive or appreciated on a first visit. Launch help is also at hand with conducting hang checks, which are the rudiments of ensuring that the pilot is correctly tethered to the glider, and inqui-ries by others as to whether or not you did a hang check, and, still others, double-check-ing what you said you did. Although the pilot is solely responsible for his own safety,

it is nevertheless a ritual of reassuring re-dundancy. On the ramp there is a “wire crew,” if needed, for establishing stability under windy conditions prior to launching and others advising as to the traffic as well as the wind direction and velocity.

After landing in the LZ and roosting in the warm camaraderie of those who landed before you, there is the opportu-nity not only to share the glories of flight but garner feedback on one’s approach and landing—and, in-turn, to share your ob-servations with those who follow. This is an invaluable interlude. Critique is not always warmly embraced, but, welcomed or not, it is an indispensable tool with which to grow and learn. Post-flight discussions, for the most part, are proffered forthrightly and with the best of constructive intent. Regardless of who you are, there is always room to improve. One will be short-lived in this sport if you show up with a big ego encased in a thin skin.

Now an intermediate (H-3) pilot, I am thoroughly enjoying the sport that long ago saw me enviously looking up from that sun-drenched beach in Hawaii. Still,

during introspective moments, I ponder the “whys” that drives us to this unique endeavor. What inspires us to fly? Are we attempting to best the elemental forces of nature? As people who run rivers, climb mountains or sail far beyond the safe boundaries of land will quickly attest, we never conquer anything in nature. Like the very essence of life itself, we endure, and, with God’s good grace, we survive. As Mike Barber drolly said, “We are a leaf in the wind. Other than the speed of our glider, the only thing we really control is our own judgment.”

So what drives us to fly? What moti-vates people like Zack Castille of Houston, Texas, to travel four hours one way to a site, set up to fly a nine-minute sledder before breaking down and heading back home... and remark that he had a GREAT day? The answer to that question, which began in the very earliest of civilizations, spanned the Renaissance, and has endured well into the Space Age of today, is not a puzzle wrapped in an enigma at all, but lies within the very words of the question itself… it is simply, to fly.

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WE'RE UPPING THE ANTE IN 2010. All photos making the final cut will score the standard contributor payment. The two photos that make the HG & pG covers will win a free helmet pTT from our friends at Thermal Tracker. We'll also be running a feature story in the December issue highlighting calendar photos and the pilots and photographers behind them. So dig through that pile and find a unique gem. you don't have to be a pro to stake your claim in the free-flight hall of fame.

“Regardless of who

you are, there is always

room to improve. One

will be short-lived in

this sport if you show

up with a big ego

encased in a thin skin.”

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

http://www.superflyinc.com


words by GavinMcCLURG images by JodyMACDONALD

Rabbit HoleDown

the


Seriously, I want to know what just happened. The photos and my unreliable memory insist

on giving me reason to believe I’ve gone absolutely out-of-my-already-questionable mind. I can’t even stick to what I know because it has to be some crazy, wild, fantastic dream. In every way I will account for what I believe happened, but there being absolutely no possible way that it did, it’s all, therefore, hearsay. For all I know, sometime around two weeks ago I went down a rabbit hole, and this

morning I got spit back up in the blaring sun, stumbling around with a headache—a clear indicator that something very, very strange and wonderful happened to me while I was away.

The Rabbit Hole was entered sometime around noon on the first day. Our group had arrived from ports halfway around the world: the shockingly handsome twins Mike and Stu, owners of Verbier Summits, a paragliding school in the Swiss Alps; their gorgeous girlfriends Rachel and Rosy (soon to be girlfriend and fiancée, but I’m getting ahead of myself); my sister Lesley, who had decided to take a break from the wintery drizzle in Seattle; and finally, Bruce, a lovable doctor from Australia, and an admit-ted paragliding and kite-surfing addict. They have all flown to Tonga to board Discovery, a catamaran

we are sailing around the world as part of a five-year kite-boarding and paragliding expedition called The Best Odyssey. The journey is funded by owners like Bruce and two dozen others—modern-day adventur-ers seeking out places to pursue their passions where few or none ever have. These are the people who have allowed me to chase that bunny right into fan-tasyland.

Our crew is rounded out by my partner and photographer, Jody MacDonald, and our chef team, Hannah and Lars, whom we stole from the Fat Duck in England, the second-highest rated restaurant in the world. Lars’s creations in the galley mirror his


tattoos, complex and intimidating—egg and bacon ice cream, green tea miso soup with seared Wahoo—while Hannah brings an elegance and coziness to the culinary offerings that make for a hell-of-a-team.

Fantasies always begin with preposterous proposi-tions. This one was as ludicrous as they come. Take a moment to Google “paragliding” and “Tonga.” If you get a hit, it will be from the trip you are reading about right now. Tonga is an island nation in the middle of the Pacific Ocean that lacks in-full what paragliders seek: hills or mountains. People travel to the Kingdom of Tonga to experience a number of tropical wonders, such as calving Humpback whales, seriously good surf, or spectacular diving, but they

absolutely do not come to paraglide. However, in a time long, long ago, while sailing in Venezuela in the first year of our expedition, I spent a whole lot of greenbacks, sweat and tears to procure a paragliding winch, and our dreams of flight in the tropics took shape.

A bit of sashimi, a bit of a run-down on the boat, a few laughs, a quick dusting of the tow-winch, and a brand new Rebel, compliments of our new Gin sponsorship, and suddenly my Rabbit Hole had a few more characters. Nuku’alofa, the capital, is not known as Tonga’s greatest gem, and the plan was to depart for waters north as soon as possible. But plans suck and should be given wide disregard. I avoid

[previous] Mike Belbas takes the first flight. [left] Skipper says: make it look bigger! [above] The skipper and Stu use the tow winch for the first time.


“Take a moment to google paragliding and

Tonga. If you get a hit, it will be from the

trip you are reading about right now.”


[opposite] Very far down The Rabbit Hole now. [this page] The first

of quite a few dunks.


moldy food. Use the Lonely Planet and Cruising Guides for firewood and I prom-ise real adventure. Or in this case, a better fantasy...

So the plan was scrapped, and we went for a recon. Not 12 miles from town we found waters so clear, coral so intact, beach so beau-tiful, wind so-so-so perfect for flying, I knew this trip we had indulged in just had to play out. Lead on Rabbit, lead on!

How do I describe what we see up there? Bruce lands and says it’s the most incredible thing he’s ever seen. Stu lands, and his smile can clearly be picked up from a mile away. Mike lands and he just shakes his head and repeats “AMAZING” so many times I con-


sider he may have a brain injury. When it’s my turn, apparently everyone can hear me yelling all the way up and all the way down. Personally, I have no idea my brain is whirring at dangerous speed, hardly able to cope with the inputs. I shake my feet around like an excited puppy, then bank a few spirals over the boat, wave to my sister, land on the soft white sand barefooted and, in that moment, realize that if the winch sank to the bottom of the ocean that first day, it would all have been worth it for this one flight. But in this dream, I get to go again...and again.

Ah, but even dreams have glitches. By flight number six, we figured we were pretty much ex-perts and sent Jody up the mast so we could tow

Mike right under her. A potentially dangerous and wholly outrageous at-tempt, but you know how it goes when the camera comes out. And thus ended the towing for the day, when the brand new Rebel (and Mike) took swim number one. In the coming days it’s possible the wing saw more water than sky, but MY GOD IT WAS WORTH IT!

The next day—the glorious Triple Play. Flying in the morning. Snorkeling before lunch. Kite surfing in the afternoon. That’s what it says in my log book, and I’m sticking with it. Unfortunately, it doesn’t say much else that’s even remotely intel-ligible—just a lot of “whoa, that was a crazy day” and “whoa, that was a crazy day” ad infinitum, which doesn’t help me much when it comes to re-capping a week in the space of a story when I really

[main] On glide over coral forests. [below left] Stu rides the fine line between flying...and swimming. [top] The gang takes a break. [above] Mariner's cave.


need the pages of a book. We did at some point need to move on. The Humpback whales would not wait for us in the Vava’ua group forever, and be-tween Nuku’alofa and Vava’ua were a litany of uninhabited and sparsely populated islands I thought I’d explored on pre-vious visits in 2001 and 2003. But as it turns out, in the next 10 days we never once anchored even close to anywhere I’d been before. If you look at Tonga on a map, you would not be im-mediately impressed with the cruising possibilities. While French Polynesia is the size of Europe, Tonga is more the size of say, Denmark. But small is not the correct word for Tonga. Not her people, not her splen-dors.

Swells bring great surf; clear deep waters harbor some of the healthiest coral I’ve seen; per-fect white sand beaches com-plement stunning limestone and palm-tree clad islands, and a million surprises await at them all. Kelefesia holds our attention for a few days, a wickedly gorgeous little spot whose one inhabitant no doubt found himself some-what bewildered to see people flying without motors over his island. The girls all get to fly and Lars gets the first flight of his flying career. What a ter-rible thing we’ve done. If Lars continues to fly, I think there will never be a view that can match his first. But as always, the days become hard to track and things you think you’ll never forget get mixed up with other wonderful memo-ries. As I’m writing this, I recall two surfacing whales that came up near us on the trip to the Ha’apai group, the first Humpback whales most of our group had ever seen, an incredible treasure I’d nearly let go.

We head north in small


[opposite] Working the beach. [below] Handmade local Tongan craft. [bottom] Lars barely makes it to the...LZ?

runs, each time stopping where we see potential in either land or sea. At Mango Island we find an an-chorage that is almost completely surrounded by a wall of coral 40 feet deep with small body-wide fissures that make for amazing swimming. Lars and I have a look around one night after dinner and bag 10 slipper lobsters for the next evening’s feast, one for each smiling soul on board.

And again we move, this time to the far eastern islands in the Ha’apai, another area I’d missed in past trips. We are told by the few passing boats we see that the Vava’ua group is finally thinning out. It’s a famous cruising area and the last stop for most boats that have traversed the Pacific, all headed to New Zealand and Australia for the cy-clone season. Perfect. By the time we arrive, we’ll have it to ourselves. In the meantime we find yet another majestic anchorage with no neighbors, another spot to fly. I full stall the Rebel just to en-tertain myself, as if entertainment is needed, then recover and site my landing in time to see Bruce catch a wave on the SUP (stand up board) directly below. I’m flying, Bruce is surfing, the gang is playing on the beach, while insane smells waft over us from the galley. Oh yes, very deep in the hole now.

We stage our run to the Vava’ua group from Ofalanga, an uninhabited island I remembered from previous trips and the first place we stop I’ve visited before. It makes me re-alize how long you could explore this planet and still see very, very little. We spend the afternoon enjoying gardens of coral and wildly abundant fish life, then entertain one another with trips on the SUP behind the dinghy. Jody wins the speed event, Rachel wins the head plant, Rosy wins no-bikini, Bruce gets the style points. We head off at midnight for an easy night-sail. On arrival in Vava’ua we do, indeed, find it mostly deserted. If it’s even possible, Mike and Rachel

seem a little more blissful than before. Something is going on there...

In our final days we see lots of whales, but swimming with them remains elusive. We even bone up for a day tour, which we find a bit dis-


appointing. Plenty of whales are seen, but in an effort to get us close, the Captain’s tactics border on harassment. It’s an all-day affair in the sun on a very uncomfortable boat with no drinks or food. We’re all happy to get back to our home.

In the final days we get Stu, Bruce and Jody up at the same time, and they dance above the tree-tops and the mast of Discovery for hours, ridge-soaring. The winch and dinghy have gotten a workout on this trip, and we decide to end our flying efforts here. The numbers: something over 50 flights, the Rebel’s been in the drink 9 times (sorry Gin!), we’ve burned up a few hundred bucks of unleaded, and “holy shit” has been said enough times to make even the most hardened priest faint ten times over.

During the last supper, between courses of cur-ried roast pumpkin soup with hazelnut oil, parme-san and soy roasted pumpkin seeds, suvited duck over fresh pistachio pesto and beet juice infused carrots, morsel of tenderloin with basil béarnaise, and mango and cardamom sorbet, we learn the

Milky Way worked its magic on Mike and Rachel’s night watch. Instead of an engagement ring, Rachel is gifted with an antique compass rose, which we all agree is more romantic than any ring, and ,of course, quite appropriate given our surroundings.

And then? Well, then that ras-cally rabbit takes me by the ear and hauls me and my friends out of his hole, points at the horizon and gives me an even greater gift than he al-ready has. A dangling carrot. Lead on Rabbit, lead on!

The author, Gavin McClurg is the Captain and founder of The Best Odyssey . To learn more about the expedition please visit

www.offshoreodysseys.com

[above] South Pacific Sunset. [opposite]

Flying over Discovery in Vava'ua, Tonga.


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[above] A pilot ventures out over Lake Atitlan | photo by Linda Evans [below, left to right] The group loads their

wings on the bus to San Pedro Launch | photo by Douglas

Paeth. Guatemalan children | photo by Linda Evans. On the

trail to San Pedro Launch | photo by Janet Paeth.

pANAJACHEL, GUATEMALA, JAN 11, 2009.

On the second day in Guatemala I had yet to fly. The first day on launch I did not even unfurl my wing. Conditions were good, but

I hadn’t flown for four months—the longest period since I had begun personal flight three years ago. Most crippling were symptoms of Parkinson’s disease; it seems to seek out and dampen every aspect of life. At least I had the sense to know I wasn’t ready to fly. Rigidity and lack of coordination were major factors, but more alarming was a lack of joy and excitement usually filling and empowering me in anticipation

of flight. The resulting lack of confidence led me to ask myself, “Is it over?” After spending the time and energy to get here, with flight conditions ideal, I had to wonder, “If I don’t fly now, will I ever fly again?” Had I lost a lifelong dream? I was not ready to accept the possibility of losing the most fulfilling sport I have known. “I just need to kite my wing and get the feel back,” I tried to convince myself.

I mentioned my condition to our guide Roger, while on launch, who suggested Tai Chi. Why not, considering slow movement was now my specialty. The opportunity came at 5 AM the next morning. Massive cones of several volcanoes, crowded around

Fly ForeverOne Man's Struggle

to Stay Aloft by DouglasPAETH


[above] Panajachel launch | photo by Linda Evans. [below] Panajachel L.Z. | photo by Linda Evans.

Lake Atitlan, began to emerge from the darkness, a darkness that helped quell my feeling of foolish-ness as I timidly began to invent my own “Para Tai Chi.” This consisted of exaggerating each motion of pre-flight and buckling into a wing. Needing no elaboration, I started the familiar motions of raising up a wing and pulling brakes; turning and driving forward concluded the cycle. “Para Tai Chi” helped, but I was still not ready to fly. To go kiting while the group flew would prove a logistical problem, and I did not wish to inconvenience anyone.

Circumstances, however, favored my needs. Daylight brought strong, gusty, offshore winds, so flying was not an option. Feeling almost guilty, I packed up and joined the group for some kiting. In addition to getting what I had wished for, I was sur-rounded with the assistance, energy and companion-ship of a wonderful group of pilots. The riverbed was rough on our wings. It was primarily a hand-operat-ed mining site where people of Panajachel excavated sand and gravel for concrete. In addition to avoiding pits and mounds of stone, we dodged a sewer which ran through it. A few pilots used good judgment and kept their wings safely packed, while most kited in strong, shifty wind conditions. With Parkinson’s, well-internalized movements are the easiest to retain or even recover. Kiting proved helpful. A small voice within awoke and whispered, “Let’s fly.”

SAN pEDRO, GUATEMALA, JAN 12, 2009.

The third day winds were more reasonable, but still

offshore. Our best chance for flight was across Lake Atitlan. All fifteen of us boarded a single boat-taxi. Mid-lake, we spotted a single volcano concealing two brothers to the south. Approaching San Pedro, the volcano appears to multiply into a row of trip-lets. Tin-roofed villages cling to the hillside. Nearly devoid of boat traffic, Lake Atitlan is pristine.

Ashore, a brightly colored bus soon stops for us. With our wings quickly tied overhead, we fill the re-maining seats. The road is reminiscent of many roads to launches: twisting, steep and narrow. The young driver is expert, undaunted, as the road is like many in his country. The Guatemala experience is rich and

One Man's Struggle


unique; with adventure so spectacular, paragliding begins to take a less prominent position as the main purpose of the trip.

Nearly ramped-up to the prescribed dosage of what proved to be an effective medication for the symptoms of Parkinson’s, more life and coordination fill my limbs. Enthusiasm among the group mounts as well, and all pilots are ready to fly. So much had come together for that moment; I had a profound sense of all being as it should.

Beyond the giddy excitement in anticipation of flight, I experienced an eternal sense of the flight’s being inevitable, as if it had already happened and always will happen. Rather than shake off the feeling of eternity as I might a simple deja vu, I dared to an-ticipate the coming of some kind of divine spiritual experience.

Launch conditions were ideal, taking to the sky anticlimactic. Airborne, I wondered, “Why am I often more nervous on the ground than in the air?” This, the last earthly thought, was blown away in the wind. Thus began a cherished process many hang and para pilots are familiar with. Much of the pain and suffering in life blows off in layers, dissipating into the mild vortex at our backs. Into a clean new world, flying free, we ask ourselves, “Where is the best lift?” Unpredictable lift, easily gained, quickly lost, even-tually brings me just over launch altitude. I was just getting by and wanted more. Turning back toward the strongest lift and straightening out, anticipating a core, I turned hard. I just plain missed, soon sunk out, and struck out toward the landing zone. One of the better pilots, who always seem to fly higher and longer, explained that these thermals were “bubbles,” not columns of rising air. The wind had fooled me. As did the passage of time: my flight seemed to last an hour but logged as only 14 minutes. The scenery was so spectacular that I once had to turn away so as not to be overwhelmed by it all.

[above] The author launching from San Pedro | photo by Amy

Paeth. [below] Preflight at San Pedro Launch, Volcan San Pedro and Volcan Toliman in

the distance | photo by Douglas Paeth.


My return to earth was clumsy. Although it was an upright landing in the small landing zone. I first swooped and ground through a row of veg-etables, then ripped the tops off several roses. One left its thorn so deep I was unable to remove it for a week. (It was as if the earth seemed jealous of my escape, and like a gentle reminder of her gravity, she punished me with that thorn.) Gardeners working nearby were clearly upset with the damage I left, but quickly calmed down when I compensated them

with what I later learned was nearly a month’s wages. The foreman, waving his machete towards the sky, had traced out a proper approach path. His words were unknown to me, yet left me doubting he would ever get the chance to try out his expertise.

I felt privileged and grateful to live the dream of flight. Did I have some kind of divine spiritual expe-rience that day? Perhaps not, yet those mountaintop experiences reveal how thin the separation is between us and our Creator and fill me with hope.

[above] Wings over Lake Atitlan, San Pedro in background | photo by Janet Paeth. [below] Lake Atitlan and Volcan San Pedro | photo by Linda Evans.


Fort Funston is one of the most convenient and consistent places for pilots to fly in the San Francisco Bay area. It is well known for steady

onshore breezes and reliable ridge-soaring conditions. But there is another, more unusual, lift condition that pilots at Fort Funston experience from time to time—the “shear.” When the famed, but elusive shear ap-pears, pilots find lift that enables flights of thousands of feet MSL along paths that leave the cliffs behind. When new pilots at the Fort hear stories about the legendary shear, they think the flights seem highly improbable from a coastal site with only a 200-foot cliff. But the shear is real; such flights do happen! In early August, Darrel Robins and I proved this point by flying in the shear up to the floor of the class B airspace, over the city, to the channel in front of the Golden Gate Bridge, and back.

So what is the shear, and how do you find it and fly in it? No one knows for sure exactly what causes the shear, although there are some credible theories. What pilots have observed is that it is common for conditions at the Fort to begin with a mild or moder-ate southwest wind and to shift sometime during the afternoon to a stronger northwest flow. On special days when the wind is blowing west or southwest at 5-15 mph, an offshore line in the ocean appears where the water reveals a marked transition from a gentle onshore wind to a more aggressive northwest wind.

On the other side of the convergence line the white-caps can be dramatic. Pilots who spot the offshore whitecaps start to get excited, because the approach-ing convergence line means a chance for a flight in the shear.

It’s important to get in the air before the shear arrives. You won’t know for sure where (or when) it will arrive, so look for lift anywhere from the south over Westlake to the northernmost point of the Fort Funston cliffs. When the shear first arrives, you will notice a mild, sometimes turbulent lift at the top of the lift band. If you are undaunted, you will climb through a boundary layer to the air above, where the lift smoothes out. The air above will be out of the northwest and may be warmer or colder than the air below. The severity of the turbulence and the ease of climbing up through it can be quite variable. On some days the turbulence in the transition can be severe, or there may not be much lift above. On days that pilots do climb through to smoother air above, the extent and location of the lift varies, but it may extend over a wide area and allow flights far out over the ocean or inland. Once you are in the shear, you can stay with it as it travels, because the lift is no longer bound to the orographic features below. Sometimes the lift extends southward, permitting flights to Half Moon Bay. Other days, the shear extends more to the north, and flights over the city and up to the Golden Gate

Flying the Shearat Funston

by GeoffreyRUTLEDGE


[opposite] Gliders in the shear at Fort Funston, with clouds marking the convergence. [above] Over the Presidio, heading north to the Golden Gate. Note the line of whitecaps and areas of calm on the water. Photos by Geoffrey Rutledge.

Bridge are possible. Some pilots have stayed in the shear for flights east, inland over the peninsula.

Last August when I arrived mid-afternoon at Fort Funston, I saw a line of whitecaps offshore on a day with a gentle 10 mph southwest wind. I raced to get my Atos set up, worrying I might miss the shear. It’s impossible to tell how long it will take to arrive, whether it will come onshore at all, and how long it will last. I launched in the southwesterly wind, and after gaining 500 feet, headed south to check out the higher cliffs at Westlake. En route, I noticed other pilots coming back from Westlake and realized there was little lift there and a surprising amount of sink over the big cliffs. So I looked north. To my delight, I found a steady, gentle lift that extended about a mile out to sea. As I flew north, the lift became both smoother and stronger. I had to pull in to avoid climbing through the floor of class B airspace at 2100 feet, until after the half-way mark along Ocean Beach, where the class B ceiling rises to 3000 feet.

For many years, I had wanted to fly up Ocean Beach to the Cliff House restaurant. I never expected to arrive there at 2400 feet MSL! But the lift contin-ued, so I pressed on, past the Presidio, and out into the channel in front of the Golden Gate Bridge. The photos of the water in front of the bridge show the line of whitecaps in the channel that mark the loca-tion of the convergence at sea level. I contemplated

gliding directly over the Golden Gate Bridge to take photos from above it, expecting I would have to land at Baker Beach at the south end of the bridge. I also thought it would be fun to cross the bay entrance and land on the other side of the gate. But since I had never scouted out landing areas there, and thought there would be huge sink in the channel once I left the shear, I chose discretion over valor and headed back to Fort Funston, where I could land more con-veniently next to my car.

Returning from the Golden Gate to the Fort, the buoyant air continued out to sea, and I found myself up to 2800 feet, a half-mile offshore. The view from that height revealed the entire San Francisco penin-sula and Silicon Valley as well as the East Bay hills. It was a truly memorable flight! I was glad I did not have a vario with me that day (my previously trusty Ball GC comp had recently died), because a flight up through the floor of the class B airspace at 3000 feet MSL was surely possible!

A FEW CAVEATSThere are a few caveats that anyone new to the shear should be aware of before flying in it. First, real-ize that conditions are likely to change during the flight—the winds aloft will be much stronger, and those strong conditions may extend to the surface by the time you are ready to land. Paraglider pilots


taking off from their launch at the dumps should stay on the ground except during the lightest of shear conditions, and hang glider pilots should think twice about flying a single surface glider on days when the off-shore white caps are visible.

Secondly, beware of the backside. The downwind side of the shear can have huge sink and very strong winds. This is most hazardous if you follow lift in a shear out to sea. Despite huge altitude, if you have to traverse the backside of the shear to make it back for landing, you can be drilled into the ocean. And landing here in the ocean is likely to be fatal. So no matter how high you are, or how enticing the lift, don’t follow the shear out to sea (at least, don’t go beyond a 1:1 glide to the beach).

The final hazard is landing after a flight in the shear. Typically, by the time you are ready to land, the stronger northwest winds have arrived at the main cliff-top LZ, making landing there notoriously hazardous. Any attempt to land in the usual pattern at the Fort can lead to being suddenly and unpredict-ably hammered into the ground. The LZ at the Fort is not a great place to land in strong northwest condi-tions, because the wind rolls off the large bushes and platform on the north side of setup and launch, caus-ing highly turbulent rotors through large parts of the standard landing area. The most seasoned pilots take a different approach on strong northwest conditions,

landing in the cleaner air on the beach. If the strong wind has not arrived, it can still be hazardous in the LZ, because the southwest wind at the boundary of the shear can be “switchy” and turbulent. Keep your speed up and your wits about you as you land—or just head to the beach.

THEORIES OF THE SHEARNo one seems to know for sure what the shear is, or what causes it, but there are a number of theories. There is general agreement that the shear represents the boundary of two air masses that converge but dif-ferent opinions (and precious few facts) that support explanations of where the two air masses come from or why this happens frequently at the Fort.

Perhaps the most knowledgeable speculation about the shear comes from John Montevardi, a University of San Francisco meteorologist. Darrel Robbins in-vestigated, asking this academic meteorologist to try to explain the phenomenon. His reply included the following:

The eddies that develop south of Point Reyes ac-count for most of the southerly flow we get when people think we just get westerly winds during the summer…strong northwesterly boundary layer winds interacting with topography, say Point Reyes, will stimulate a cyclonic eddy in the boundary layer near or downstream of Point Reyes. This will induce

[above] Flying in the shear, looking north past the takeoff, to Ocean beach, San Francisco,

and the Golden Gate. [opposite] Gliders in the shear, with clouds

marking the convergence. Photos by Geoffrey Rutledge.


southerly or southwesterly flow in the boundary layer.

In other words, when the prevailing wind is a strong northwest condition, the southwest winds at Fort Funston may be the eddy caused by Point Reyes, a land mass protruding out to sea north of the Golden Gate. Where those southerly winds collide with the prevailing northwest wind, the convergence generates lift.

Jeff Greenbaum has written about the many dif-ferent shear conditions that can occur at the Fort, and provides additional warnings to paraglider pilots not to fly into shear wind conditions in the shear. See his article: “Common Wind Shear Pattern Observations for the Bay Area Coastal Areas” at http://paragliding-lessons.com/article/Wind%20Shear/Coastal-Wind-Shear.htm. He points out that often you can see the shear formed by the clouds at the shear line, as illustrated by the photos of clouds marking a mild shear at the Fort. The photos depict such clouds, marking a more localized shear that I flew in a few years ago. Whatever the cause of the shear, when it comes in at Fort Funston, hang glider pilots are in for a treat.

Geoff moved from Montreal to San Diego after medical school, ostensibly for postgraduate medical training, but the real reason was he wanted to learn

to hang glide. A few years later, he told his colleagues he moved up to the San Francisco Bay Area to join the faculty at Stanford but, again, the real reason was found in the cliffs and mountain sites of northern California and Nevada. He is delighted by the performance and ease of the handling of his rigid wing (he flies an ATOS), and he also enjoys general aviation in experimental aircraft. When not flying, he works as an emergency physician and online health guru (see http://www.wellsphere.com).

FLyING AT FORT FUNSTON

Fort Funston is within the Golden Gate National Recreation Area (GGNRA), which grants the Fellow Feathers Hang Gliding Club a special use permit to manage hang gliding flight operations. Membership in USHPA and an intermediate hang gliding rating are required to fly there. You must sign a waiver and display your sticker before flying. Intermediate rated pilots are asked to fly with more experienced locals for their first two flights south to Westlake. For more de-tails, airspace restrictions, a live webcam, and current and recorded wind conditions, see http://flyfunston.org/site.php. Paraglider pilots can find more infor-mation about paragliding at the Dumps from the Bay Area Paragliding Association website at http://www.sfbapa.org .


By Lisa Verzella

While giving a seminar recently on my activities as a flying hydrolo-gist, a student asked me a very in-

sightful question about the element of risk. “What,” she inquired, “do you consider the most risky aspect of flying?” I had to think for a moment, as this was a new perspec-tive on an old topic. I eventually replied with the all-encompassing answer, “The weather—hands-down.”

Everything we do in this “crazy” sport of non-motorized aviation involves a game of odds. Many of the potential circumstances that could go haywire are preventable to a certain degree, but in the case of weather, prevention may involve a good degree of understanding. The most efficient ways of acquiring this understanding include rack-ing up years of flight experience, studying the local meteorology, and pestering the masters to divulge their most educational, and usually most hair-raising, flying ad-ventures.

As gravity-driven pilots, we deal with several weather-related hazards. The odds of an injury increase dramatically when weather turns from good to bad, or when initially bad conditions go unrecognized. Though visibly deteriorating weather seems like a natural deterrent to flying, stories abound of those attempting a “quickie” before the worst hits or trying to earn a few extra miles to tack on to that big XC. Even more potentially dangerous are clear weather risks that go unnoticed, as pilots remain unaware and unprepared for the hazards they are about to encounter.

A classic example of this risky business is turbulence. The invisible patterns cre-ated by the interaction between wind, heat, and topography can easily slam a pilot into terra firma or flip a glider upside-down. Rotor is an example of this type of turbu-lence that can exist from the microscale, near ground objects, to the synoptic scale, extending vertically all the way to the top of the boundary layer in which we fly, or horizontally for hundreds of miles. Rotor is not a foreign concept to most pilots, but it is often underestimated in its intensity and extent.

Aspen hang glider pilot Jim Shaw, a vet-eran of the sky for more than three decades, has seen his share of this “invisible” bad weather. He has witnessed several incidents of pilots taking off while the wind was blowing straight-in at launch, yet showing

180-degrees opposite aloft. Such east-facing sites as Walt’s Point in California’s Owens Valley and Slide Mountain near Reno, Nevada, often lure pilots with little knowl-edge or experience to launch in these rotor conditions. Even advanced pilots are not immune from this tricky phenomenon.

At Slide, about 3500 vertical feet, a 15-20-minute sled ride in morning winds can be easily shaved to 4 minutes in rotor. Shaw, keeping his own glider tied firmly to the rack, witnessed a pilot wrestle with the invisible demon at this site. The new-comer launched into winds that were qua-si-soarable at ridge top level. Leaving the ridge for the landing field, his glide became nearly uncontrollable, and he experienced a sickening stall feel as he plummeted all the way down, barely making the LZ.

Sandia Peak in Albuquerque, New

WhenGood Weather

Goes


Mexico, is a small mountain range that sharply thrusts itself up 4000 feet above the city, in the midst of a semi-arid land-scape that bakes intensely in the summer sun. Its fin-like protrusions of vertical rock walls in front of launch can disturb the air flow for thousands of feet above their tops. I’ve experienced a few severe wire twangs in this spot, but fortunately remained up-right. The rotor lurking just over the back has ruffled many a pilot and tumbled more than a few gliders.

King Mountain, along the Lost River Range near Moore, Idaho, exhibits its rotor demons along the ridges and can-yons as well as above and behind its peak. The minimum altitude for jumping over the back varies greatly, depending on the strength and direction of the wind as well as atmospheric stability. Erring on the high side will significantly decrease the poten-tial of being slammed by the rotor. Many days require a clearance of 3000 to 5000 feet above the peaks to ensure some degree of confidence that the glider will remain in the upright position while crossing.

Convective turbulence, including sharp thermal edges, is a topic worthy of several articles in itself. Active piloting is pivotal in these conditions. Along with Sandia and King, the Owens Valley near Bishop, California, has bitten scores of flyers and flipped and broken dozens of aircraft over the decades from this type of turbulence. Emergency parachutes seem to have been made for such sites.

Gust fronts, frequently accompany-ing microbursts or frontal passages, are a more visible weather hazard and can add much injury to insult. A wall of dirt rising hundreds of feet high often delineates the boundary between two airmasses having opposing wind direction.

World-class competition pilot Jeff O’Brien relates his gust front encoun-ter during a practice day of the 2008 Big Spring, Texas, meet:

“Half- a-dozen of us towed up and were milling around the airport. A storm squall was approaching from the southeast, and we could see the gust front activity on dis-tant windmills, so four of us decided to fly 20 miles north and let the storm pass.

We spent about ninety minutes up north, and once we could see the storm had passed off to the west, we made our way back to the airport. As we got within five

miles, we noticed a new storm building, approaching quickly from the southeast. We discussed our options on the radio and decided that we’d try to beat the storm to the airport. There was certainly a new gust front as well as associated heavy rain, but no visible lightning. It was still a couple of miles away.

One pilot landed in calm winds a minute or two before the gust front arrived. A second pilot realized the gust front was imminent and chose to run a couple of miles away and land as quickly as possible. I arrived at the airport quite high, and it soon became apparent that I wasn’t going to make it to the ground before the gust front arrived. I began seeing dust whipped up and flags getting pinned, while I re-mained in turbulence- free warm air 3000 feet above. I was making good ground-speed toward the storm, even though the flags below were whipping against my path.

Soon I found the layer of cold gust front air that was beneath my altitude. With a couple of violent bucks and an instant sig-nificant drop in air temperature, I flew into

the front. Instinctively, I turned 180 de-grees and flew back through the boundary layer. When my instincts changed back to rational thought, I was upset that I’d flown back into the warm air. I knew I wasn’t going to outrun the storm and the front and realized I’d have to endure one more crossing of the boundary layer to buck my way as deep into the front as possible before I arrived at the ground.

Once again, I flew through the front into the cold air, getting bucked around a second time. I kept my nose pointed into the wind in the 35mph breeze and hovered down to the airport where half-a-dozen pilots waited to catch me. I had an un-eventful landing on the basetube and was kited into the nearby hangar.

The noteworthy thing about the experi-ence was the discernible nature of the front and its effects. Temperature dropped; there was turbulence at the boundary layer and an instant wind change. It was interest-ing to feel the atmosphere in such a tactile fashion.”

While small scale hazards primar-ily affect those in the wrong place at the wrong time, larger scale weather systems can produce the greatest harm for the greatest number. Fronts, multi-cell thun-derstorms, and monsoonal conditions

Goes

[above] Localized overdevelopment of a cumulous cloud over Big Spring, TX | photo by Jeff O’Brien. [opposite] Monsoonal conditions at the Crawfords near Randolph, UT | photo by Val Stevens.


have caused damage to enormous regions, crossing state lines and multiple mountain ranges, resulting in wide-spread carnage. In the 1990’s a low pressure system brought a “blow down” to thousands of treed acres along the Colorado Front Range. Gust fronts were induced statewide, including one that killed a pilot flying Telluride that day.

The wild stories of pilots getting sucked up into cumulonimbus clouds are not just legends. This completely unavoid-able circumstance has kept repeating itself throughout the decades, despite our advanced weather data network and en-hanced wing performance. Former U.S. World Team hang glider pilot Jim Lee wit-nessed such an event from a distance, at the

Sandia site in the 1980’s.Two bandito pilots, both well-known

to the local Albuquerque club they would not join, were hungry to fly off the Crest Launch. Despite the evident growing cunim above the site, they took off. Lee, knowing it was no day to risk the elements, was instead shopping in town. Glancing skyward on instinct, he was amazed to see the two gliders suspended beneath the tow-ering clouds. Local pilot JC Brown, living next to the LZ at the time, couldn’t believe his eyes when he witnessed the flyers.

Shortly after launching, one pilot headed straight to the landing field, where JC was quick to assist in the gust front. The other pilot began circling up under the darkening cunim, rapidly gaining altitude before disappearing into the cloud.

The body was found about an hour later, spit out upwind nearly ten miles. Pilot and glider had plummeted to the ground, smashing into a backyard tree. Ice remained in the dead man’s fingers and most of his bones were broken. The vague remnant of a glider was missing chunks of the leading edge. The sail was ripped apart. The wreckage had obvious signs of

lightning strike. It was determined that he had likely been up in the cumulonimbus anvil, upwards of 44,000 feet MSL that day, and probably passed out as he ascend-ed through 20 grand. I can think of much more fun ways to die.

Dozens of published articles document other adventures in heinous air. Check out Jim Zeiset’s article about his dance with death in his article, “Anatomy of a 10G Maneuver”, in the August 1987 issue of Hang Gliding magazine. In an attempt to extricate himself from strong cunim cloud suck, he inadvertently put his glider into a radical side-slip, reaching speeds in excess of 85 mph. The crossbar failed, the chute came out, and he hit ground barely 100 feet from the rim of the Black Canyon of the Gunnison.

Another article, concerning flight in monsoonal conditions, offers some me-teorological insight along with tales of near escapes and death. “The Southwest Monsoon and Its Effects on Thunderstorm Development and Non-motorized Aviation in the Rocky Mountains”, authored by Lisa Verzella, appears in the July 2006 issue of Hang Gliding and Paragliding. Try not to

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“The wild stories of

pilots getting sucked

up into cumulonimbus

clouds are not just

legends.”


be put off by the title; it was written as a term paper.

In addition to these valuable written re-sources, pilots can take a big chunk out of the risk factor by learning to identify rotors by using weather data, carefully examin-ing site conditions, and grilling the locals. Having the best equipment is also a must.

Gather as much weather information as possible. A quick phone call to the aviation weather hotline will reveal the upper level winds from the closest morning sound-ing. Soaring forecasts, including the risk of thunderstorms, are available from the same report. This data is available from your local airport, 1-800-WX-BRIEF, or by looking up your local National Weather Service site online, www.noaa.gov.

Use your eyes. Be vigilant about sky conditions one or two days before the flight. Note the drift of high level cirrus clouds; be aware of the patterns in that locality. In the Rockies, a south wind (from the south) aloft generally indicates an approaching region of low pressure, instability, and po-tential for active weather. A north wind aloft signifies high pressure and a stable at-mosphere, though postfrontal winds may

pose a hazard.Observe cloud type and development.

Lenticulars signal strong winds aloft and possible wave action. The strong band of lift associated with the upwind side of a wave cloud can be difficult to exit, occa-sionally keeping pilots unwillingly in the air long after sunset. Rotor on the backside of the wave has been documented to rip the wings off sailplanes. Castellanus and quickly developing cumulus foretell big air and risk of thunderstorms.

Notice carefully the winds at the site. Make sure launch winds match those aloft and in the LZ, unless a certain site has its own predictable idiosyncrasies. Locals often recognize patterns which make or break a flying day. Interrogate them merci-lessly. Inquire about the localized diurnal cycle of upslope/upvalley anabatic winds and downvalley katabatic flow and the presence of “wonderwind” glass-off condi-tions late in the day.

Include all the right tools in your quiver. Make sure batteries are fresh and radios charged the night before the big flight. Double check the push-to-talk system with someone else on radio before you even get

to the hill, and bring along an extra thumb switch. The most dependable and easy-to-switch-out unit I’ve found in the last 10 years is the Motocomm system. Oxygen is pivotal for those mountain flights in the West and could help you stay alive. I’ve been using Mountain High XCR for nearly 15 years and it’s never let me down. Also, an altimeter watch and tiny helmet-mounted vario have saved my butt on many a flight.

One last suggestion for lowering your risk: fly with a buddy. Whether it’s a de-pendable driver who knows the ropes or another pilot in good communication, a backup pal can help us fly more relaxed, offer more information and assist in rescue efforts. I’ve found that a D4 driver and a few good pilot teammates make the best combination.

The information given here is presented simply to help pilots maximize fun and minimize risk. None of the warnings are meant to be a deterrent to flying itself. There is risk in everything we do, every day. If we manage it correctly, we can have our epic flights and live to tell about them to a ripe old age. Then we’ll argue over the risk of using walkers.

GALLERY | CHRIS CORNBILL

[previous] Eric Brainerd at Yosemite. [below] Tim West ,with Golden Gate in background. [opposite] Kurt Schmidts over Westlake.

[previous] Dave Craft at Westlake, looking south. [above] Over Devil's Slide looking north. [opposite top] Over shear cloud, looking south towards Shelter Cove. [opposite bottom] Emily Hutcherson over Westlake with San Francisco International Airport and bay in background.

[opposite] Emily over Westlake with Fort Funston in background. [above] Tim West, Kurt Schmidts over Westlake at sunset. [next page] Dave Craft, my shadow and crow at Funston Ridge.


DON’T MISS OUT.BE SURE TO RENEW.

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in June we must receive your re-

newal by May 15 or you will miss the

July magazine. If your membership

expires in July, we must receive your

renewal by June 15 or you will miss

the August magazine.

Interested in joining USHPA?

Download an application at

www.ushpa.aero/forms

or call 1-800-616-6888

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Participate in elections!Receive the monthly magazine!

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Slow climb with high clouds over Santa Barbara, California | photo by Jeff Chipman.

Understanding

Each evening I dream of the desertIn my sleep I smell the sage as it crunches beneath my boots

I look for you in the air...and pray

for a thermalI concentrate,focus on ‘willing you’ a gust of wind

bringing you highletting the glider catch the wind

climbingclimbing far above us.

The traffic must seem so far awayearthly problems turn minuscule

no need for intense lasers protecting nationfrom nation

No need for wordsJust you and the wind

You land... sooner than we can get to you.I reach in the back for a cold Corona

The GPS leads the wayI spot you, your goggle sunglasses reflect the Western sun... there

youare

landedand safe

but frustrated... convinced you could have gone even further.I crack open your Coronastart to pack up the glider

never seeming to get the poles in rightyou remain patient...and show me again

I fold up the wingsfeeling the white material beneath my dust ridden hands

I’m jealous of the materialIt has felt the clouds,

felt the winds embrace

I fold it in the frame with deep respectIt has been places I can only dream ofWe zip the glider upcarry it on our shoulders back to the truckready for tomorrowwhen you brush elbows with the clouds

This is what we are born forIt is in these moments that we are at one with the earthone with our purpose

These moments breathe life into our soulssetting them on fire

oh, to keep that fire burningoh, to keep it burnin’

by MollyALBRECHT(Driver during the 1999 Dinosaur Nationals)


SANCTIONED COMPETITION

HG APRIL 25 - MAY 1 Florida Ridge, Florida. First Annual Rob Kells Memorial Competition. More in-formation: www.thefloridaridge.com.

PG APRIL 26 - MAY 2 Dunlap, California. US Na-tional Paragliding Championships round one. FAI Cat2 competition. All registration and info at www.santacruzparagliding.com.

HG MAY 3-9 Florida to Tennessee. Flytec Race and Rally. Cross country race and rally from South Florida to Lookout Mountain, Tennessee. Aggres-sive 100 + mile tasks everyday. More than 2000 dollars in prize money. CIVL cat 2 event. Cost: 325$ plus aerotow fees. More information: [email protected].

PG MAY 31 - june 6 Ruch, OR, Woodrat Moun-tain. WCPC West Coast Paragliding Championships. Summer flying starts in beautiful southern Oregon. Cooperative weather for proven taskable days. Pi-lot check in Sat. May 30th. FAI/CIVL $345. Soooo much included. More information: www.mphsports.com, [email protected], or (503) 657-8911.

HG MAY 31 - june 6 Ridgely, Maryland. East Coast Hang Gliding Championships. Highland Aerosports flight park. Registration opens March 15. Class 1-5 $450 before April 15th and $500 af-ter. Sport Class $375 before April 15th and $425 af-ter. More information: www.dangeroustoys.aero.

PG june 28 - juLY 4 Ruch, OR, Woodrat Moun-tain. Rat Race. If you like Cross Country and have never done a competition then this is the place to start. Competition strategies with a focus on men-toring. Pilot check in Sat. June 27. FAI/CIVL. $395. Includes more and much more. More information: www.mphsports.com, [email protected] or (503) 657-8911.

HG juLY 20 - 25 King Mountain, Moore, Idaho. 2009 King Mountain National Hang Gliding Cham-pionships. The King Mountain Hang Gliding Cham-pionships are traditionally one of the largest, most popular hang gliding competitions in the U.S. This year, we are honored to be part of the U.S. Nation-al Championship Series. Pilots flying in this year’s event will qualify for the U.S. National Champi-on title in both Flex Wing and Class 5 Rigid Wing (e.g.,Atos). We will be using the same great format and will also feature our handicapped Recreation Class and Team Class. Come and stay for the week and have a great time flying this scenic, fun site. Competition will be open-distance XC along a spec-ified route, and there will be bonus LZ’s and handi-cap scoring for Recreation Class. Best four-out-of-six days will be scored to determine the winners for this event. BBQ’s, pilot breakfasts, free camping, killer trophies, full color shirts, great daily prizes and tons of other fun stuff! Entry fee is $125. For more information, contact Lisa Tate, Boise, Idaho. (208)376-7914. Information and registration forms online at www.flykingmountain.com.

HG AuGuST 9-15 Big Spring, Texas. US Nation-als—Big Spring. $325 until one month before meet, $425 after. More information: www.endlessthermal.com.

PG AuGuST 16-21 Salt Lake City, Utah. 2009 Scotty Marion US Paragliding Nationals Final Come out and help us carry the torch! This comp is a trib-ute to Scotty Marion and what he did for our sport! Location Squaw Peak (Inspo) in Orem Utah Regis-tration/Practice on Aug.15th. Race to goal with turn-points. Info at www.pointofthemountainparagliding.com.

NON-SANCTIONED COMPETITION

PG MAY 16-17 Potato Hill, CA. Northern Califor-nia League Meet. More information contact Jug at [email protected], or check www.SantaCruzPara-gliding.com.

PG june 13-14 Dunlap, CA. Northern California League Meet. More information contact Jug at [email protected], or check www.SantaCruzParaglid-ing.com.

PG juLY 18-19 Potato Hill, CA. Northern Califor-nia League Meet. More information contact Jug at [email protected], or check www.SantaCruzPara-gliding.com.

HG PG juLY 26 - AuGuST 1 Boone, NC. Tater Hill Open ~ XC and Race for paragliders and low per-formance hang gliders w/ concentration on new XC pilots. More information @ www.flytaterhill.com, or contact Bubba Goodman @ (828) 773-9433. Reg-istration opens April 15, $175 includes rides up the hill, retrieve, spiffy T-shirt and awards party. $1000 prize money has already been donated for top three finishers!!!

PG AuGuST 1-2 oR 8-9 Dunlap, CA. Northern California League Meet. More information contact Jug at [email protected], or check www.Santa-CruzParagliding.com.

PG SePTeMBeR 5-6 Potato Hill, CA. Northern California League Meet. More information contact Jug at [email protected], or check www.Santa-CruzParagliding.com.

PG oCToBeR 4-6 Owens Valley, CA. Northern California League Meet. More information contact Jug at [email protected], or check www.Santa-CruzParagliding.com.

FLY-INS

HG PG MAY 2-3 Oceanside, Oregon. Ocean-side Open Fly In 2009. May 3rd is make up day. Thousands in Prizes in Hang glider and paraglid-er events. XC, duration, Silver Dollar spot landing, etc…Awards dinner & BIG party. More info: Dodie Hawthorne (971)344-6146, or email Mark Sanzone at [email protected].

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


PG MAY 3-8 Florida Ridge, Florida. The fourth annual Florida Spring Fling. This is a fun (trainer comp) designed to help newer pilots improve ther-mal and x-c skills in a low stress environment, with daily briefings pre and post flight. Pilots will learn how to use a GPS for flight verification. Florida of-fers great x-c conditions with strong, smooth lift, awesome cloud streets, and plenty of l.z. options. Last year a new P2 pilot with only 3 hrs of experi-ence flew over 160 kms in 6 flights, and a experi-enced P4 flew 432 kms in 6 flights. Entry fee: $200, which includes all briefings, scoring, and retrievals. Tows are not included, $10 per tow. Limit 50 pilots Contact: David Prentice, [email protected], (505)720-5436.

HG PG MAY 19-24 La Jolla, California. Torrey Pines Gliderport is hosting the 12th Annual TPG Flight Fest! Visit us for exciting Paragliding and Hang Gliding Air Races, $6000.00 in cash rewards, and awesome gear prizes! Try all the newest gear from popular manufacturers like Ozone, Paratech, Independence, and from other schools, dealers, and pilots during the Try-and-Fly Exhibition. Oth-er planned events include free lectures by experi-enced instructors and manufacturers from around the world, aerobatic demonstrations, BBQs, music, and so much more. Let’s party!! Details at www.fly-torrey.com.

HG PG MAY 21-25 Villa Grove, CO. “The Rocky Mountain Jewel” – Annual Memorial Weekend Home Opener “Fun Meet”. Come to the sunny & super-soarable San Luis Valley! Fly the 100+ mile long Sangre de Cristo mountain range, boasting nine ‘fourteeners’ along this uninterrupted ridge. T-shirts, patches & door prizes. Daily goals & tasks. Spiral down from extreme altitudes, hellacious ther-mals or heavenly glass-offs for evening entertain-ment, kegger, BBQ, bonfire and camping in the host’s LZ. Bring your old gear for a swap meet – buy, sell, trade. Bring oxygen or suffocate! Don’t let the weather fool you…last year an 80 MPH jet stream was right over us and everyone still flew the evening glass. Sponsored by the RMHPA & Hayden Pass Hang Gliders. Contact Tiff & Larry Smith, [email protected], (970)209-5212 or Jim Yocom, (303)884-3880.

HG PG MAY 23-25 Ruch, OR. Woodrat Mountain. Starthistle 2009 Fly-In. For more information; www.RVHPA.net.

HG PG juLY 4-6 Talihina, Oklahoma. Buffalo Mountain Fly-in and Fundraiser 2009. Paragliders, Hang Gliders, PPG, Ultralights, Sailplanes. Every-one welcome. Bring your stuff for a swap meet. Ob-servers available for all Pg/Hg ratings. Barbecue, Camping, Swap Meet, Limited Edition T-shirt and prizes for PG/HG events. Flying at Buffalo, Pan-orama, Heavener and Little Yancy. $60 register be-fore May 15th. More info: Mel Hair ([email protected]) Britton Shaw ([email protected]) Ron Kohn ([email protected]).

CLINICS & TOURS

MAY 29-31, AuGuST 26-28, SePTeMBeR 30 - oC-ToBeR 2 Lake Isabella, CA. SIV/Acro clinic: Host-ed by Robin Marien and Gabriel Jebb. $695.00. Special discount for those who also attend our Cross Country clinic ($995.00 for both!) Paramo-toring instruction available as a separate package during SIV clinics as well. Call (858)452-9858 or email [email protected].

june 1-4 Owens Valley, CA. Cross Country clinic: Hosted by Robin Marien and Gabriel Jebb. $495.00. Special discount for those who also attend our SIV/Acro clinic ($995.00 for both!) Call (858)452-9858 or email [email protected].

MAY 5-10 Over-the-water Maneuvers Clinics in Southern 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 15-17 NE Colorado Grasslands. Tow XC Clinic This is the easiest way to get high and go far. For over 15 years Parasoft has offered a chance for novice and intermediate pilots to learn to thermal and do easy XC flights in the wide open grasslands. See details at http://www.parasoftparagliding.com/lessons/mountain _ flying _ clinic.php

MAY 23 - SePTeMBeR 27 Teton Village, Wyo-ming. The new Aerial Tram at the Jackson Hole Mountain Resort is open for summer flying season 2009. Come and enjoy 4,139 vertical ft. of spec-tacular Alpine style flying. Jackson Hole Paraglid-ing offers daily instruction, guide service, tandem flights, gear sales, and service. (307) 690- TRAM, or www.jhparagliding.com.

MAY 29-31 Teton Village, Wyoming. Tandem Clinic with Scott Harris of Jackson Hole Paragliding at the Jackson Hole Mountain Resort Aerial Tram, 4,139 vertical ft. (307) 690-TRAM, or www.jhpara-gliding.com.

MAY 30 - june 1 Salt Lake City, Utah. Thermal Clinic. Many pilots have reported that “Ken offers the most comprehensive course and booklet on the subject of Thermal 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 Hudonjor-gensen. Phone (801) 572-3414, email [email protected], www.twocanfly.com.

MAY 30 - june 13 FRANCE, SWITZERLAND, ITALY- Experience the Alps where it all began! Fly world famous sites everyday such as St. Hilaire, Annecy, Chamonix, Mieussy, Verbier, La Madeleine, Les Saissis and more. Join Luis Rosenkjer and Todd Weigand on an unforget-table tour to some of the most beautiful flying sites in the world. Luis has been guiding international pilots to France for the last 7 years. Last year we were able to fly from the Aiguille du Midi on Mont Blanc, launching at 12,000 feet and landing in Chamonix, 9,000 feet below! www.paraglidingtrips.com

http://www.ap-store.com/ushpa.html

http://www.flytec.com

http://www.hanglide.com


6020

june - juLY Peru. Touching the Andes of Peru Tours. Join Jeff Cristol and Adventure Tour Pro-ductions for another paragliding tour to the An-des of Peru. This will be Jeff’s 14th trip to the high mountains of Peru where he intimately knows sites throughout the country. Please visit www.paraglide-peru.com, www.adventuretourproductions.com/ar-ticles/touchingtheandes.htm and www.adventure-tourproductions.com/articles2005/sacredvalley.htm to read about these adventures. More informa-tion; (970) 728-1754, or [email protected]

june 4-7 Salt Lake City, Utah. Cross-country competition clinic; a friendly introduction to cross-country flying with instruction from US and North American XC record setter, and 2005 US XC Com-petition Champion Bill Belcourt, and Ken Hudonjor-gensen 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. Phone (801) 572-3414, email [email protected], www.twocanfly.com.

june 5-7 Jackson, Wyoming. Instructor Certifi-cation Program presented by Scott Harris of Jack-son Hole Paragliding at the Jackson Hole Moun-tain Resort Aerial Tram, 4,139 vertical ft. (307) 690 TRAM, or www.jhparagliding.com.

june 9-14 Over-the-water Maneuvers Clinics in Southern 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.

june 20-21 Salt Lake City, Utah. Mountain Flying and learning how to pioneer a new site with Ken Hudonjorgensen. Phone (801) 572-3414, email [email protected], www.twocanfly.com.

june 25-29 Girdwood. Alaska. Super Fly Travels to Girdwood, AK for the Midnight Sun Solstice Fly-In and 20+ hours a day of tram served flyability with thermals o’ plenty. PLUS+++ Over Water Maneu-vers Sessions at world famous Horseshoe Lake, AK from June 26-28. $600 for the whole session gets you as many tows as you can handle. 50% depos-it holds your spot in the Maneuvers/ SIV session. Contact [email protected].

juLY 1-11 France. French Alps Paragliding Tour with Eagle Paragliding. This flying location is amaz-ing. Call (805) 968-0980, or visit www.paragliding.com to get more information, and view the images from previous tours.

juLY 14-19 Over-the-water Maneuvers Clinics in Southern 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.

juLY 17-19 Colorado Mountains. Get out of the heat and camp with us at the 10,000’ launch and enjoy long scenic flights. Details at http://www.parasoftparagliding.com/lessons/mountain _ fly-ing _ clinic.php

AuGuST 28-30 Salt Lake City, Utah. Central Utah Thermal and XC Clinic with Stacy Whitmore, Ken Hudonjorgensen & Bill Belcourt. Phone (801) 572-3414, email [email protected], www.twocanfly.com.

SePTeMBeR 4-6 Salt Lake City, Utah. Thermal Clinic. Many pilots have reported that “Ken offers the most comprehensive course and booklet on the subject of Thermal 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 Hudonjor-gensen. Phone (801) 572-3414, email [email protected], www.twocanfly.com.

SePTeMBeR 15-20 Over-the-water Maneuvers Clinics in Southern 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 18-20 Grand Junction, Colorado. Ridge Soaring Clinic at Otto’s Ridge and Read-er Mesa. Enjoy hours of smooth flying and per-fect your top landing skills with Parasoft. Details at http://www.parasoftparagliding.com/lessons/ridge _ soaring _ clinic.php

SePTeMBeR 19-20 Salt Lake City, Utah. Moun-tain Flying and learning how to pioneer a new site with Ken Hudonjorgensen. Phone (801) 572-3414, email [email protected], www.twocanfly.com.

oCToBeR 4 Boulder, Colorado. 20 years and counting! Help Granger celebrate 20 years of fly-ing at our Boulder training site with a flight, beer and a barbeque. More information: http://www.parasoft-paragliding.com.

oCToBeR 6-11 Over-the-water Maneuvers Clin-ics in Southern California with Eagle Paragliding. America’s top all-around acro and competition pilot Brad Gunnuscio will be coaching with our state of the art towing set up. Visit www.paragliding.com, or call (805) 968-0980 for more information.

oCToBeR 9-11 Owens Valley Thermal and Cross Country Clinic. Many pilots are sure to get personal bests. View photos and videos from our last clinic at www.paragliding.com, or call (805) 968-0980 for more information.

oCToBeR 9-11 California. Owens Valley Thermal and Cross Country Clinic with Eagle Paragliding and Kari Castle. 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 3-9 Phoenix, Arizona. Come to warm Phoenix for some flights before winter. Parasoft of-fers P2+ pilots a chance to improve your flying skills in warm thermals. We have hotel, transport and guiding all arranged. See http://www.parasoft-paragliding.com/travel/phoenix.php

http://www.moyesusa.com


http://www.parasupply.com


MISSION SOARING CENTER - Largest hang glid-ing center in the West! Our deluxe retail shop show-cases the latest equipment: Wills Wing, Moyes, AIR, High Energy, Flytec, Icaro. West Coast dis-tributor for A.I.R. Atos rigid wings including the all-new VX Tandem Atos. Parts in stock. We stock new and used equipment. Trade-ins welcome. Complete lesson program. Best training park in the West, lo-cated 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 cus-tom training harnesses. 1116 Wrigley Way, Milpitas, CA 95035. (408)-262-1055, Fax (408)-262-1388, [email protected], www.hang-gliding.com, Mission Soaring Center, leading the way since 1973.

TORREY PINES GLIDERPORT - Come soar in San Diego over the beautiful Pacific Ocean! This histor-ic site, established in 1928, offers all of the servic-es you need. We provide USHPA certified instruc-tion, advanced training, equipment sales, tandem flight instruction, motorized HG/PG instruction, SIV clinic and cross country clinics. We also have an extensive PG/HG shop offering parachute repacks and full-service repairs. We are importers for Parat-ech, Ozone, and Independence gliders. We are the primary Ki2Fly dealer, and also carry AustriAlpin, Crispi, Black Hawk Paramotors, and too much more to list! Bring your family for a bite to eat at our Cliff-hanger café and stick around for the sunset. 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 in-struction 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 min-utes 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

AIRTIME ABOVE HANG GLIDING - Full time les-sons sales and service Colorado’s most experi-enced! Offering foot launch, tow and scooter tow instruction. Wills Wing, Moyes, North Wing, AIR, Altair, Aeros, High Energy, Finsterwalder, Flytec, MotoComm, and more sold and serviced. Call for more info (303)-674-2451, Evergreen Colorado, [email protected]

APCO AVIATION DEALER - Paragliders, harnesess, rescue systems and accessories. Call Ken, (303) 775-8676 or email [email protected]

GUNNISON GLIDERS - Serving the western slope. Instruction, sales, service, sewing, accessories. Site information, ratings. 1549 County Road 17, Gunnison CO 81230. (970)-641-9315, 1-(866)-238-2305.

noVeMBeR 6-8 Santa Barbara, California. In-structor Certification Clinic with Rob Sporrer of Ea-gle Paragliding. This three-day clinic is open to ba-sic and advanced Paragliding Instructor candidates, and those needing recertification. Visit www.para-gliding.com, or call (805) 968-0980 for more in-formation.

noVeMBeR 10-17 & 17-24 Iquique, Chile. Fly sites w/Ken Hudonjorgensen, Bill Belcourt and lo-cal guides. A great trip to what many pilots consid-er to be the best place to fly in the world, certainly more consistent than any place I have ever flown. Phone (801) 572-3414, email [email protected], www.twocanfly.com.

noVeMBeR 13-14 Santa Barbara, California. Tandem Paragliding Clinic with Rob Sporrer of Ea-gle Paragliding. Classroom and practical training at our world class training hill. Visit www.paragliding.com, or call (805) 968-0980 for more information.

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

FLEX WINGS

EVEN-UP TRADES - Looking to move up to a differ-ent glider, but can’t put up cash? (262)-473-8800, www.hanggliding.com

FALCONS, EAGLES, SPECTRUMS, PULSES - Wide variety of gliders for sale, inspected & test flown. (262)-473-8800, www.hanggliding.com

WW SPORT AT 167 - Nice, harness, parachute, tow release, 30+ years library, etc..$500, or trade. Flor-ida. [email protected] (352) 481-3322

PARACHUTES

INSPECTED RESERVE PARACHUTES - For HG or PG $199 & up. Quantums and LARAs from $499. Some trades accepted. (262)-473-8800, www.hanggliding.com

BUSINESS & EMPLOYMENT

NORTH WING DESIGN - is accepting applications for metal shop/wing and trike airframe mechanic. Also accepting applications for sail maker and sew-ing machine operator. Send App. To: 3904 airport way, E. Wenatchee, Wa. 98802 or Fax 509-886-3435 (www.northwing.com)

HARNESSES

HARNESSES - All sizes. Trainers $99 & up. Co-coons $125 & up. Pods $200 & up. Some trades accepted. (262) 473-8800, www.hanggliding.com

UP EVEREST - Paragliding harness, medium size, with Windtech Windsos 18 reserve, $650.00. All good condition. (541) 280-2145 [email protected]

RIGID WINGS

SUPERFLOATER - Ultralight sailplane flies at hang glider speeds. Rare production aircraft. Flown regu-larly at Lookout until purchased, and stored, by me four years ago. See Dave Broyles’ Kite-Enterprises website. Losing storage. Wife losing patience. Sac-rifice for $3000.

SCHOOLS & DEALERS

ALABAMA

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

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.

ARIZONA

FLY HIGH PARAGLIDING.COM - over 10 years of experience, offers P-1 to P-4 certification, tandem flights, towing, new and used equipment, the best weather to fly in USA. (480)-266-6969.

CALIFORNIA

AIRJUNKIES PARAGLIDING - Year-round excellent instruction, Southern California & Baja. Powered paragliding, clinics, tours, tandem, towing. Ken Bai-er (760)-753-2664, ` airjunkies.com.

EAGLE PARAGLIDING - SANTA BARBARA offers the best year round flying in the nation. Award-win-ning instruction, excellent mountain and ridge sites. www.FlySantaBarbara.com, (805)-968-0980

FLY ABOVE ALL - Year-round instruction in beauti-ful 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 Ad-ministrator Tammy Burcar. (805) 403-8487, www.flyawayhanggliding.com.

THE HANG GLIDING CENTER - PO Box 151542, San Diego CA 92175, (619)-265-5320.


CONNECTICUT

PLANET PARAGLIDING - New York City area's fin-est instruction. Come fly with us. Beginner through advanced instruction. Best prices on new gear. Bill (203)-881-9419, (203)-206-3896, www.Planet-ParaglidingTours.com.

FLORIDA


FLORIDA RIDGE AEROTOW PARK - 18265 E State Road 80, Clewiston, Florida (863)-805-0440, www.thefloridaridge.com.

GRAYBIRD AIRSPORTS — Paraglider & hang glid-er towing & training, Dragonfly aerotow training, XC, thermaling, instruction, equipment. Dunnellon Air-port (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.miam-ihanggliding.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 - Discov-er why 5 times as many pilots earn their wings at LMFP. Enjoy our 110 acre mountain resort. www.hanglide.com, 877-hanglide, (877)-426-4543.

HAWAII

FLY HAWAII - Hawaii’s hang gliding, paragliding/paramotoring school. Mauna Kea guide service. Most experience, best safety record. Big Island of Hawaii, Achim Hagemann (808)-895-9772. www.paraexpeditionshawaii.blogspot.com, [email protected].

PROFLYGHT PARAGLIDING - Call Dexter for friendly information about flying on Maui. Full-ser-vice school offering beginner to advanced instruc-tion every day, year round. (808)-874-5433, para-glidehawaii.com.

INDIANA

CLOUD 9 SPORT AVIATION - See Cloud 9 in Mich-igan

MARYLAND

HIGHLAND AEROSPORTS - Baltimore and DC’s full-time flight park: tandem instruction, solo aero-tows 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, Balti-more, Washington DC, Philadelphia. Come Fly with US! (410)-634-2700, Fax (410)-634-2775, 24038 Race Track Rd, Ridgely, MD 21660, www.aeros-ports.net, [email protected].

MARYLAND SCHOOL OF HANG GLIDING - Sales, service, instruction since 1976. Specializing in Foot Launch. www.mshg.com (410)-527-0975 Proudly representing Wills Wing, Flytec & Moyes

MICHIGAN

CLOUD 9 SPORT AVIATION - Aerotow special-ists. We carry all major brand hang gliders and ac-cessories. Cloud 9 Field, 11088 Coon Lake Road West, Webberville MI 48892. [email protected], http://members.aol.com/cloud9sa. Call for sum-mer tandem lessons and flying appointments with the DraachenFliegen Soaring Club at Cloud 9 Field. (517)-223-8683, [email protected], http://mem-bers.aol.com/dfscinc.

TRAVERSE CITY HANG GLIDERS/PARAGLIDERS Put your knees in our breeze and soar our 450’ sand dunes. Full-time shop. Certified instruction, begin-ner to advanced. Sales, service, accessories for ALL major brands. Visa/MasterCard. 1509 E 8th, Tra-verse 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 instruc-tion! Taken some lessons? Advance to mountain fly-ing! www.flyhighhg.com, (845)-744-3317.

LET'S GO PARAGLIDING LLC - Paragliding flight school offering USHPA-certified instruction for all levels, tandem flights, tours, and equipment sales. More information: www.letsgoparagliding.com, (917) 359-6449.

PLANET PARAGLIDING - New York City area's fin-est instruction. Come fly with us. Beginner through advanced instruction. Best prices on new gear. Bill (203)-881-9419, (203)-206-3896, www.Planet-ParaglidingTours.com.

SUSQUEHANNA FLIGHT PARK COOPERSTOWN NY - 40 acre flight park. 160’ training hill with rides up. 600’ ridge-large LZ. Specializing in first moun-tain flights.Dan Guido mailing address 293 Shoe-maker Rd Mohawk Ny 13407 Home (315)-866-6153 cell (315)-867-8011 [email protected]

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 aero-tow. 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 Mich-igan

PUERTO RICO

FLY PUERTO RICO WITH TEAM SPIRIT HG! - Fly-ing tours, rentals, tandems, HG and PG classes, H-2 and P-2 intensive Novice courses, full sales. (787)-850-0508, [email protected].

SOUTH CAROLINA


TENNESSEE


LOOKOUT MOUNTAIN FLIGHT PARK - Just outside Chattanooga. Become a complete pilot -foot launch, aerotow, mountain launch, ridge soar, thermal soar. hanglide.com, 877-hanglide, (877)-426-4543.

TEXAS

AUSTIN AIR SPORTS - Hang gliding and ultralight sales, service and instruction. Steve Burns (512) 736-2052 [email protected]. WWW.AUSTINAIRSPORTS.COM.


GO...HANG GLIDING!!! — Jeff Hunt. Austin ph/fax (512)-467-2529, [email protected],www.flytexas.com.

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.

VIRGINIA

BLUE SKY - Full-time instruction at Blue Sky Flight Park near Richmond. Scooter, platform and aero-towing available. All major brands of equipment, with Mosquitos and Doodlebugs in stock. Steve Wendt, (804)-241-4324, 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.FLY-LASALINA.com. by www.BAJABRENT.com, He’ll hook you up! site intros, tours, & rooms [email protected], (760)-203-2658

COSTA RICA - Grampa Ninja's paragliders' B&B. Rooms and/or guide service and transportation. Lessons available from USHPA certified instruc-tors. Open January thru April. Rooms available all year. USA: 908-454-3242. Costa Rica: 506-2664-6833. Costa Rica cell: 8950-8676. www.paraglide-costarica.com

ECUADOR - Hang glide and Paraglide safaries with Cert Hanglider tandem instructor.(hpac) Fly the northern and southern hemisphere on one flight. Fly the mountains around Quito and Ibarra. Foot launch or tow (payout) on the beaches of Canoa and Cru-zita. Year round availability. Contact David [email protected] or 011 593 226 4458

MEXICO - VALLE DE BRAVO and beyond for hang gliding and paragliding. Year round availability and special tours. Gear, guiding, instruction, transpor-tation, lodging - all varieties for your needs. www.flymexico.com 1-(800)-861-7198 USA

PARTS & ACCESSORIES

ALL HG GLIDERBAGS, harness packs, harness zip-pers and zipper stocks. Instrument mounts and replacement bands. Mitts, straps, fabric parts, windsocks, radios. Gunnison Gliders. 1-(866)-238-2305

CRITTERMOUNTAINWEAR.COM - is your one stop website for all your flying equipment and accesso-ries. Gear from Critter, Aerolight, Nervures, Niviuk, Skywalk, SOL, Sup'air and more! 1(800)686-9327

FLIGHT SUITS, FLIGHT SUITS, FLIGHT SUITS, Warm Flight suits, Efficient Flight suits, Light weight Flight suits, Flight suits in twelve sizes. Stylish Flight suits www.mphsports.com (503)-657-8911

FLYGEAR best accordion bags in the world. 3 sizes. Coated Rip-Stop, Non-snagging mesh panels, ris-er pockets, 4 internal/1 external straps, Heavy-duty zipper w/guard. www.FLYGEAR.us (541)941-2415

FOR ALL YOUR FLYING NEEDS - Check out the Avi-ation Depot at www.mojosgear.com featuring over 1000 items for foot-launched and powered para-gliding, 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 equip-ment, complete powered paragliding units with training from Hill Country Paragliding Inc. www.hillcountryparagliding.com 1-800-664-1160 for or-ders 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 Broth-ers, PO Box 1010, Morgan, Utah 84050. (801) 829-3232, www.hallwindmeter.com.

MINI VARIO - World’s smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batter-ies, 0-18,000 ft., fast response and 2-year warranty. ONLY $169. Mallettec, PO Box 15756, Santa Ana CA 92735. (949)-795-0421, MC/Visa accepted, www.mallettec.com.

OXYGEN SYSTEMS – MH-XCR-180 operates to 18,000 ft., weighs only 4 lbs. System includes cyl-inder, harness, regulator, cannula, and remote on/off flowmeter. $450.00. 1(800)468-8185

RISING AIR GLIDER REPAIR SERVICES - A full-service shop, specializing in all types of paraglid-ing 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].

TANDEM LANDING GEAR - Rascal™ brand by Ra-ven. Simply the best. New & used. (262)473-8800, www.hanggliding.com

WHEELS FOR AIRFOIL BASETUBES - Moyes/Air-borne and Wills Wing compatible. (262)473-8800, www.hanggliding.com

WINDSOKS FROM HAWK AIRSPORTS INC - 1673 Corbin Lake Rd, Rutledge, TN 37861, 1-800-826-2719. World-famous Windsoks, as seen at the Os-hkosh & Sun-N-Fun EAA Fly-Ins. [email protected], www.windsok.com.

PUBLICATIONS & ORGANIZATIONS

SOARING - Monthly magazine of The Soaring So-ciety 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 re-placement, sail repair of any kind (kites too!), har-ness repairs and reserve repacks. Our repair tech-nicians are factory trained and certified to work on almost any paraglider or kite. Call today for an es-timate 801-576-6460 or visit www.paragliders.com for more information.

MISCELLANEOUS

ATTENTION PILOTS! Bamboo Chutes recycles grounded paragliders and parachutes into enviro friendly tote bags. We pay shipping and send you a tote! 541-261-1900 or [email protected]

$$$

CLASSIFIEDSWORK.

BOOKYOURSTODAY.

[email protected]

$$$


Photo by Eric Donaldson

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


P-1 1 Roger Baty Ii Anchorage AK Robert PeloquinP-1 1 Anthony [frith] Picanso Vancouver WA Kelly KellarP-1 2 Naoom Ryzhy Eureka CA Robin MarienP-1 2 Rebecca Pennington Sebastopol CA Patrick JohnsonP-1 2 Mark Cochran Los Altos CA Bruce KirkP-1 2 Kyle Cochran Los Altos CA Bruce KirkP-1 2 Bathsheba Grossman Santa Cruz CA Jeffrey GreenbaumP-1 3 Zachariah Benson San Diego CA Roy ZaleskiP-1 3 Cort Flinchbaugh Santa Barbara CA Robert PeloquinP-1 4 Jeff Salisbury Logan UT Kevin HintzeP-1 4 Jared Nixon Farmington NM T Lee KortschP-1 4 Monika Masuda Draper UT Kevin HintzeP-1 7 John Kindsvater New Buffalo MI William FiferP-1 7 Chad Nadler Skokie IL William FiferP-1 10 Kim Horvath Harvest AL Luis RosenkjerP-1 10 Hj Colyn Cloete Royston GA Luis RosenkjerP-1 11 Alan Lee Lubbock TX T Lee KortschP-1 13 Gilbert Mcglennon County Cork Ciaran EganP-2 1 Richard Rosman Seattle WA Steven WilsonP-2 1 Roger Baty Ii Anchorage AK Robert PeloquinP-2 2 Naoom Ryzhy Eureka CA Robin MarienP-2 2 Rebecca Pennington Sebastopol CA Patrick JohnsonP-2 2 Mark Cochran Los Altos CA Bruce KirkP-2 2 Kyle Cochran Los Altos CA Bruce KirkP-2 2 Gillian Williams N San Juan CA Russell AgnewP-2 3 Harris Hancock Fort Shafter HI Pete MichelmoreP-2 3 Zachariah Benson San Diego CA Roy ZaleskiP-2 3 Cort Flinchbaugh Santa Barbara CA Robert PeloquinP-2 4 Jeff Salisbury Logan UT Kevin HintzeP-2 4 Jared Nixon Farmington NM T Lee Kortsch

HANG GLIDING

PARAGLIDING

H-1 2 Gary Potter San Jose CA Patrick DenevanH-1 2 Tyson Malchow Kensington CA David YountH-1 9 Michael Duffy Bethesda MD Malcolm JonesH-1 10 Joseph Nappier Sr. Ft. Meade FL Malcolm JonesH-1 10 Miles Jackson Iii Mt. Olive AL Gordon CayceH-1 10 J Patrick Kennerley Rockmart GA Daniel ZinkH-1 12 Tristan Rocheleau Ithaca NY Arturo MeleanH-1 13 Michael Speidel Freiburg Malcolm JonesH-2 1 Matthew Keegan Portland OR John MatylonekH-2 2 Adam Adams Fairfield CA Harold JohnsonH-2 2 Rurik Draper Carmel CA Harold JohnsonH-2 2 Tracey Story Daly City CA Michael JeffersonH-2 2 Trey Kropp Big Sur CA Harold JohnsonH-2 2 Derrick Wu Oakland CA Barry LevineH-2 3 Matt Hart Santa Monica CA Lynden VazquezH-2 8 Derek Janiak Lowell MA Dean SlocumH-2 8 Megan Kludt Boston MA Dustin MartinH-2 9 Andrew Balk State College PA Randy GroveH-2 9 Kevin Brown Easton MD Paul VeneskyH-2 9 Michael Duffy Bethesda MD Malcolm JonesH-2 10 Joseph Nappier Sr. Ft. Meade FL Malcolm JonesH-2 10 Miles Jackson Iii Mt. Olive AL Gordon CayceH-2 10 J Patrick Kennerley Rockmart GA Daniel ZinkH-2 13 Michael Speidel Freiburg Malcolm JonesH-3 3 Adam Newman Lancaster CA Joe GrebloH-3 7 W Brent Benoist Lino Lakes MN Malcolm JonesH-3 10 Bradley Bentson Bonita Springs FL James TindleH-3 10 Jeffrey Sharp Memphis TN Philip MorganH-3 10 Dan Tuckwiller Charlotte NC Shawn RayH-3 11 Mark Moore Iii Spring TX Gregg LudwigH-3 12 Jonathan Sehl Watervliet NY Greg BlackH-3 12 Daniel Vinish New York NY Greg BlackH-4 3 Jonathan Dietch Long Beach CA Steve StackableH-4 3 Andrew Gould Honolulu HI Steve StackableH-4 3 Michael Blakely Monrovia CA Rob MckenzieH-4 5 Dugan Gravage Bozeman MT Daniel GravageH-4 9 Stan Smigel Falls PA Tony Covelli

J A N U A R Y 0 9

RTNG REGN NAME CITY STATE RATING OFFICIAL

RTNG REGN NAME CITY STATE RATING OFFICIAL RTNG REGN NAME CITY STATE RATING OFFICIAL

RATINGSP-2 4 Monika Masuda Draper UT Kevin HintzeP-2 8 Patrick Beattie Cambridge MA Jeffrey NicolayP-2 10 Hj Colyn Cloete Royston GA Luis RosenkjerP-2 11 Alan Lee Lubbock TX T Lee KortschP-2 13 Gilbert Mcglennon County Cork Ciaran EganP-2 13 Lee Man Kit Shatin, Nt Alex Chi Vi TangP-3 1 Michael Whelan Bend OR Steve RotiP-3 1 Jared Anderson Medford OR Kevin LeeP-3 1 Brad Ross Mosier OR Kelly KellarP-3 2 Jon Stallman Chico CA Kim GalvinP-3 2 Naoom Ryzhy Eureka CA Robin MarienP-3 2 Alex Gould Portula Valley CA Bob Hammond JrP-3 2 Stephan Haase Stateline NV Ray LeonardP-3 2 Mark Haase Reno NV Jonathan JefferiesP-3 3 Brad Comyns Mission Viejo CA Marcello De BarrosP-3 3 Mark Sexton Irvine CA Marcello De BarrosP-3 4 Frank Goshen Phoenix AZ Carlos MadureiraP-3 9 Benjamin Brooks Rockville MD James KaplanP-3 10 Ian Noble Winder GA Luis RosenkjerP-3 10 Neil Treadgold Hoschton GA Luis RosenkjerP-3 13 Dr Martin Zech 78465 Konstanz Ricardo MacielP-3 13 Melanie Ramm-zech 78465 Konstanz Ricardo MacielP-3 13 Gilbert Mcglennon County Cork Ciaran EganP-4 1 James Sleznick Bend OR Steve RotiP-4 1 James Lee Aloha OR Kelly KellarP-4 2 Jon Stallman Chico CA Kim GalvinP-4 2 Naoom Ryzhy Eureka CA Robin MarienP-4 3 Jon Malmberg Makawao HI Pete MichelmoreP-4 11 Mark D Gilliam Fort Worth TX R C EstesP-4 11 Mike Hawkins Fort Worth TX Mike SteenP-4 13 Fabian Castro Madrigal Leon, Gto. Miguel GutierrezP-4 13 Gilbert Mcglennon County Cork Ciaran Egan

Photo by Jeff Annetts


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by Steve Messman

I chose to live where I do many years ago. I live eight miles from the closest gas station, fourteen miles from the closest thing anyone could call a real town, and far, far away from

most of my favorite flying sites. My drive to anywhere is along miles of deserted roads through a mixture of deep forests, acres of clear cuts, and some of the most beautiful scenery imaginable. Today, as on many days, my choice of living places was also the reason behind an assortment of wonderful gifts: gifts that I re-ceived as a result of my location, as a result of the drive, and as a result of the early morning start. The morning began much like many of my flying days: up by 5:00 a.m. and on the road by 6:00 with still-drooping eyes and a second (or third) cup of liquid caffeine in hand. Today, instead of flying, I was on my way to a reserve parachute repacking event.

This particular day was beautiful from the beginning. For the first twenty minutes of my drive, I was blessed with the remark-able view of one of my favorite mountains as it, also, began to wake up and crawl reluctantly from under a comfy blanket of foggy darkness. It looked as sleepy as I felt, but the more coffee I drank, the brighter the mountain appeared. Before too long a time, both the mountain and I shared common grounds of growing light and clarity. The skies lifted, the day warmed, the mountain glowed against its sapphire background. I said “Thank you,” and I drove on.

The eastern horizon blazed with a fiery bouquet. I drove on; obsessed with my need to reach my destination, wishing I had the time to stop, wanting to slow down, to take in the beauty of the rising sun. As the world’s brightness rose, and as the sky’s pal-ette grew to be even more stunning, I asked myself what the big

hurry was. In answer, I shut down my car’s engine on a logging road that faced the eastern sky. I sat in perfect, wooded silence and did nothing but watch. Beginning at its crimson center, an ever-variant color gradient touched the entire horizon with the softest pastel pinks imaginable. I marveled at the beauty of an entire sky filled with spongy clouds that sopped up the colored brilliance of that magical glow. Those washed a fiery blaze across the sky, ripple to ripple, cloud to cloud in a textured mat of reds and grays that comprised the most beautiful sunrise I have ever seen. I said “Thank you,” then I drove on.

The Olympic range and, especially, the snow-capped peaks of Mounts Washington and Eleanor sprang into view on a turn north. Cast in the perfect rose of a still rising sun, the view of those mountains was heart stopping. Pink highlights against gray shadows pierced eight thousand feet into a clouded, slate blue sky. That image’s overwhelming beauty still proves impossible for me to describe and, I like to think, impossible to capture on either film or on canvas. I said “Thank you,” and continued my drive.

Two and a half hours after beginning, I arrived at the reserve repack site to be greeted by three friends I had not seen in sev-eral months. We greeted each other, shook hands, and waited. Others arrived in short order to the same fanfare. We worked hard together. We discussed events that were important to our club. We discussed the importance of the repack, the impor-tance of the folds, the importance of the toss. We taught each other. We learned from each other. We congratulated each other on personal achievements, got reacquainted after some lengthy separations, and prepared for a new flying season together. The day wore on, and the time to return snuck up way too quickly. I started my car and pointed it toward home. Looking in the rear view mirror, I said “Thank you.”

Photo by Bill Nikolai

http://www.u-turnusa.com

hang gliding & paragliding vol39/iss05 may 2009

Documents

sports of hang gliding

related hang gliding

paragliding association

paragliding activities

paragliding methods

publication of hang

executive director

art director