hang gliding & paragliding vol40/iss11 nov 2010

Hang Gliding & Paragliding | www.USHPA.aero

www.USHPA.aero

NOVEMBER 2010Volume 40 Issue 11

$6.95

http://www.flyozone.com

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

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

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

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

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

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

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

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

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

Mark Forbes, Treasurer: [email protected]

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

The United States Hang Gliding and Paragliding Association Inc. (USHPA) is an air sports organization affiliated with the National Aeronautic Association (NAA), which is the official representative of the Fédération Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the United States at FAI meetings, has delegated to the USHPA supervision of FAI-related hang gliding and paragliding activities such as record attempts and competition sanctions.

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

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

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

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

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

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

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

COPYRIGHT Copyright (c) 2010 United States Hang Gliding And Paragliding Association, Inc., All Rights Reserved; no part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise without prior written permission of the United States Hang Gliding And Paragliding Association, Inc.

On the cover, Dave Gibson over Randolph, Utah | photo by Ryan Voight. This page, photo by Oliver Guernay, www.flyozone.com.

HANG GLIDING & PARAGLIDING MAGAZINE

For change of address or

other USHPA business

call (719) 632-8300, or

email [email protected].

The United States Hang Gliding and Paragliding Association, a division of the National Aeronautic Association, is a representative of the Fédération Aeronautique Internationale in the United States.

EDITOR

PILOT BRIEFINGS

AIRMAIL

ASSOCIATION

SAFETY

CENTERFOLD

TANGENT

DISPATCH

RATINGS

USHPA STORE

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2010NOVEMBER

by Tom Webster . . . . . . . . . . . . . . . . 24

HURRICANE, UTAHIn the corner of the state, big air lies in wait.

GALLERY

62

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

by Dennis Pagen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

by C .J . Sturtevant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

by Patrick McGuiness . . . . . . . . . . . . . . . . . . . . . . . . . . 18

by Christina Ammon . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

by Don Fitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

by Ryan Voight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

BIG SPRING HANG GLIDING NATIONALS 2010

SELF LAUNCHING HANG GLIDING TECHNIqUE

THE RAT RACE

MAXIMIZING YOUR FLYING PERFORMANCE

PILOT PROJECTS

WHALEBACK

TURNING MY WORLD UPSIDE DOWN

A report from the race

How to do it safely

The paragliding version of the TTT Challenge

Do it. Maximize it.

The Biotruck Expedition

Flying northern California's volcano country

Ryan Voight sees a new perspective

http://www.willswing.com

Hang Gliding & Paragliding | www.USHPA.aero6Photo by Caroline Hoffman

Hang Gliding & Paragliding | www.USHPA.aero 7

The November issue begins with Chris Ammon’s column—Pilot Projects. She catches up with an industrious adventurer who’s trav-eling in his Bio-Truck to educate locals about the possibilities of

green travel, while en-route to world-wide launches.Up next, Patrick McGuiness is back to discuss how to maximize

flying performance by training one’s mind. This piece will be especially helpful for all the participants of the two competitive events covered this month—the 2010 Rat Race and the Big Springs Nationals. Ricker Goldsborough and CJ Sturtevant go behind the scenes to report on these US competitions.

If competitions aren’t your thing, the magazine features two in-depth site reviews of classic sites which have been flown for decades, even though they have seen fewer visitors in recent years. Hurricane, Utah, and Whaleback, California, welcome both hang gliders and paragliders, and I can tell you from first-hand experience that they deserve their place in free-flight history.

The legendary Mr. Pagen chimes in on how to safely self-launch a hang glider while on the opposite side of the learning continuum, and Ryan Voight pontificates on making peace with going upside down.

This issue is full of variety and, hopefully, has many items that will pique your interest!

The 2011 Editorial Calendar has been completed. The coming year promises great issues with a variety of angles. We are still looking for a theme for one issue this year and would like to take this opportunity to reach out to the membership for ideas. USHPA’s magazine upcoming topics:

February Winter Flying/ Speed Flying

April Cross-Country Flying: What you need to know

May Bi-Wingual Issue

June Ridge Soaring Dreams

August Association: This is Flying. This is Freedom.

October Events Issue: From the US and around the world

December Calendar Winners

If you have an idea that you think should be included, please email me at [email protected].

7

Hang Gliding & Paragliding | www.USHPA.aero8

INNOVATION HARNESSIndependence announces

the Innovation. Their new

harness is packed with

technical innovations. They

have used their new foam

protector that is supported

by air. They have combined

the lightness and the small

packing size of an airbag

protector, and the constant

and immediate protection of

a conventional foam protec-

tor.

By using this mate-

rial mix they claim to have

reached a very low weight

of only 3,5kg (in size M). The

Innovation was created for

comfort, and offers great

feedback from the glider to

the pilot.

For more information

contact: www.indepen-

dence-world.com, or www.

flytorrey.com.

APCO CARABINERS

For over a decade Apco

has been offering forged

Aluminium Press Gate

Carabiners to all our pilots.

With more than 50,000

pieces now in use—rated

for 4,000 lbs—it’s a reliable,

time-proven product. Lately,

with the growing popularity

of paramotoring and trike

flying Apco has found there

is a need for carabiners

rated for higher loads. They

are now offering two new

additional Twist Lock cara-

biners alongside our veteran

Press Gate Carabiner. For

more info: www.apcoavia-

tion.com

US PG & HG NATIONALSThe 2010 US Paragliding

Nationals concluded with the

second event in Sun Valley,

Idaho. After racing in the

flats of Chelan, Washington

and the mountains of Idaho,

Jack Brown proved victori-

ous claiming his place in US

Paragliding racing history

as the 2010 US Paragliding

Champion.

In Big Spring, Texas,

Larry Bruner and Zac Majors

duked it out for the 2010

US National Hang Gliding

Champion with Zac “Zippy”

Majors (shown to the right)

prevailing on the last day.

(Read all about the Big

Spring Nationals in Ricker

Goldsborough’s piece in

this issue.) Congrats to

Jack Brown and Zac Majors

for winning the 2010 US

Championships!

NOVA'S MENTOR 2Nova announces the release

of the Mentor 2. Nova’s ltf 1-2

wing is positioned firmly in

the perfomance section of

the category with emphasis

on cross country flying with

high security. The company

announced that the small

and medium have already

passed DHV testing and are

ready for shipping. Nova

states, “Despite the high

performance, NOVA didn!t

max out the EN B / LTF 1–2

class for the MENTOR 2.

While many manufacturers

increase the aspect ratio to

generate a higher perfor-

mance, NOVA was able to

reduce the aspect ratio in

comparison with MENTOR

1. The smaller aspect ratio

makes cravats very unlikely.

Since the MENTOR 2

employs a completely new

concept, NOVA spent a lot

of time testing the gliders

safety in real live condi-

tions on their testing site,

the Rofan. The area is well

known for its bumpy lee-

side-thermals, and for its

strong valley winds during

the summer months. In these

conditions the Mentor 2

stands out thanks to its high

PilotBRIEFINGSNew | Improved | Buzzworthy


stability.”

For more information:

www.nova-wings.com, or

http://www.superflyinc.com.

WELCOME ROD CLARKPlease join USHPA in

welcoming the new

chair of Membership and

Development, Rod Clark.

Rod will be taking over as

committee chair after the

Fall BoD Meeting. Rod will

be attending the meeting in

Bend.

I would like to thank Leo

Bynum for chairing this com-

mittee for the past several

years. Leo will continue to

work with the committee

and will help Rod through

the transition. Please join me

in thanking Leo for his years

as chair of this committee.

- Lisa Tate, USHPA President

Rod Clark is a southern

California native. He worked

in the motion picture indus-

try from childhood until the

age of 25, before embarking

on a career in marketing and

advertising. Rod is the CEO

and Creative Director of Off

the Lip Marketing, an inde-

pendent creative marketing

agency located in south-

ern California. Rod is also

the Director of Marketing

for Teradek, a boutique

electronics manufacturing

company that produces

high-definition streaming

video devices for the broad-

cast industry. Rod is married

to Gwen, and they have twin

4-year-old sons. Both Rod

and Gwen are hang glider

pilots who fly regularly at

the Andy Jackson Airpark.

Rod serves as secretary on

the Board of Directors for

Crestline Soaring Society.

NOTE FROM THE EDITORWe all love learning about

new products, so many

pilots must have read with

interest the recent article

by a pilot about his experi-

ence with the Flymaster B1

Nav. Unfortunately, because

this was not a review based

on objective facts, some

statements made may have

unfairly misrepresented

other brands.

For example, the article

compares the B1 Nav to an

instrument that is over six

years old and has been out

of production for three years.

Obviously, all instruments in

the industry have advanced

over a six-year period. To be

fair, a comparison of features

should have been based

on current models in the

industry.

Moreover, broad state-

ments, like, “…the B1 Nav

is half the price of compa-

rable units,” are farfetched.

Although the Nav may be

half-the-price of top-of-

the-line instruments in the

industry, since the Nav lacks

significant features and func-

tionality of those models, the

comparison is weak. In fact,

compared to other similar

midrange products, like the

Flytec 6015, the Nav actually

costs more.

The article also tries to

portray that the Flymaster

is somehow unique in the

industry for involving pilots

in the development of the

product. However, most, if

not all, manufacturers do

this, with some actually

having entire teams that

work with pilots discussing,

designing, implementing and

testing new features.

So, although one pilot’s

personal opinion of his likes

and dislikes of a product

makes for an interesting

article, it should not serve

as the basis for making a

decision as to which brand

or model to buy. Please do

research on all the models

out there to increase your

instrument and general

flying knowledge base.

Factors such as reputation,

reliability, ruggedness, track

record, and proven quality of

product service/support are

of particular importance and

can be easily learned from

experts, such as your local

PG/HG instructor or school,

experienced pilots or top

competition pilots.

USHPA Notice to Members

USHPA occasionally makes important changes to the

Association's standard operating procedures (SOPs)

and other documents, especially documents used in the

rating system. This column appears in the magazine to

notify the members when important changes are made.

Please review the latest documents in the Members Only

section of the USHPA web site. If you have any ques-

tions about these changes, please contact your Regional

Director.

All Observers and Instructors:

Changes have been made to the optional landing task

for Novice, Intermediate and Advanced ratings. The fol-

lowing sentence has been added: "The optional landing

task must only be used when the spot landing task is

not practical or potentially dangerous." In addition, the

optional landing task is now available for paragliding

Novice, Intermediate and Advanced ratings, within the

limitations expressed in the addendum. Please read

the appropriate sections of SOP 12-02, Pilot Proficiency

Program.


SITE RELATIONS USHPA asked Larry Jorgensen to give us a bit of insight into how he and his community have success-fully navigated their success with Dog Mountain.

Jorgenson reports: First off, I feel all or most of the sites we fly are about relationships with the people who are in direct contact with the site, whether it be a launch or landing field. And it isn’t about me; it’s about the pilots and friends I hang around who help make it happen and commit to getting, keeping, or saving a flying site. One in particular is my wife, Tina, who helps me a ton.

Again, as I said, relationships are the key. At Dog Mt there are three entities we deal with. Each one requires finding the right person to talk to, which means lots of phone conversations. Dog Mt is owned by Port Blakely, a landowner that grows trees for harvest. They are one of the best companies I have ever worked with. All of the employees I’ve met are happy and cordial (which says a lot about the company).

That said, Port Blakely knows all about being sued from letting people use their land, so they require insurance and have rules in place for users of their land. They want you to be organized as a group, and they keep an eye on people using their property.

I meet with them at least twice per year and talk about any issues they or

we might have. I have become very good friends with them and look forward to my visits. I also see them when they are in the area, and sometimes they drop by when we are flying. I always try to get them to go tandem so they can experi-ence what we do, and I am getting closer to taking a few of them. It is very impor-tant to demonstrate professionalism but at the same time have fun.

We also have posted for the pilots the important numbers to call if we see any problems, including fires during fire season. We used to be shut down during high fire danger. They now let us fly, be-cause, as I mentioned, we can keep an eye out. And if we see any smoke within 30 miles, we notify them. They own tens of thousands of acres in the area.

In 2003 we presented Port Blakely with the idea of rebuilding the launches on top of Dog. We have had up to four launches. The most popular are the Southwest and North launch. With the help of Mark Forbes, I was able to get a grant through the USHF for funding. Port Blakely, under my management, supplied the equipment and brought up bulldozers, excavators, and trucks to completely redo our launches. On the first day, I think they spent our dollars, but the work continued for two more days. Great friends and pilots stepped in from there to form the top of Dog into what it is today. The launches turned out

great, all natural, and will be there forev-er. Of course, the trees continue to grow, so the future awaits.

The landing field is owned by Tacoma Power, the company that operates the dam, but is managed by the wildlife de-partment. I met with Tacoma many years ago and got a permit to land and launch hang gliders and ultralights. The wildlife department will not let us operate the tug, even though I have gotten special permission to do so, but we have a good relationship with them for hang gliders. I know the wildlife manager, Mark, well and meet and talk with him often. I go to the meeting they have twice per year to make sure they are not planning any changes, which lets them know we are serious about what we do. The area we land in is considered a wildlife protected area and a Cowlitz Indian sensitive area. (That is perhaps the next relationship we need to start up.) The wildlife has threat-ened to lock up the area where we land because of four-wheelers that go beyond the boundaries set and tear the place up. We help to detour that as pilots and always pick up trash left by other camp-ers. They see this, and I think it is a big part of why we are still there.

Every year, it seems we have one or two pilots who don’t feel they should have to go along with the rules set forth. That is the hardest part and the most frus-trating. I feel it is the responsibility of all

Membership | Policy | Involvement

TheASSOCIATION

“I feel it is the

responsibility of all the

pilots who fly these

sites to police them

and put pressure on

everyone to do the

right thing and not

make it the job of the

manager of the site.”Photo by Nick Greece.


the pilots who fly these sites to police them and put pressure on everyone to do the right thing and not make it the job of the manager of the site.

We also have a great relation-ship with the local town five miles away called Morton. We operate the Dragonfly Tug out of the airport, so we stay on good terms with the mayor and city council. Morton was a log-ging town for many years, but busi-ness has really slowed down. They are trying to get more tourism and see us as a part of that. Since we are very visible, people pull off highway 12 to check us out, letting them see the little town instead of cruising by. We do many demonstrations for them when there is something big happen-ing in town.

Tina and I have been flying Dog Mt for 30 years, and it is one of our favorite sites. We do what we do because we love the sport and love the pilots who fly. Many pilots have stepped up to keep our sites open and flyable. Thank you to all who keep this wonderful sport alive. Dog Mt alone requires a ton of maintenance that many pilots don’t see. The ca-maraderie is amazing. I don’t see that with any other sport.

So, to recap, it is about building relationships, being organized as a group, and pilots’ supporting and doing the right thing.

What can you do as a pilot? Volunteer to help your club and flying sites, and join as many organizations as you can to help the freedom of flight. As a private pilot, I support the EAA and the AOPA, as they are fighting to keep our airways open for all of us. Many sites need support to keep the launches and landings safe. Make sure you are doing your part. Set aside five hundred dollars a year to support the groups that give you places to fly. Remember, if we are not a force to reckon with, we will be swept away. Many people fly because of the freedom it offers; make sure you are doing your part to maintain that freedom.

WRONG OF PASSAGE Self disclosure, painful as it might be, is a key piece in the puzzle of aviation safety. However, the rhetorically titled article, “What’s Wrong with Me” by Jim Jennings, has me questioning not only its presence in our magazine but exactly what the take-away is supposed to be for the readership. The body of that piece belonged—if at all—in the accident section, not as a featured ar-ticle that says, in effect; this is who we are and this is what we do.

What I read was a litany of inadequate preparedness, lack of foresight, improper training, coupled with dreadful decision making. This was followed by descriptions of accidents, broken bones and rescues as if these disasters were somehow an honor-able rite of passage. Jennings’ reckless ap-proach would have him thrown out of any

sanctioned site I’ve flown and his attempt to raise ignorance to the level of virtue is neither validated nor appreciated.

James Anderson, the sage and venera-ble VP of the Tennessee Treetoppers, once said that this sport has a ready cure for stupidity... and I think we all just gained some insight as to what that cure might be.

Denny Pistoll

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.

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


HANG GLIDING This month we present in-formation concerning two fatal accidents which occurred far apart in both time and space . These two accidents are very differ-ent in most respects . But they are alike in one important way: we can expect to receive nothing more in the way of additional re-porting .

OCTOBER 25, 2008 | 2:30 PMLAKE MCCLURE, SANTA ROSA, CAPILOT AGE UNKNOWNADVANCED RATED PILOT (expiReD JUly 1996)WILLS WING SUPER SPORT (153)COCOON-TYPE HARNESSCHARLEY INSIDER FULL FACE HELMET

A pilot who had been out of the sport for a couple years was getting back in. After being briefed, he launched on a borrowed Super Sport 153 using a cocoon harness. After about 15 minutes working lift, the pilot started scratching close to the hill and hit a large rock head-on.

CONDITIONS Unknown.

LOGBOOK Advanced pilot with 130 hours total time. Sign-offs dated in the early 1990’s includ-ed FL, CL, AWCL, and TUR. Had not flown in a “couple of years.”

MEDICAL None reported.

SYNOPSIS The accident pilot had contacted a local pilot, indicating that he wanted to order a new Mosquito harness and Wills Wing T-2. The accident pilot stated that he was getting back into the sport after a couple-year hiatus. He represented his experi-ence at 130 hours airtime with a Hang 3 rating before he quit. The accident pilot’s last glider was a Super Sport 153 with a cocoon harness.

The accident pilot was advised that he should regain experience slowly and obtain training toward earning an H-4 before ordering a high performance wing. The accident pilot insisted that he was still capable of a mountain flight, using the

same equipment he had been flying prior to his hiatus. After prolonged discussion about his flying, and with the proviso that he would fly very conservatively and not get too close to the hill, the accident pilot was offered the use of a super sport 153. His flying did look good; he was in control and got up and was working lift. However, after about 15 minutes in the air, he made a bad judgment call and started scratching aggressively and doing 360’s too close to the hill. The accident pilot soon hit a large rock head- on. Many of us rushed to his side and attempted to provide what aid we could until the paramedics arrived.

AIRFRAME No description of damage to the airframe.

ANALYSIS No electronically recorded flight informa-tion (GPS or barograph) was available for analysis in this accident. No analysis of the condition of the glider and harness was reported.

Given the limited information avail-able, a number of assumptions must be made if we are to arrive at any real conclu-sion concerning the cause for this accident. Assuming that the glider and harness were assembled and configured properly, as-suming that nothing malfunctioned in the air, and assuming that conditions on the ridge did not change in a way that com-promised aircraft control,we are left with a pilot who started scratching too close to the ridge for his skill level and proficiency.

PROBABLE CAUSE Failure to maintain adequate clearance from the terrain.

DISCUSSION Unfortunately, the probability of draw-ing an accurate conclusion based on the evidence goes as the inverse of the number of assumptions that must be made. As a result, and to avoid drawing the wrong lesson from this accident, the probable cause is left obvious and non-specific.

RECOMMENDATIONS Exhibit unusual caution and fly extremely conservatively when returning after a long

break from the sport.When it comes to flying, there is really

no substitute for experience. This is recog-nized in all forms of aviation and is reflect-ed in the requirement that pilots maintain proficiency and currency through regular and recent practice. No amount of con-fidence or desire can substitute for recent experience. Pilots returning to the sport after an extended hiatus should work their way back to the “good old days” slowly, while seeking structured training oppor-tunities to help aid in a safe transition back to competency.

NOVEMBER 15, 2009 | 2 PMWALLABY RANCH, LACKLAND, FLNOVICE RATED PILOT, AGE 59WILLS WING FALCONUKNOWN HARNESS & HELMET

A novice pilot hit a tree while on approach to landing and fell to the ground. The pilot later succumbed to his injuries while being treated at the hospital.

CONDITIONS Unknown.

LOGBOOK Novice pilot with a reported 300 flights and 200 tows.

MEDICAL Pilot wore glasses and reportedly required them for flight.

SYNOPSIS The accident pilot reportedly crashed just prior to landing due to a conflict with a tree. It is uncertain whether the pilot clipped the tree, flared extremely high to avoid the tree, or lost control of the glider trying to avoid the tree. The accident pilot was attended immediately after the crash and appeared to be communicative, but injured. The injured pilot was airlifted by rescue helicopter one hour after the acci-dent to a hospital, where he succumbed to his injuries while in surgery.

AIRFRAME No examination of the airframe was re-ported.

ANALYSIS No electronically recorded flight informa-

Analysis | Preparedness | Incidents

SafetyBULLETIN by Joe Gregor


tion (GPS or barograph) was available for analysis in this accident. There is little in-formation available with which to analyze this accident. The accident pilot reportedly required glasses to fly, and no glasses were found at the scene of the accident. The pilot had flown for 40 minutes prior to the accident without incident, however, and it is considered unlikely that he could have done so without vision correction, given the reported severity of his impairment.

PROBABLE CAUSE Failure to maintain adequate clearance from fixed objects while maneuvering to land

DISCUSSION With nothing to go on beyond a descrip-tion of the accident, there is little more that can be said with any certainty.

RECOMMENDATIONS Strive to land in an area that permits a straight-in approach to be made that re-mains clear of all terrain and obstructions.

This is pretty thin gruel given the loss these accidents represent to the hang glid-ing community. The reporters that brought

these accidents to our attention are ap-plauded for their efforts. Unfortunately, it is often the case that little can be learned without diligent follow-up to any initial report. USHPA SOPs recognize this and give guidance that in the case of a serious incident the “Regional Director residing closest to the incident site will be, or will designate, a local representative to be the Incident Manager.” The Incident Manager, in turn, is responsible for collecting all pertinent information, summarizing this information, and reporting his or her find-ings to the relevant organizations within USHPA. Regional Directors are encour-aged to act proactively with regard to acci-dent reporting whenever a fatality occurs within their region.

It should be emphasized that the ac-cident reporting system is completely voluntary. This is a fact that I believe has been completely internalized by our membership. The vast majority of pilots who experience an accident will live to see another day. It is the accident pilot’s prerogative to decide if and how much of their experience to share with their friends, fellow local pilots, or with the hang glid-ing community at large. This is a very per-

sonal choice each individual must make for himself. No one should be expected to accept the personal embarrassment that likely will result from such a disclosure solely to benefit others in that same com-munity.

In the case of a fatality, however, I submit that we should apply a different standard. For the unfortunate pilot, per-sonal embarrassment is no longer a factor of concern. None of our fallen brothers and sisters should be left forgotten and unacknowledged. We should honor their sacrifice by making OUR best effort to draw some useful lesson from their trag-edy.

Almost all of this year’s accident reports have come from the West Coast . Maybe that’s the only place people fly . Or maybe it’s the only place people have accidents .

In any event, sharing information re-duces the risks for us all . If you have had an accident (you hurt yourself) or an incident (you could have hurt yourself but were lucky), please complete an accident / incident report at http://www .ushpa .aero/emailacc .asp . It could save your fellow pilots’ life!

http://www.ushgf.org


by Christina Ammon

THE BIOTRUCK EXPEDITION British pilot Andy Pag loves to travel and fly, but is chagrined about the high energy and carbon costs of his rambling lifestyle. One year ago, he set a goal: he’d pack his glider and travel around the world but limit himself to a two-ton carbon budget. Two tons is the G-8 endorsed yearly per capita limit needed to cut

greenhouse emissions in half by 2050. To get started, Andy fashioned a biod-iesel bus (the “Biotruck”) from a scrap-yard and fitted it to burn on waste oil. Then he rounded up some press, spon-sors, and set off.

It’s a noble and ambitious concept, but the former engineer shies away from the high horse. His website bio: “Andy gives the impression he is an eco-adven-turer, but beneath that thin veneer lies

an engine-loving petrol-head curious about viable alternative fuels.”

He’s now been on the road for over a year, driving and flying through France, Turkey, Iran, India, and Nepal. When I reached him, he was stuck in Calcutta, faraway from any flying site and mired in some nightmarish logistics trying to get his Biotruck container-shipped to his next destination—Bali, Indonesia. It was a low point in his journey, but while the Immigration office took its sweet time shuffling papers, Andy made good use of the delay. He volunteered at a nearby orphanage and distributed intensely sought-after soap on Calcutta’s streets. Since soap is a byproduct of biodiesel, Andy’s idea was to secure a steady supply from one of his sponsor companies.

Though parked near the volunteer hub of Calcutta—Mother Theresa’s Missionaries for Charity--he distances himself from any sort of sainthood. We’re only talking about cheap soap here. If it washes someone’s body after they’ve slept on the street, then it’s a hit. Perhaps they’ll give me half a day’s membership

PilotPROJECTSMaking a Difference


of humanity for that?A prolific blogger, Andy’s writing

runs the gamut from wit to poignancy to outright ranting as he responds to the nonstop hi-jinx of traveling in the Biotruck. So far, he’s spent time in an Indian jail on charges of terrorism for having an unregistered Sat phone, had his first punch up, and had to rebuild his engine without the right parts. In ex-plaining his own personal breakdowns, he makes liberal use of mechanical met-aphors: “To know how things work, you have to see how they fail. That’s true of engines as well as society and morality.”

Tell us about the expedition. The Biotruck Expedition. It’s a grand title for such a personal project. I’m trying to drive around the world with a sustain-able carbon emissions budget using a variety of biofuels made from waste vegetable oils of different descriptions. Along the way, I’ve been paragliding in some of the best sites in the world.

Flying is the perfect complement for a journey to see what people around the world are doing about their carbon

footprints. It allows me to get a different perspective on the world—literally, as well as figuratively. Speaking with local pilots, I hear about how they feel the cli-mate is changing at their sites. Landing in farmers’ fields and talking with them, I’m also learning how agricultural cycles are shifting with the weather. It’s not very scientific, but people have told me they are seeing weather patterns change everywhere I’ve been.

Where did you get the Biotruck?I got it from a bus company that was about to take it to the scrap-yard. It was so rusted out I can’t believe they were still using it-- and to transport kids! I took it to my friend’s barn in Dorset and ended up staying there three months, working on it on weekends and days off. I really overstayed my welcome. I was only sup-posed to be there 2 weeks. It was just so rotten, and there was so much to do.

What inspired your interest in biofuels?It’s been my boyhood dream to drive around the world, and I’ve organized vehicle-based expeditions across the

Sahara Desert and throughout Africa for the last 15 years. About four years ago, I became conscious of the hypocri-sy of using a 4-liter diesel 4x4 as my way to access the nature of deserts and for-ests and different cultures. So, I looked for alternatives. The first experiment was to drive a chocolate-powered lorry from the UK to Timbuktu in Mali. I used

“I’m trying to drive

around the world

with a sustainable

carbon emissions

budget using a

variety of biofuels

made from waste

vegetable oils of

different descriptions.”

http://thermaltracker.com


fuel made from factory waste cocoa-butter. Then I organized the “Grease to Greece” rally across Europe, where the teams had to fuel up by begging res-taurants for their waste frying oil. Both those journeys worked out better than I could have imagined.

Was there a pivotal moment? During the Grease to Greece Rally, close to Athens I saw a signpost saying

“Istanbul 1000km.” Istanbul is the city that marks the border between Europe and Asia, and the sign got me thinking: I wonder if I could get around the world powered by people’s rubbish? Two years later and a quarter of my way around the world, I’m beginning to think I can.

What was your biggest challenge? Sourcing fuel is always the prime con-cern. Every country has different cul-tural, social and economic reasons why waste oil is treated differently. In Italy, restaurants were afraid they would get in trouble with the environmenal agency if they gave their oil to me, so I had to go to the municipal dump where they collect domestic oil. In Tehran, the local paragliding club called in all their con-tacts to hook me up with 900 liters—enough to get all the way to Delhi in India.

You don’t claim to have reconciled your wanderlust and your sense of environmental responsibility. What are the flaws of the expedition?I often hear the criticism that if I’m worried about my carbon footprint, I should just stay home. Actually, I’ve driven fewer miles over the year while I’ve been on the road than I would have if I’d stayed in the UK. I stop and stay in places for long periods of time. It’s really hard to live a low carbon life in London, so getting away was a good first step.

Family and friends have taken flights out to join me. I’ve asked them to offset the flights, but if I’m honest I don’t be-lieve in those offsetting schemes. They aren’t transparent enough--corruption is commonplace and there is no impar-tial policing of the carbon savings. But the real issue I have is that the price they put on carbon is too low, which makes it seem we could solve global warming with a few million dollars. It also means that consumers don’t challenge them-selves appropriately about their deci-sions.

The reality of a low carbon life is unfeasibly difficult. I try to cycle, but I take local buses and taxis to get around towns. Worse, I spent a week learning to fly paramotors in Malaysia. I used about 10 liters of petrol for training and pleasure flights. In my head I tell myself that I’ve earned it, but that’s like a dieter tucking into a cream cake after a day of carrot sticks. I’m no paragon of perfection and that’s why I describe the journey as an experiment, rather than an example.

Some aspects of my expedition incor-porate really good environmental solu-tions, like using waste oil to power the bus. But it’s not necessarily a scaleable solution that solves all the world’s prob-lems. It just works for me because I’m willing to put the effort in.

What’s in it for you? Everyday I’m learning new things about myself, about the world, and about the environment. I’ve also had the opportu-nity to fly my paraglider in some awesome spots and develop my piloting. My next goal is to get licensed as a tandem pilot so I can earn a bit of travelling money along the way and fly the people I meet.

What would help? I’m pretty confident that what I’m doing is about as environmentally sustainable as it could be, but it’s certainly not fi-nancially sustainable. I’m running on a shoestring budget and I’m always on the lookout for sponsors who can help sup-port the costs of the journey.

Do you have any advice for pilots wanting to reduce their own carbon footprint?Driving to sites and especially up to launch is usually pretty fuel intensive. What I’m doing is actually pretty diffi-cult, and I’ve had to be pretty obsessive about it, so there is no easy answer. I’ve found pilots are generally very interest-ed in nature, so the motivation is there. Part of the challenge is that people have to find solutions that make sense in their context. I feel hypocritical suggesting pilots should walk up to launch because I’m the one who groans the loudest when that gets mooted but I always feel great when I’ve done it, and the flight is all the more satisfying.

The Biotruck has finally left Calcutta and is en-route to Bali. Before loading it on the container ship,

Andy installed a solar-disco and plans to enjoy the party while it lasts: “Over the next ten years, I predict recreational travel will either change dramatically or become as socially unacceptable as drunk driving or smoking is today.”

Pilot Projects is a regular feature of USHPA magazine . You can help with this column by sharing your ideas . Have you come across do-gooder pilots in your travels? Do you have a project, or ideas for traveling more ethically? Don’t be shy . Time to throw down some good deeds . Send them to Christina Ammon at: flyinghobogirl@gmail .com

www.biotruckexpedition.comEmail: [email protected]

Call or SMS+44 792 449 5936

or+882 165 2074816

“I feel hypocritical

suggesting pilots

should walk up to

launch because I’m

the one who groans

the loudest when

that gets mooted

but I always feel

great when I’ve

done it, and the

flight is all the more

satisfying.”

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by Patrick McGuiness

In the last segment we covered three primary aspects of psychology that can be used to improve performance

when flying. An overview of Confidence, Arousal and Concentration were used to help orient hang glider and paraglider

pilots to enhance performance in flying. Here we examine concentration in more depth.

As you bring a long soaring flight to a close, you see that the wind in the LZ is trashy. Pilots below you are having bad landings, wind socks are pointing in dif-ferent directions, and the thermals are

shut off. You are committed to landing, and the factors that require attention are rapidly increasing. You are flying upwind, so you keep the VG on full to insure that you arrive at the LZ with adequate alti-tude. You see various structures upwind of the LZ, and you adjust your flight plan to improve your chances of a smooth landing.

Maximize yourFlying Performance

You tell yourself, “OK now. Concentrate. Pay attention.” As you consider the vari-ables of wind speed and how it is shifting and glide ratio, you notice that your heart rate has increased and your hands are be-ginning to adopt the death grip on the control frame. Now you’re telling yourself,

“Relax….. concentrate…focus.”

WHEN THE RIGHT FOCUS IS CRUCIALWe have often been told by our high

school coaches and instructors, “Pay at-tention.” The question that is all too often overlooked is how to pay attention. What exactly do you concentrate on and when? Many pilots have had the experience of fo-cusing so intently on their approach that they forget to release their VG, pull in for adequate speed or fail to account for wind gradient and structures that create turbu-lence near the LZ. Efforts to concentrate can be wasted when we are unaware of what to concentrate on during crucial mo-ments. Distractions include anything that captures our attention and are not relevant to the task at hand.

CONCENTRATION SKILLSRather than increasing your effort to pay attention, it is more prudent to have a mental strategy for improving concen-tration. In other words—think smarter, not harder. Given the multiple variables involved in flying and the fact that these variables are constantly changing, un-derstanding the basics of concentration can increase a pilot’s efficiency as well as reduce risk and mental fatigue. Over time, pilots develop an awareness of how these variables come together. Through experi-ence, pilots learn which variables are most important to focus on and when. One problem with this is that experience actu-ally means trial and error. Increasing your effectiveness in focusing can reduce the number of trials and, more importantly, the number of errors. Competition pilots who are flying with other equally expe-rienced pilots can lose an advantage over their peers by focusing on the wrong variables while their competitors make a better decision and get ahead. The differ-ence between the winning pilot and the rest of the pack often boils down to his/

her ability to focus on the right factors at the right times.

UNDERSTANDING THE BASICS In sport psychology, three major con-

cepts delineate the difference between attention and concentration. The first is Internal versus External focus. Internal focus refers to what is going on inside the pilot himself. This can be kinesthetic awareness, such as a body check. For ex-ample, when making a turn, a pilot must attend to leading with his feet and hips. Internal focus can also be used to describe thoughts and emotions as when the pilot previously mentioned becomes aware of his anxiety and increased heart rate near the LZ. Competition pilots may remind themselves to pull their elbows in toward their body or make other adjustments to reduce wind resistance.

External focus encompasses everything going on outside the pilot. Your glider, the conditions, the launch site, air traffic and landing zones are examples of external variables.

The following example illustrates these concepts. Imagine you are on launch, being observed by a more experienced pilot. He/she has already provided you with more information about the local flying conditions than you can realisti-cally absorb prior to stepping onto the launch. As you focus on the wind direc-tion, strength and how your glider feels, he is still talking. “Remember not to pop the nose; a lot of people get into trouble that way. I want to see you make good decisions; safety is most important, so always err on the side of caution and…..” As the lesser experienced pilot, you do your best to manage the situation. You say in a calm voice, “OK, thank you, I have to concentrate now.” Your observer, holding your wires continues to talk at you. You feel the wind cycle beginning to build. You stand up and feel the wind beginning to gently lift the glider off your shoulders.

“OK. Now you have to remember to run hard. I once saw a guy who jumped into the launch before he……” Your mentor has now become an external distraction. You’re beginning to feel frustrated, even angry, hoping he will stop. You begin to think about what you can say or do to get him to stop. Your increasing frustration, anger and the thoughts about the situa-

[left] Mont Saint Pierre | photo by Patrick McGuiness.

http://www.kittyhawkkites.com


tion are examples of internal distractions. How do you refocus yourself? How do you focus on what is most important at that moment?

Some pilots may choose to address this situation in a confrontational manner; others may simply ignore the banter and focus on relevant stimuli. Others may simply back off launch. Given the context, any of these strategies may be acceptable if they help you achieve the bottom line. Launch safely or not at all. When you step up to launch, you should only focus on a small number of variables related to your launch. If you are focused on more than two or three things during this task, or if you are attending to something irrelevant to the task at hand, you are distracted. If you cannot allocate sufficient mental re-sources to your launch, you should not launch.

I observed this very scenario recently among a group of hang gliders on a moun-tain launch. Two intermediate pilots launching at a new site were under the su-pervision of an observer. Pilot A took con-trol of the situation and forcefully directed his observer to stand down. The observer did so reluctantly. Next, Pilot A focused on his launch by repeating 2-3 cues, re-minding himself of the crucial elements of the task at hand. His launch was strong, and he quickly began his soaring flight, making it well above launch. Pilot B suf-fered the same barrage of commentary at launch. He said nothing and tried his best to focus. After landing, he complained that he was not happy with his launch. Pilot B remembers turning his head to listen to the observer as his feet left the ground. The observer was yelling loudly, but his words had become inaudible to the pilot. Pilot B was allocating attention to irrelevant stimuli as he left the ground and moved away from the mountain. He should have been focusing on putting his feet in the harness and turning into the lift ban. Instead, his head was turned and he transitioned into flight unfocused and headed for the LZ shortly after launching.

Some pilots become overwhelmed by excessive stimuli and make a prudent de-cision to back off launch. Each strategy will have its strengths and weaknesses. A good strategy is one that allows you to

[left] Alex Cuddy maximizing performance.


focus at the crucial moment. The only bad decision is to launch when you are not ad-equately focused.

When beginners become overwhelmed with attention to external factors, they are often unaware of the “death grip” they have on the control frame. When novice and intermediate pilots go to a new launch site that challenges their skills, they may become preoccupied by anxiety, ego or body mechanics. This will interfere with their ability to attend to more relevant fac-tors in the environment. Advanced pilots and competitors may struggle to decide which external factors are most relevant to achieve the best flight possible.

The second sport psychology concept relates to the range of attention referred to as broad or narrow. A broad focus may span from noticing air traffic while ridge soaring to approaching the LZ. A narrow focus describes a smaller number of things that require one’s attention. Setting a memo on your Variometer or taking a photograph in flight are examples of tasks that require narrowly focused attention. A pilot’s ability to shift between a broad and narrow focus effectively determines

his/her concentration skills. For exam-ple, when launching from a ridge with multiple launches, the pilot first attends broadly to others launching nearby as well as to the wind cycle. When the wind is just right, others may be launching only yards away and moments before. Once this is cleared, the effective pilot quickly narrows his focus to no more than three cues, such as keeping the nose down and looking straight ahead during launch.

Tom Lanning, former national hang gliding champion tells his XC students,

“Before you top out in a thermal, you should already have three indicators of thermal activity visually identified.” These may include a hawk soaring in the dis-tance, another pilot circling or a nearby ridge. This is an example of an effective strategy for focusing attention. It also il-lustrates how the best pilots learn to shift attention from broad to narrow. Imagine that you’ve hit a thermal and have begun to circle its core (narrow focus). You monitor and adjust your body position to insure that you do not fall out of the ther-mal (narrow focus). You must then shift your attention momentarily to search for

indicators of lift (broad focus). You see a fellow pilot circling upwind (broad focus) and continue searching for the next cue when, suddenly, you feel turbulence sug-gesting you’re at the edge of the thermal. You instantly shift your attention back to the position of your body and glider (narrow focus). You adjust to remain in the core (narrow focus). Once the glider stabilizes, you resume your search and notice an eagle catching lift (broad focus).

Without this awareness, a pilot tops out and immediately begins to lose alti-tude while orienting himself and deciding what direction he intends to fly. By using this type of strategy the pilot can seize opportunities that may otherwise be lost, thereby minimizing lost altitude, increas-ing glide and taking advantage of oppor-tunities to find lift.

Finally, the concept of association versus dissociation addresses the phenom-enon of “tuning in” versus “tuning out.” Many accomplished pilots think of them-selves as paying attention or being “tuned in” all of the time that they are flying. The truth is that sustaining attention in flight is more difficult than we realize. By defini-

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tion, dissociation involves a lack of aware-ness of the present moment. A person who is dissociating is mentally checked out or not present. Further, it is a natu-ral phenomenon observed in all humans and most animals. The most commonly experienced example of dissociation is daydreaming. This often occurs when driving. Have you ever pulled into your driveway and had the sensation that most of the drive home was a blur? Somehow you navigated your way home safely but can account for little, if any, details. This phenomenon happens quite frequently during long soaring flights.

In regard to performing in sports, dis-sociation occurs any time we are not com-pletely aware of what we are doing. When we are clearing a turn while ridge soaring, calculating our glide ratio or preparing to flare, we are associated. Conversely, if we are humming a tune and thinking about how good that frosty beverage will taste following the flight, we are dissociating.

Competition pilots have the most to gain by improving the amount of time they remain associated during flight. The pilot who can stay mentally present will make better decisions more often

than one who is momentarily detached. Factors that influence our consciousness in this way include mental fatigue and the novelty of the situation. If our inter-est is piqued, we remain associated, but if we are tired or bored, we are more likely to tune out. Mental training can increase a pilot’s ability to remain associated for sustained periods of time. The training includes techniques that promote meta-cognition or an awareness of our own thought process.

IMPROVING YOUR CONCENTRATIONThere are many methods of improving

concentration. When developing a plan for yourself, it is important to remember that the overarching goal is to focus on the right thing at the right time. There are many ways to stack the cards in your favor. Some basic strategies are listed below. Pilots are encouraged to personalize these strategies and develop a discipline of prac-ticing them over time.

Maximize mental resources. First make sure you are well rested, hydrated and well nourished. This is the most basic way to ensure you have the mental energy to keep focused.

Prepare in advance. Nothing will cause you to be more distracted than being rushed because you arrived late and have not packed your gear thoroughly.

Develop procedural routines. Preflight checks and flight plans are ex-amples of procedural routines. When de-veloping a flight plan, be sure to include the relevant factors you will attend to at specific moments in your flight, such as transitions.

Identify transitions and the relevant stimuli of the next stage of flight. For example, pick two to three cues for launch, then two to three cues for the transition, then two to three conditions to begin soar-ing. Once you have successfully launched, remind yourself of the most important things to remember

Check Lists. Some pilots use “cheat sheets” or lists of procedures for setting up and taking down their glider, calculating glide ratio and other procedures. As your personal plan develops, you can create lists that help you with an aspect of flying you wish to improve.

Use cues to remind you to focus on relevant factors. For example, when you lift your glider on launch, say three things to yourself to remind you to focus on relevant stimuli, such as 1) nose down, 2) wings level, 3) run hard. Cues may change as you improve with experience: Beginner pilots, before launch, “relax my grip.” Novice pilots, when making a turn,

“lead with my feet and hips.” Intermediate pilots, while ridge soaring, “look” (to clear turn). XC pilots, before topping out in a thermal, “What three things indicate lift?”

Identify strengths and weaknesses. Now that you have an understanding of the basic concepts, assess what you are best at and what you need to work on. To do this, observe your own thinking and behavior patterns. Ask fellow pilots or in-structors for feedback.

Develop Goals. Now that you have identified the areas you wish to improve, develop a plan to improve them. For ex-ample, if tuning out during long flights is a weakness for you, practice meta-cog-nitive techniques, such as intentionally working a new skill. Practice observing

[left] Photo by Don Fitch. [opposite] Mont Saint Pierre | photo by Patrick McGuiness.


your attention during flight. Begin to es-timate what percentage of time you spend dissociating; then, set out to increase the amount of time you are attending to the flight itself. Serious endurance athletes identify where in the course it is safest to tune out and take a mental break. They may use a cue, such as a mile marker, as a reminder to bring themselves fully into the present and remain associated. Other methods include mindfulness meditation or working with an instructor or coach with a background in sport psychology. These disciplines will help you increase the amount of time you remain fully as-sociated in flight.

Write it down. Take some time to write out your strengths and weaknesses, your goals, your procedural routines. Take notes on your progress in order to moni-tor your improvements over time, thereby increasing your awareness.

Apply the basics. Take these con-cepts and review them each time you fly. Discuss them with other pilots and con-sider how you can develop your own per-sonal strategies.

Patrick McGuinniss is hang glider pilot trained at Morningside Flight Park in Charlestown, New Hampshire . He has a Masters Degree in Applied Psychology with specialized training in sport psychology . As the principal of Mountain View Consulting,

Patrick provides professional speaking and life coaching, helping individuals and or-ganizations achieve results through human transformation . To read more or to com-ment on this article go to: www .mountain-viewconsulting .com .

http://www.skywings.org.uk


HurricaNe,


by TomWEBSTER

photos by JeffSHAPIRO & NickGREECE

H alfway between Los

Angeles and Salt Lake

City, in the southwest

corner of Utah, sits a little

desert town called Hurricane.

Northern folks are familiar with

this area as it is a great spring

thaw destination: when the

Rocky Mountain ski resorts

shut down and the time comes

to warm up with a cruise

down Interstate 15, Hurricane

is the first place they’ll see

that won’t be covered with

snow. The area is a huge

desert playground, offering

mountain biking, rock climbing,

motocross style riding,

canyoneering—and even a little

hang gliding and paragliding.

HurricaNe,Utah


Hurricane wasn’t always known as a sports mecca, however. In the late 1950s, as the cold war was smoldering, the US Air Force

needed a place to test ejection seats for their new supersonic jet fighters. Hurricane Mesa, a thousand foot high plateau just north of town, fit the bill. During these tests they would accelerate a rocket-powered sled up to Mach 1.3 along a special track, and as the sled reached the edge of the mesa, an ejec-tion seat launched out of the sled, up and over the Virgin River Gorge. Test dummies sat in the seats most of the time, but one series of tests enlisted a team of monkeys. These brave primates were, in my opinion, the spiritual godfathers of those of us who launch ourselves off the cliffs and mesas today.

Nowadays, Hurricane is a small but growing town known for being surrounded by polygamists, stunning scenery, and the aforementioned desert sports. Zion National Park and the red rock laby-rinths of Kolob Canyon sit a half-hour away to the northeast. The Grand Canyon is a few hours to the

southeast. Two reservoirs have been built among the nearby pink sand dunes to beat the hundred degree summer heat. And, of course, all manner of airborne primates still populate the skies above the nearby cliffs.

ThE SIzE

The main flying area sits on public land on top of the Hurricane Cliffs (a thousand-foot high escarpment on the town’s east side) next to a volcanic feature called Mollie’s Nipple. Behind the flying area, a vast plateau extends toward the cliff and mesa systems that characterize the Grand Staircase geologic area of Southern Utah.

Launch is at the edge of a dirt parking lot, just below the nipple, with enough room for several hang gliders and space to spread out a few paragliders. It’s not quite steep enough to be called a proper cliff launch, but the wind flow is often cliff-like. In mod-erate–to-high wind, hang gliders may notice ramp

[previous] Jeff Shapiro over Hurricane, Utah | photo by Jeff Shapiro. [above] Matt

Dadam flying along the Hurricane ridge. [opposite]

Free camping with great views is available on

Gooseberry Mesa. Photo by Nick Greece.


suck (an unsettling lifting sensation from the rear) and paragliders must position their canopies care-fully to deal with the knee-deep wind shadow.

The site is flown year-round. Since the ridge faces due west, any forecast involving light to moderate west winds and clear skies should be flyable. Summer conditions can be quite big, offering epic dust devils, nuclear blastoff launches, tumbleweed enemas, and the occasional hundred-mile flight. Early spring and late fall conditions are much more reasonable. Oftentimes, you can choose between a challenging mid-day thermal climbout or a late evening windy-but-smooth ridge session. Winter is mostly disap-pointing from a flying point of view, but for some of us, a few sled rides and a long hike in the sun sounds like a good way to spend a January weekend.

Landing options below launch are reasonable, but not wide open like the surrounding desert. A vacant lot next to a gravel pit, directly below launch, works well for paragliders and restricted-landing capable hang gliders. Other large fields in the area may be

open to landing if they are not full of crops, live-stock, or construction. As always, check the LZ op-tions before flying and be sure the landowners are aware of you.

Hurricane’s municipal airport, which is uncon-trolled, sits less than one mile to the north of launch. Even though it is small, you’ll see a fair bit of traffic coming and going at all times, as well as skydivers plummeting on a regular basis a little more to the north. So, exercise extreme awareness if you head this way.

ThE FlIghT

There are two basic options for a cross country flight at Hurricane: soaring the ridge to the south or ther-malling over the back to the east. The ridge soar-ing plan takes advantage of the cliffs that begin near town and continue south for over fifty miles, ending about twenty miles short of the Grand Canyon. When the wind is right, this ridge creates an enor-mous lift band that is uninterrupted for the first nine miles and then continues after a two mile intermis-sion. Sailplanes and hang gliders zip across the low

“Summer conditions can be

quite big, offering epic dust

devils, nuclear blastoff launches,

tumbleweed enemas, and the

occasional hundred-mile flight.”


parts and zig-zags easily, but it remains to be seen if a paraglider can make it all the way to the end.

While the ridge run is fun, going over the back offers some interesting possibilities. Two good ther-mal climbs will get you to the edge of Zion, one of America’s most impressive national parks. It’s best not to get too close, though, since landing inside the park is both dangerous and highly illegal. The normal cross country route follows route 59 south-east, past the polygamist enclave of Colorado City, over an Indian reservation (don’t land there, either), into Arizona, across flat plains punctuated by bizarre red rock landscapes, and eventually toward Lake Powell. Several hang glider pilots have reached the lake, and many others have landed somewhere in-between.

ThE NIghT

Hotels abound, and camping options are plentiful too. In fact, camping options are more than plen-tiful—they are ridiculous. The open landscape and abundance of public lands offers countless square miles to stargaze among the sagebrush and coyotes. On top of Gooseberry Mesa, a few miles downwind of launch, there is a mountain biking area with hun-dreds of semi-improved campsites. And a more civi-lized option is available in the South Campground in the mouth of Zion Canyon: the well-manicured campsites that sit below Zion’s vertiginous red cliffs offer free Wi-Fi and a short walk to the camp store, where the most expensive deli meats, stinkiest chees-es, and most complicated coffee drinks imaginable can be had.

Entertainment at night is basic. The best option I can recommend is to camp out and watch the stars spin while waiting for a distant late-night coyote ser-

enade. If you care to lubricate the spin, though, keep in mind that you are in Utah. The closest place to buy wine, liquor, and strong (over 3.2% alcohol) beer is hidden deep inside the gift shop in the Switchback Grille and Trading Company in Springdale, about 35 minutes from Hurricane.

hANg glIDINg VERSUS PARAglIDINg

While acceptable for both types of craft, Hurricane tends to work better for hang gliding. To understand why, let’s look at a little more history:

In 1863 Erastus Snow, a Mormon pioneer, was living in a settlement on the upper Virgin River in southwestern Utah. Since the river had been wash-ing the settlers’ lands away, Snow was charged with leading a survey team to the south to look for new lands to irrigate and occupy. Coming over the top of a hill on an old Indian trail, a violent dust devil

[right] Matt Dadam high over the flats between

Hurricane and Gooseberry Mesa. [below] Exploring

slot canyons in Mt. Zion national park on windy

days. Photos by Nick Greece.


ripped the top off of the mule-drawn buggy. Erastus Snow exclaimed, ‘Well, that was a hurricane, we’ll name this the hurricane hill.’ The name stuck.

A likely reason the name stuck is that Hurricane is a windy place—it will blow your hat off just as it probably did old Erastus’s. On a typical sunny day in late spring or summer, it’s key to get off the hill safely (and land safely) before the desert wind starts to blast in the early afternoon, or wait it out until a few hours before sunset. Hang gliders can fudge these guide-lines a bit, if they have good 20-knot launching skills, but paragliders must be careful with conditions to avoid the full-on aerial cowboy experience.

Paragliders can get plenty of quality airtime, how-ever, by treating Hurricane like the big desert site it is and avoiding midsummer or midday conditions. They will also enjoy a nice advantage over the hang-ies at the end of an evening glassoff: toplanding right in the parking lot is a reasonable move for a solid

intermediate paraglider, but requires either advanced skill or intermediate recklessness to be attempted in a hang glider.

PRO TIPS

Here are a few bits of information that can improve the Hurricane experience:

Hot springs: One of the nicest places to soak in the area is at a resort called Pah Tempe (825 East 800 North, 435-635-2879). Unfortunately, soaking is by appointment only and is only available for large groups.

Breakfast: Main Street Cafe (138 South Main Street, 435- 635-9080) is a great alternative to the fast food on the main drag.

Bike repair: Over The Edge Sports (76 East 100 South, 435-635-5455) is highly recommended, and is even on the way to launch.


GETTING THERElAUNCh

Drive up Rt.59 from Hurricane on to the plateau. Take the turnoff to the Diamond Ranch Academy, a well-graded dirt road that leaves Rt. 59 at about a 30-degree angle to the right.

Continue on this road for about 3 miles, past the academy, until you come to a fork in the road just past a dry wash. Turn right.

After about 0.3 miles you will see a gap in the fence on the right. Turn here.

The road winds toward launch (past some likely camping spots). After about 2 miles there will be another gap in a fence on your right. Turn here. If the gate is closed, it is OK to open the gate and close it behind you.

Stay on this road until you are at launch, about 100 yards south of the nipple. This part will require 4-wheel drive or an aggressive high-clearance 2-wheel drive vehicle.

lANDINg

From the center of town, head south on State Street (the main drag) and turn left at the Chevron/Burger King.

Continue heading due south on this road, follow it around the airport, and stop at the gravel pit. You have just passed several potential landing zones. Be sure to check with landowners.

[opposite] Matt Dadam launching! | photo by Nick

Greece.


RATT H E


RACE by C.J.STURTEVANT

photos by AndrewZOECHBAUER


Hang pilots have the Tennessee Treetoppers’ Team Challenge, parapilots have the Rat Race—both highly successful events that

focus on introducing advancing pilots to structured competition through mentoring and organized training. If you think competition pilots are all hard-core, points-focused, seriously addicted racers, you haven’t talked to anyone who’s just been to his or her first mentored comp—or to someone who’s been to many of them, and who just keeps coming back for more. These comps aren’t about taking home a trophy, at least not for most of the participants. So why compete, if you haven’t any hope of coming out on top? Maybe there’s more to being the winner than just points and standings!

BIg PETE MIChElMORE

The Rat Race is probably the best venue ever con-ceived to really bring pilots of all skill levels together.

Without a doubt, this event challenges newer pilots to work toward personal bests, and hones the ther-mal skills of those who are brushing off the winter before they start the summer comp season. Most participants are pilots who haven’t gaggle-flown before, haven’t flown in big thermals, and have very little (or no) comp experience. You can really see a change in pilots’ performances from day to day, and year to year. After a couple of years, some of those scared P-3 pilots are now experienced P-4 pilots who are making goal.

SUSAN KENT

I go to the Rat Race because overall it is lots of fun: I enjoy seeing people, meeting new pilots, and it helps my skill level in that I learn more every year. My goal was to get a Rat Race trophy, and I did that this year. My next goal is to place in the top 10 in the Sport division...

[above left] Michigan Mike launching with fervor.

[right] Glass off in the Woodrat valley.


DEB VOSEVICh

So what RR means to me? Wow, that seems like such a small, short question, but my mind is spin-ning from the expansive list of possibilities.I’d have to say that somewhere at the top of the list is the people. Ironically, I’m not that much of a social person, but I’ve found paraglider pilots to be a pe-culiar kind of animal and there are very few I have met that I don’t like. RR has offered me the type of education I haven’t been able to get anywhere else. Living coastally, I don’t have much opportunity to fly XC, so it’s been a slow process for me to find people to fly with who can help me along, giving me pointers, do’s and don’t’s, and encouragement. I love the challenge of finding the next thermal, riding it to the top and going on bar to the next one. There’s a fine line between pushing yourself to a safe limit and pushing yourself BEYOND your limit. RR allows me to push myself that extra km, where I’m still

safe and encouraged, congratulated, and celebrated for making the wise choice, even if—sometimes especially if!—it means not making it to goal. By making the right/safe choice, I get another shot at the challenge of making goal tomorrow.

I’m not a patient person, but RR and all my men-tors have taught me that exercising patience yields huge rewards. Now I actually ENJOY practicing pa-tience. It’s a challenge within a challenge. Being in a RR gaggle I feel like I’m a part of a constellation of pilots, miraculously circling around each other without colliding, all working together to show each other where the lift is. RR is one of the few times a year I get to be in the air with so many pilots shar-ing the same experience, with all its expansiveness, its awe and beauty. . You would think that after 7 days of intense flying and competing, one would become saturated with flying for a while. But it’s kinda like good sex. No matter how much you get and how great it is, it’s never enough and I’m beggin’


for more! So there, I said it, I admit it. Sorta like “Hi, my name is Menace and I’m a paraholic.” If I haven’t flown in a while, I go through serious with-drawal. It only took about 24 hours after the awards ceremony before I started thinking about RR 2011. RR nourished my soul like newly found love. It’s that exciting. (Deb made goal for the first time on the last task, taking 3rd place in the Women’s divi-sion and ??? overall)

Randy Lettau: Gail and Mike Haley and their wonderful staff have safety as their first and foremost priority. This lends a huge lift in my trusting their decisions about each day’s task and, therefore, allows me to focus more on my task for the day, to fly far and be safe. It is still each pilot’s responsibility to know when to say no, but the Rat Race environment allows a pilot to expand his or her knowledge—both on the ground in mentoring sessions and classes and in the air. Just knowing that a highly skilled staff is always ready to help if a need arises provides great comfort and security.

RICh hASS

The Rat Race really isn’t a comp—it is really just one of the best XC clinics out there, with lots of top comp pilots available for mentoring. The Rat Race fits quite nicely into USHPA’s strategy to grow the

[top] Mike Haley giving the morning briefing and

task. [above] A nice, orderly launch line. [right] Paul Murdoch and Riss Estes

picking out a course.


competition scene, promoting friendly, low-stress comps as a way of introducing pilots to the fun and challenges of competing in a race-to-goal format. The top comp pilots at the Rat Race really get into the spirit by sharing their knowledge and experi-ence through the mentoring program. If you’re an XC pilots not sure you’re ready for the comp scene, just think of the Rat Race as one of the best XC clinics you will ever attend. “They” say competition improves the breed. Flying in the Rat Race over the past several years has certainly made me a better XC pilot. Besides, it’s fun!

[above] The race is on. [left] Bonita Hobson and her credentials. [far left] Waiting out a chilly morning.


BARRy OlIVER, CANBERRA, AUSTRAlIA

So, in my opinion the Rat Race was the most enjoy-able and friendly competition one could ask for. The flying was often in quite difficult conditions. The or-ganisation of the event—retrieves, tasks, relaunches, radio comms—were all professionally done. A credit to Mike and Gail Haley, event organisers as well as all the other volunteers. Special thanks also to the Murdoch family for taking me into their home and treating me like family [lots more – see his docu-ments on Desktop]

MATT CONE

In early 2009 I had the idea that I wanted to try out participating in a paragliding competition. I was entering my fourth year of flying and felt that com-peting would be a nice next step in my progression. I had heard about the Rat Race and felt that would be a reasonable place to start, but it wasn’t until July, so I decided to enter the West Coast Paragliding Championships at Woodrat that June. I showed up the first day of the comp and felt like I had arrived

[top right] Safety Director Tom Chestnut.

39

at the Tour de France on a tricycle! I was totally clueless regarding how to program my GPS or fly in large gaggles, let alone get across the valley to Rabies Ridge. I flew all seven days of that comp, finished 62 out of 65, and on the last day of the comp I made it across to Rabies Ridge. It was a humbling experi-ence that made me all the more determined.

A month later I arrived at the Rat Race, no longer a competition virgin but still very green. The week-long program of clinics, mentoring and camarade-rie was simply awesome. I learned a tremendous amount during the comp and even found myself in goal twice. And the beer sure tastes good at goal! Rat Race is an ideal introduction to competitive flying and general XC skill development.

PAUl MURDOCh

I was thrilled to see the old Rat Race develop—nov-ice comp pilots learning something new every day. Clearly, a number of the pilots new to comps are very talented. I’m confident there will be another growth spurt in the US competitive PG scene as a result.

ChRIS ROBERTS

I really did not think it possible to learn so much about paragliding in one week. Stepping up one’s skill level is simply unavoidable. Moreover, for me, it was a whole lot of fun. This was my vacation, and my primary mission was to enjoy the experience. It was like summer camp for grown-ups. Instead of canoeing, there was paragliding. The rides up to launch in a school bus, the bagged lunches at launch; the dinners; the breakfast at a local winery; the buffet at the Mexican restaurant; the two par-ties; it goes on and on with good times. I swear, I thought was in this really fun summer camp. In ad-dition, the mountains and valleys were breathtaking. The local people were great. The Shakespeare festival was going on as was an outdoor concert series. I would have to say it may very well be the funnest learning experience I have had. Hats forever off to the folks who put on Rat-race.

[below] Many happy participants of the Rat Race celebrating a successful event.


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.


by RickerGOLDSBOROUGH

Hang Gliding or Paragliding must be one of the greatest escapes, pro-viding us with feelings of freedom

this life has to offer. To experience this freedom over and over again— to soar for a hundred-plus miles, enjoy quality equip-ment that has been engineered to high standards and be catered to by a town like Big Spring, Texas, during a competition—is a strong indicator that Life is Good. The pilots, supporters, coordinators and, most of all, the tow plane pilots and crew are

all such quality people that the Big Spring National Hang Gliding event becomes a wonderful lifetime memory.

Once again, I find myself looking hard at the contrasts between this expression of freedom and “normality.” Our freedoms, our excessive ability to enjoy life, having the time to play so often in such a way as this, without much thought given to the true meaning of these freedoms, justifies a counterpoint to help keep it real and maintain perspective.

The Cloudbase Foundation has been a great way for us to give back, show ap-preciation, share our wealth and make real changes where it counts. However, I saw something that depicted a real contrast to all the positive things that The Cloudbase Foundation and these sports offer.

Just a one-half-mile-or-so from the Big

Big Spring

2010Hang Gliding Nationals

[Opposite] David Alford learning the foot correction method during the spot landing contest. [above] The author in the air with another pilot on day 2.


Spring, Texas, airport where the National Hang Gliding event is held each year is a maximum security prison. The simple fact that this is a facility where there are NO freedoms next to where the greatest of free-doms takes place is somewhat of a paradox. Each day as I drove to the airport during this event, passing the prison, the same thought crossed my mind. “I wonder if they are aware of what we are doing. Do they look up as we fly over and wish that they could fly like a bird? Are they aware of this opposite end of the spectrum? Can HG and PG pilots do something for them as we have for the needy children where we fly? Hummm! I wonder.

This year’s US Hang Gliding Nationals in Big Spring was a total success on many levels. Pilots flew seven out of seven days and the town supported us in style. A BBQ dinner, awards presentations and lots of great flying were just a small part of this year’s event. We were also blessed with discounted accommodations by a new Hampton Inn and Suites Hotel that al-lowed us to use the lobby as our own party and awards facility.

The top three winners of this year’s Big Spring Nationals were Zac Majors in 1st place, Larry Bunner in 2nd place, followed by Chris Zimmerman in 3rd place.

These competitions could not be pos-sible without the support of our tow planes and tow pilots. In fact, it would be safe to say that the sport owes a great deal of its success and growth to this small group of people. At the Big Spring event we were fortunate to have two tug pilots and one

very supportive wife. The amount of work they did to prepare for each day was un-matched by anyone else at the event.

They performed preflight inspections, gassed up the planes and got ready to tow pilots to the lift. They also made sure they could address any problem with equip-ment in a prompt and timely fashion. This meant that they had to travel with all the spare parts and tools that could be needed. In other words, they did everything possi-ble to make sure that they got us in the air at the same time to race, even to the point of helping us find a thermal. In most cases, they went directly to the lift, refusing to drop us off until they found it. (For me, this occurred 100% of the time.) So my hat is off to this group of individuals who willingly spend the time and money to get us into the air where it would not normally be possible.

I thank you for your support and all that you do to keep this sport alive and growing.

Johnny Thompson and Russell Brown are primary tug pilots. Russell and Lorie Brown are owners and operators of the tow planes that are designed by Bobbie Bailey. Rhett Radford who flies out of Quest is another primary pilot who also does main-tenance on these special planes and owns others like them that are taken to larger venues.

The Cloudbase Foundation commit-

ted to helping a local school in Big

Spring, TX. During this event CBF

raised a total of $1,500.00 that was

issued to the Howard County Child

Welfare Board to purchase school

supplies, pay for tuitions and more.

We were blessed by a visit from the

school and a number of the children

who wanted to see our wings up

close. After returning back to the

school, the children, ages 3-8 years

of age, drew pictures to express

what they saw. These pictures were

then presented to us a few days

later.

Please do what you can to sup-

port this organization. We are work-

ing on a number of projects, and

we need your support to spread the

news outside of the Hang Gliding

and Paragliding communities. Our

goals and commitments continue to

increase in size, and we need your

help with some of the projects.

We will soon be returning to

Canoa, Ecuador, where we will once

again assist the local school in its

development. Fundraising for this

trip has now begun. If you want

to help or come along this year to

Canoa, please contact us.

Please visit the CBF website at

www.thecbf.org and let us know

how you wish to help. Thank you for

your support.

HOW YOU CAN HELP

[right] National winners. Zippy, Larry, Chris and Mark Bolt. [below] Children from local school that we raised money for visiting us at the staging line | photo by Rodrigo de Obeso.


United States Hang Gliding & Paragliding Association

2011

United States Hang Gliding & Paragliding Association2011

2011

$15.00

CALENDARSON SALE MID-NOVEMBER!

www.USHPA.aero/storeEPIC IMAGES!

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WHALEBACKWHALEBACK

Tucked in just miles from the ice-clad colossus of Mt. Shasta, an improved Whaleback flying site provides spec-

tacular summer soaring opportunities for paragliders and hang gliders. During the summer of 2010, paraglider pilots pioneered long cross-country routes over landscapes of ancient volcanic mayhem.

ThE SETTINg

Looking like the hump of a surfacing ceta-

cean, The Whaleback crests over 4,000 feet above the LZ in Shasta Valley, to the far north of California. The launch, at 7,430’ ASL on the side of the lava leviathan, is 3,000 feet over the newly expanded land-ing area situated less than three miles out to the northwest.

The Whaleback would be an impres-sive sight in its own right, were it not over-whelmed by the immense peak towering just a few miles to the south. A good part of the spectacular and spiritual nature of

flying the Whaleback is this overpower-ing presence of Mt. Shasta. The 100 cubic mile, 14,162’ colossus is first glimpsed far up Interstate 5 when driving north. Due to the great distance, the icy apparition seems to approach only with agonizing slowness. Southern Oregon pilots ther-malling above 7,000 feet at Woodrat are treated to a view of the mighty mountain 70 miles to the southeast. “Poet of the Sierras,” Joaquin Miller, captured the aura of the peak when he wrote of it as, “Lonely


WHALEBACKWHALEBACK

as God and white as a winter’s moon.”When driving up to Whaleback launch,

Shasta is hidden. Suddenly, arriving on launch, the peak looms majestically. One feels privileged just to revel on the side of Whaleback in the vista of this great moun-tain, felt by many people around the globe as a “place-of-power.” Pilots, though, can enjoy a wondrous transformation. With wing overhead, foot launch flyers step off the side of The Whaleback to soar ther-mals in the shine of Mt. Shasta’s glaciers.

The stratovolcano towers near the southern end of the great Cascade Range of volcanoes stretching north, almost in a line, through Oregon and Washington into Canada. All are products of enor-mous tectonic plates underlying the Pacific Ocean off the west coast that are diving underneath North America as it creeps westward, sliding at the speed fingernails grow. As the leading edge of the Gorda Plate subducts ever deeper, it melts, sending “thermals” of magma up

to the surface to explode (or sometimes ooze) as volcanoes. “Fire and brimstone rise like demons from below,” wrote Priit J. Vesilind in a National Geographic ar-ticle on California’s Volcanic North. Valle de Bravo visitors will recognize a similar landscape, with calderas, volcanic domes and lava flows everywhere. Both areas line the planetary forge of volcanoes and earthquakes, the Ring of Fire. Mt. Shasta is actually a pile of four stratovolcanos of various ages. The newest is Shastina, the most westerly, formed less than 10,000 years ago by seething lava and deadly py-roclastic flows.

The Whaleback itself is a volcanic cone, with a caldera denting the summit. As pilots look west and northwest from launch, they view the remnants of a mas-sive landslide. Over 3,000 centuries ago gravity tore down over six cubic miles of a much larger ancestral Shasta and spewed it out to the northwest, sliding up to 28 miles.

words & images by DonFITCH

Flying the Whaleback in Northern California Volcano Country.


EARly FlIghTS AT ThE WhAlEBACK

Almost as soon as paragliders were in-vented, intrepid pilots began launching off The Whaleback. Josh Cohn reports his first high flight (ever) was achieved at this location in 1989! In 1991, flying a Pro Design Challenger 3, he launched from a more primitive version of the current take off, headed north and realized a 40-mile-cross-country flight. Across the border in Oregon, he joined a startled sailplane pilot climbing in a thermal.

Paraglider pilot John Yates, along with his brother Jim, helped develop the site. By one account, Jim first saw the possibil-ity of launching the Whaleback by flying over to it from Herd Peak and seeing where a spot on the road could be used

for a launch. A primitive launch preceded the current site. With Forest Service ap-proval and help, several truckloads of material widened the road at launch and softened the boulder field. Other pilots, including pioneering pilot Liz Hern from Red Bluff and Stu Polack, also improved and flew the site in the 1990s. Lack of a good LZ discouraged hang glider flights and dimmed much enthusiasm for flying the Whaleback with paragliders. Early Whaleback hang glider pilot Bobby North reportedly flew to the Herd LZ for land-ing.

2009 lz ExPANSION

In 2009, the LZ problem was tackled by several RVHPA and local pilots. Scott

Harding helped secure assistance from the Forest Service, an organization that has been a longtime ally of pilots wish-ing to improve Whaleback as a flying site. The Forest Service did the heavy lifting (actually heavy scraping) to remove sage-brush and small trees from an expanded LZ area. With their heavy equipment, the LZ size quickly grew tenfold to nearly five acres.

Following this mechanical expansion, a 20+ person work team of RVHPA pilots arrived at the LZ on October 11, 2009, armed with cutters, rakes and shovels.

[previous] Deanna Hutchinson on Whaleback launch with Mt. Shasta in the background. [above] Norm Young launches Whaleback. [right] Michael Zanger and Jules Danford at the Whaleback LZ.


Along with locals Wes Wilson, Brian Kerr and Michael Zanger, hazardous roots and brush were cut and piled for subse-quent burning. The pilots cleared rocks and smoothed the bumpy ground. After a day’s work, The Whaleback flying site enjoyed a large and friendly LZ. That fact was soon to change the nature of flying in Northern California.

After the work party, more than a score of dusty pilots made their way up to launch and a wonderful evening glassy flight, free of the worries of having to spot land in a tiny LZ.

A short video of Rena Scott’s flight and landing at the groomed LZ is viewable at http://www.youtube.com/watch?v=2JmTjbRZdp0. In the video the presence of a downed paraglider short of the landing zone is instructive. Even though the LZ is now about ten times larger than before 2009, it is still highly possible to miss. Sink on approach is not uncommon, and neither are paraglider landings short of the clearing. The ex-panded touchdown footprint makes it hang glider friendly, but RVHPA hang glider pilot Jim Tibbs still deploys a

drogue chute to avoid overshooting.LZ work team member Michael

Zanger is a frequent Whaleback para-glider flyer who co-wrote the book on Mt. Shasta, The Shasta Book, Wilderness Press, in 3rd edition. He also authored a second book, Mt. Shasta: History, Legend and Lore. After decades of hiking, climb-ing and guiding there, ten years ago his

relationship to the mountain changed when he was able to take to flight off The Whaleback and to experience Mt. Shasta from beneath a paraglider wing. Michael recalls the ecstasy of a special vista, from his paraglider perch, of Mt. Shasta washed red with evening’s Alpenglow. As only a handful of local pilots fly Whaleback, Michael is glad to have company; this

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year he has had plenty. He noted in late July, “Yesterday was the three-week anni-versary of the Whaleback road being open from snow this year. There have been more pilots and flights in this period, in my estimation, than all of last year.”

2010: A new era of epic flights.Amongst all this flying activity, in-

cluding hours-long glass-offs, several

stalwart RVHPA pilots undertook epic cross-country adventures across the broad volcanic landscape to the east. Some of this surreal countryside, studded with bizarre volcanic features, such obsidian glass hills, is among the least populated in the world. In late July magnificent cloud streets stretched eastward across Northern California, boosting XC oppor-

tunities. Over half of all the Whaleback flights recorded in Leonardo paragliding data base are new in 2010.

Scott Harding made several daring flights east. One flight carried him first over thick forest, then the Medicine Lake shield volcano. Scott also filled in the ParaglidingEarth Whaleback site with great information and links at http://www.paraglidingearth.com/en-html/index.php?site=9298. ParaglidingForum.com Leonardo records of his flights and others below are available at this site and may be studied in detail.

RVHPA cross-country champ Hayden Glatte unsurprisingly made the longest flight so far, a 121- mile epic to well east of Lakeview. Facing empty, volcanic ter-rain, untried LZs and county roads that sometimes carry only one vehicle per day, Hayden prepares carefully. In his words,

“Flying this direction is a big commitment. There is the very real possibility of landing out and spending a day or more walking. I fly with a SPOT, overnight gear, tree gear, about three liters of water, and food. A really good map of the area is essential, too, so you know what direction to walk

51

Love Canopy Flight?Come Play with Us!

How big was it?

if you land out.” Peter Warren made many of the first

cross-country flights. Ashland dentist Jared Anderson achieved his first big cross-country from the Whaleback in style. He reached maximum altitude of the bunch, ascending to 17,300 ASL, south of Klamath Falls. Greg Babush (VisionParagliding.com) flew to north of Goose Lake. Local instructor Brian Kerr ([email protected]) extended his personal best with a flight to lonely Merrill.

In addition to these notable cross-country opportunities, very rewarding flights are also found closer to home. Evening launches are often rewarded with glassy conditions of widespread smooth lift. Up-and-coming Portland pilot Deanna Hutchinson describes her first flight at the site: “Flew Whaleback in the shadow of Shasta yesterday. Reached over 11,000 feet and flew over the caldera. Beautiful bliss.”

PRECAUTIONS

Like approaching a huge animal, “riding the Whale” demands respect. The enor-mity of the site presents many hazards to the free flight pilots. Scott Harding recently advised caution to RVHPA pilots heading down for afternoon flights,

“Keep in mind that Herd and Whaleback are inland desert sites and mid-day you should expect very strong and turbulent conditions, an order of magnitude greater than what usually occurs at Woodrat, given the same conditions. Thermals equal turbulence and this can mean a great XC flight or you stuck in the air wishing you were on the ground.” At ParaglidingEarth he lists Whaleback’s weather hazards as,

“Over development, cloud suck, strong desert conditions, dust devils, thermic LZ, and high winds.” Even evening glass-off flights can offer surprises; during a recent

“glass-off,” a local pilot rode three episodes of 1,300 fpm lift.

Regarding cloud suck, grey-bottomed clouds have indeed vacuumed pilots up into their stormy centers. One pilot,

during the recent cross-country flights, “visited the white room” after coring a pow-erful thermal a mile-and-a-half below. A memorable incident happened in the early 2000’s when a local pilot, after launching The Whaleback, was sucked up into an actual cumulonimbus cloud. Giddy from hypoxia, he finally fought his way out of the thunderhead at icy altitudes, wing covered in hoarfrost. Shaking his wing free of ice, he then began the long descent between cumulonimbus columns stretch-ing down miles, back to denser air and warm earth.

Density altitude is another hazard. Remember the pilot’s maxim, High, Hot and Humid equals Humble Pilot. Although the air is seldom very humid, launch sits a mile-and-a-half above sea level. During the summer flying season heating can be intense, increasing density altitude to several thousand feet higher than the nominal 7,430’ launch. The thin air increases the speed at which wings stall, lengthens launch run out and gener-ally decreases paraglider performance.

In terms of micro-metrology of the

[left] Don Fitch snaps a self portrait. [bottom] Jules Danford over the Shasta Valley.

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site, a local pilot advises, “Whaleback doesn’t seem to get much effect from Shasta, except that if there is low pressure and the accompanying SW winds, it’s not launchable. East winds are completely unflyable. Sometimes the big valley gap between Whaleback and Shasta creates a strong venturi effect and can blow pilots way, way back. That’s why it’s good not to fly too far toward the mountain unless further out from launch.”

Whaleback pilots may also be shar-ing their thermals with sailplanes. The Siskiyou County airport, two dozen miles northwest of the Whaleback, is a regional sailplane base. The sleek aircraft use the Whaleback to gain altitude after crossing the Shasta Valley and often aim for the mountain when returning from cross-country flights to the east. With their small forward profile and speeds of up to 120 mph, they could be a hazard. However, multiwingal sailplane and paraglider pilot Mallory Lynch has communicated with the sailplane community about increased foot-launched flight at the Whaleback and their pilots are on the lookout. Also, several powered aircraft have also flown

close over the Whaleback this summer. Large airspaces to the east are Military Operations Areas (MOA).

lOgISTICS AND RESOURCES

The Whaleback sits just a few miles east of Interstate 5. Driving north, take the Weed Central exit # 748 to US-97 to-wards Klamath Falls, Oregon. As you pass around Mt. Shasta to the northwest, you drive through the remnants of the great prehistoric landslide. Twelve miles out of Weed, the road to Grenada Junction on I5, the route for southbound pilots, junctions on the left. Proceeding on US-97 another 2.4 miles to Military Pass Road, turn to the right. The LZ parking area is ¾ mile SE on left. Approaching from Oregon and points north on I5, take the Grenada Junction exit (#766) to road A12, which will intersect US-97.

To get to launch, at US-97 from its junction with Military Pass Road, pro-ceed NE 2 miles to Deer Mountain Road on the right, marked with flag tape. About 7 miles in, take a right at a road marked with flag tape.

The mail list [email protected] often has first-hand reports of Whaleback conditions, flight reports, and meet-up plans. A web page at http://rvhpa.net/whaleback provides many links to various Whaleback resources including weather info and photo albums.

A great site introduction is available at http://www.paraglidingearth.com/en-html/index.php?site=9298.

With its high altitudes, The Whaleback has a short flying season. The road to launch usually does not open until around the first day of summer and generally closes with the snows of late October.

Other nearby flying sites are Herd Peak, just north of US-97, off county road A12, Woodrat Mountain (RVHPA.net) in southern Oregon and Hat Creek Rim, 60 miles to the southeast.

Don Fitch (call sign Donato) lives in Talent, Oregon and flies with the Rogue Valley Hang Gliding and Paragliding Association, RVHPA .

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by Dennis Pagen

If you live far from a flight park and have been flying for a long time, chances are drivers and launch as-

sistants are as scarce as testosterone at a tea party. Our sig-others have long ago learned to dodge the offers to spend a pleasant day hanging out on the moun-tain enjoying the view. What to do? The answer is, learn to self-launch.

I have been in the above situation for over twenty years. I am often called on to launch last, by myself, since I am usu-ally the most experienced (now senior) pilot. But others of my flying group do, too, and we all have developed the skill of self-launching to a high degree.

CAVEATSThe first thing to note is that self-launch-ing a hang glider in significant wind is an advanced skill. Furthermore, one man’s significant is another man’s over-the-top. The success of self-launching depends on the strength of the wind, the amount of

wind variation (gusts) and the pilot’s skill. Clearly, all competent pilots can self-launch in zero wind or even 5 mph wind. As the wind speed increases, so, too, does ground-induced turbulence, not to men-tion thermal gusts added on. Obviously there’s a limit to every pilot’s ability to safely self-launch. The trick is finding and setting limits without having to ex-perience them with bad results.

Another warning is that cliff launches (or gusty ramps) are generally not candi-dates for self-launching, except in very light winds. The reason: the consequences of a blown launch can be serious on a cliff. If you are self-launching on a slope, you often can stop if things get out-of-whack when you start your run. Even if you can’t stop, a blown launch will often result in glider damage, rather than human damage. But, either way, the goal should always be perfect launches, whether self or assisted launching.

TECHNIqUEFirst, let’s look at what we do when we

have wire assistance. In my view, wire as-sistants should release hold of the wires before your run begins, in all but the windiest and gustiest situations. In fact, if I can’t stand holding my glider for a second-or-two before running, I consider the conditions to be too gusty for safe launching. The exception to this rule is in stronger (but relatively smooth) condi-tions, especially on a ramp or cliff. In that case, a “twang” launch occurs, whereby the carefully trained and coordinated wire assistants release at the same time and you get beamed upward by the Force.

In other words, in reasonable self-launch conditions, once you pick up the glider and hold it steady, everything you do is the same as with assisted launches. Said another way, once the assistants have released you, you are on your own and, essentially, you are self-launching. Of course, they are there to grab a wire if the glider gets out of whack just before you run, but once you start the first step, wire assistants are out of the picture and self or assisted launches proceed the same.

Self Launching

TechniqueHang Gliding

Photo by John Wright


So, essentially the art of self-launching involves self-carrying the glider to launch and picking it up and holding it, once at the launch point. Let’s look at each of these tasks in turn.

GETTING TO LAUNCHAt some launches, the process of moving the glider to launch is what takes the most skill and care. The difficulty and care required increases with the square of the wind strength. If you are straight behind the launch point and the wind is smooth, often you can simply carry the glider directly into the wind, floating it a bit to help your back. But in gusty conditions, stronger wind, or, if you are coming in from the side, you may have more trouble.

In the above cases, the best technique is to carry the glider in small steps. Once a wing gets lifted, most of us know how difficult it is to get it back down. The idea is to prevent it from getting lifted in the first place. I do this by lifting the glider, carrying it for a distance and setting it back down to level the wings, pushing forward on the uprights with my shoul-

ders and reestablishing firm control. It is sometimes useful to place a foot and weight on one side of the base tube if it is not level (a wing is up) once you set it down, all the while leaning and pushing forward. In windy or gusty conditions, the distance I move the glider with each step may be only a foot or two. On the other hand, if I have the glider up and it is still steady, I’ll continue to move it.

One trick I have learned for slot launch-es is to carry the glider close to one side of the slot, with the wing closest to the trees a bit forward (see figure 1). The idea is

that the wind is slowed or still next to the trees, especially if it is crossing a bit from the side you are on. So the wing more towards the center of the slot

“sees” more wind. Carrying the glider with that wing angled back keeps it from lifting and, in general, the whole glider is in lighter winds than when carrying it in the center of the slot. Once I am nearly even with the launch point, I move the glider straight across the slot, gradually straightening out the yawed back wing for equal airflow. I often use this

trick in strong or gusty conditions. A second trick I have used is to pull

quite a bit of VG when carrying the glider. This trick is especially useful for gliders with high sprogs, because the sprogs tend to pitch the nose up in gusts. Pulling ¾ VG or so lowers the sprogs and greatly reduces the chance of getting the nose too high, especially when you are hold-ing the glider on the ground. Caution: be sure to back the VG off to its launch posi-tion, once you have reached your launch point, or any turning effect will be hard to counteract as you launch. If I have a

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


choice, I’d rather be compromised on the ground than compromised in the air.

On at least one occasion, I experi-enced a sudden increase in the wind when I was part- way to launch. I was es-sentially pinned, because I couldn’t move the glider. All I could do was lean into it to try to keep the wings down, with one foot on the base tube, as gusts tried to lift one side or the other. What I discovered was another trick: It was easier to move the glider directly sideways, even when I was in the defensive “push forward” posi-tion. I moved the glider to the side of the slot where the wind was less and waited out the conditions.

A decision that must be made is whether or not to hook in before carrying the glider.

Here’s the reality of the situation: if you are hooked in and a wing gets lifted hard, you may be more or less skee-rued. What usually happens is the lifting wing forces the other one to the ground and you are pinned. If the high wing continues to lift, you will turn turtle. If you don’t have help (that’s why you are self-launching), you may have a hard time unhooking. In any case, your glider may suffer damage.

I know a pilot who had this happen on a steep slope. He had a topless glider, which is a pretty good facsimile of a to-boggan when it is upside down. He ended up sliding all the way down the hill into the trees. The glider was totaled.

So, if I have any doubt about the con-ditions, I prefer to carry my glider to launch unhooked and, generally, with the harness off for more agility. Usually, I first place the harness strategically at the launch point, and then go get the glider. Once I have the glider where I want to launch, I turn it sideways to the wind, turning it enough so the upwind wing doesn’t get lifted. Then I get into the har-ness and hook in, perform my first hook in check (walk through) and prepare to turn the glider into the wind (more on hook in checks below).

To get the glider straight into the wind, I use a method similar to that of turning a glider to unhook in high wind. I keep the upwind wing very low to the ground as I pivot it and then gradually level the wings as the glider comes around into the wind.

HOOK IN CHECKProbably the most important matter in this whole procedure is to be certain that you are hooked in to the glider. The added tension and attention associated with self-launching can be distracting, so it is even more important to have checks and double checks. If you carry the harness and glider to launch separately, I recom-mend hooking the harness to the glider first, then climbing into the harness. If you hook in before carrying to launch, it is important to do a walk through hook in check. Then, when you get the glider level to carry it, lift it to feel the harness straps tugging you—a backup hook in check. Sometimes fellow pilots will yell or radio down to “Hook in!” but we can’t rely on such reminders. Self-launches must have a foolproof hook in procedure or we will be proof that fools exist. It is good Christian behavior for the pilots who are flying to hang around launch to witness the self-launcher’s takeoff to assure there isn’t a problem.

LIFTING THE GLIDEROnce you are at the desired launch point, all that remains is a careful assessing of the conditions and then picking up and running into the air. There is a bit of tech-nique to learn here.

First, your assessing of the conditions should begin as soon as you reach launch and continue throughout the whole process of setting up and helping others launch. Important observations are the length of time between gusts and good launch cycles and the strength of the peak winds. My personal guideline for self-launching is to accept wind that’s about 5 mph less than I would launch in with a wire assist. I also want less gustiness than when a wire crew is available. If these conditions aren’t available when I arrive at launch, I may not even set up, to avoid temptation (Plato said, “Know thyself”). In any case, sometimes we have reverted to plan B: everyone flies except the self-launcher, and the first one or two pilots who land quickly drive a car up and help the final pilot off. This practice means the last pilot may fly alone at the end, but often the earlier launchers hang up there until everyone’s itch is scratched.

Second, picking up the glider involves

firmly grasping it in the grapevine grip with the keel at an attitude to provide little pitch force. Next, check the wind for smoothness and strength. If indica-tors ahead don’t look smooth or mellow, don’t pick up. Once things settle down, pick the glider up immediately. Pick it up near the beginning of a good cycle, not towards the end or in the middle (unless cycles are very long). Pick it up with the expectation that you will launch imme-diately, so balance the wings and set the nose position with no delay.

It is a bad habit to stand too long hold-ing the glider before launching in most conditions. When you are self-launching, it is a dangerous habit. If the glider is balanced, there is nothing to be gained by standing there. Presumably, you have already determined the current condition to be reasonable for launching. So pick it up, balance and start your run. If you feel something going out of balance, or you can’t balance it in the first place, SET THE GLIDER DOWN. Without delay. This procedure is extremely important in a self-launching situation. I have picked my glider up and set it down multiple times when self-launching—not out of insecurity, but for security. If the glider gets too far out of whack, you’ll never be able to get it back without luck or divine providence.

Sometimes, in varying conditions I may pick the glider up as a test, fully ex-pecting to set it back down. What I am trying to feel is the reliability of launch-able conditions. If I can’t hold it steady for a few seconds, perhaps there isn’t enough vanilla air to allow a safe launch. In any case, once I decide to commit to launch, I pick the glider up, feel it for a second or less, and then lope off the hill into the sky. My strong words of advice: he who hesitates is toast.

Self-launching is one of the more fun things you can do by yourself, if you learn a few tricks. Self-reliance has its rewards. But it also has a requirement to be extra cautious and attentive to details. One last bit of advice: If you ever find a significant other who enjoys carrying/launch assist-ing/driving, that’s a very significant other. Keep her/him happy, well fed and by your side.


Turning My World


Going through old hang gliding movies, I’m mesmerized when I come across “old school” aerobatics. I’m awestruck by the guys who are capable of doing so much with so little. They’re flying gliders that would struggle to out-perform today’s entry level wings. These guys dive HARD… they climb,

roll… Dan Racanelli’s getting WAY upside down in 1982.Then I scrounge through our old family home videos… I find footage of my dad, doing the same thing

in the late 80’s. I find a tape of Mitch McAleer visiting Ellenville… must be 1986… I’m two in the video. Mitch is doing beautiful straight-over-the-top loops right in front of launch. A familiar voice is yell-ing “Ryan, look! Mitch is doing loops!” I pause the video. Was that my MOM?! Rewind. Yes, it’s mom!

“Look, Ryan!” she yells again, “LOOPS!”My entire life obsession suddenly makes perfect sense. I grab another VHS. This one is labeled Ryan’s

First Flight. Press play. Ok, little me, four years old. Putting on my harness. Running around with a harness on. Fast forward. Ok, now my dad is hooking me in to the glider and I lay down in the harness. I reach and put my hands on the basetube and smile like a kid on Christmas. Then I pull the bar in as far as my little arms can manage and ball up—just like Dan Racs, just like Mitch. Clearly I’m already obsessed.

Amused by what I’ve discovered, I move forward in the video collection to 2001. I’m 16, doing 120 degree wingovers, practicing entry and exit headings. Holy crap, I say to myself. I dig into my own footage

UPSIDE

Down

[opposite] John Heiney over the top. [above] John Heiney throwing down above BayFair. Photos by John Heiney.

by RyanVoight


archive from the 2008 Wings Over Wasatch Aerobatics Clinic with Mitch McAleer and watch my routines. Looks like I’m not doing much steeper maneuvers than in 2001! What gives?! But I remember my dad’s advice. “ Take as long as it takes; don’t rush it. You’ll know when you’re ready,” he said.

I’m ready, I tell myself. Every time I go flying, I say, “This is it!” I do a mild stall, pull in, ball up. I’m diving HARD… 50, 60, 70, 80, 90+ miles per hour. I un-ball-up, the glider begins to pitch towards blue sky. As things slow down, I freak and roll hard. Another “perfect” 160-degree wingover with more upside down time than Shawn White in a half pipe. What is wrong with me?! I must not be ready. Keep practic-ing, I tell myself.

2009 I get an outstanding day with Dangerous Dave Gibson and the legendary John Heiney. We’re all throwing down the best we’ve got. I still can’t muster the brass to go straight over, although I’m getting about as close as you can get without actually doing it. In the LZ, John explains that it actually takes more energy to roll as late as I’m rolling, and it would be SAFER to go straight over. My mind is blown again.

[clockwise from upper left] John Heiney at the Miami Airshow | photo

by John Heiney. Reserve deployment | photo by

Mitch McAleer. Low loop over the LZ at Elsinore | photo by Mitch McAleer.

Zac Majors throwing down over Telluride, Colorado.

[opposite] Mitch McAleer looping over Elsinore.


I’m speechless. I continue to pump myself up. I try to commit to doing it. “THIS IS IT!” I say. I dive… I roll out. What’s my problem?!

Aerobatics Clinic 2009 with Mitch. Been hard at work, concentrating on everything Mitch had proscribed the year before. Thinking about everything John said. Thinking about my dad’s advice: when you’re ready, you’ll know. In the clinic, Mitch tells me I’m ready. He says I’m practically looping already; they’re just crooked to one side or the other. I feel great. I go out to straighten out my loops. I dive, I climb towards a beautiful blue sky. I roll. Wait… I roll?! Aw hell! Still can’t quite make myself do it.

By this point, all my friends and fellow pilots know I’m obsessing. It’s all I talk about. Every time we fly I say, “Today’s the day.” Every time we fly, I don’t do it. They’re sick of hearing about it. I’m sick of hear-ing… even thinking about it. I haven’t had a full night’s sleep in weeks. I’m actually losing sleep over this?! 3 AM and I’m on Wikipedia looking up an entry titled OBSESSION. I’m one sick puppy, and I know it. But there’s only one cure for what I have…

Tired, frustrated, and utterly at my wit’s end, I go flying. I do something I haven’t done before. I tell my girlfriend to leave work early, today is the day, and I want her there. She’s been surprisingly supportive of this whole endeavor, even though it’s been continuous throughout our 5+ years together. I’m in the air, with Dangerous Dave Gibson, and I see a familiar car pull in to the North Side parking lot. She’s here... time to show the woman I love what I’ve got.

I check for traffic—all clear. I look for Dave. He’s directly overhead. I think he knows I’m ready. I dive


for what feels like forever. I tell myself it’s now or never, and never isn’t an option at this point. I remember to follow Dave’s advice…I don’t hold my breath, exhale as I relax my arms and slowly, gradually, let the bar come back out to trim. I’m climbing like a rocket ship and see nothing but blue sky. I look out past my wingtip and can barely see the horizon because my wing is blocking my view. Yup, I’m definitely upside down. I grip the base tube and wait. Was I going fast enough? Was my pitch rate too fast, and I lost all my energy? Did I pitch too slowly, and not have enough energy? As I’m looking at the center of my base tube, I see Dave. He was above me, now he’s below me… well, still higher than me… but my world is upside down.

As time seems to speed back up to something resembling normal speed, I see the ridge come into view. God, that felt good! I pull in; I’m now diving again. I relax, exhale, around I go again. This time I notice I’m not perfectly upside down. Third time’s the charm. I dive, relax, exhale, over I go… I see blue sky past my nose cone; then the world I know comes back into view. This time I was straight as hell over. Mitch has never been straighter.

I’m getting wicked dry mouth, but I can’t stop smiling. I guess I should land. I’m scaring people as I come weaving through traffic with an ear-to-ear grin on my face….they think I’ve finally lost it! I try to quell my excitement long enough to stick a landing. Desiree is there to greet me. Jackson the dog runs up to me as if he understands the burden that’s been lifted. It’s then that I realize I didn’t just succeed in turning my world upside down. My obsession turned my world upside down a loooong time ago. I just suc-cessfully set things right again. That night I slept like a baby.

If anything, this article should demonstrate the desire, the passion, the irrational obsession required to pursue aerobatic flight… if you can live without aerobatics in your life, please do! Aerobatics aren’t for ev-eryone. To do them properly requires many, many years of hard work and practice. This article was written for entertainment purposes only and should by no means be regarded as an instructional resource. If you must partake in aerobatic flight, professional instruction is available and strongly encouraged.

[opposite top] John Heiney on tow. [left] John Heiney landing at the Miami Airshow. Photos by John Heiney.

6262

GALLERY | John Wright

[above] David Aldrich sneaks a flight in while the sun is up at Marina.

[right] David Aldrich on his first wing, his first

trip to Big Sur. [opposite, top] David Aldrich with an aggressive launch at

Yosemite. [bottom] Dan Deweese makes the left turn at Yosemite (Photo

by Ashley DeWeese with John's camera).


[clockwise, from above] Alan Crouse runs off the new ramp at Dunlap, CA.

Don’t listen to the flags, they lie (pilot landed well

at Andy Jackson Flight Park). Steve Corbin brings his

Harrier home. Dan Deweese steps off into paradise at

Yosemite (photo by Ashley DeWeese with John's

camera). Ghost pilot near Fort Funston. [center] Peter Swanson on approach with

a camera on his head.

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At Andy Jackson Flight park in San Bernadino, California, photographer John Wright captured Dan Deweese picking up some final approach tips from his mentor, Shilo The Wonder Dog.

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CLINICS & TOURS

NOVEMBER 2-15 Owens Valley, CA. Learn about the sites, thermals and XC potential with the local who has 25 years of experience flying the Owens Valley!!! More Information: Kari Castle, 760-920-0748, or [email protected].

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

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

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

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

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

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

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

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

DECEMBER 19 - 31 AND JANUARY 1 - 15 Cape-town, South Africa. Join Charles Kirsten and Craig Papworth on safari in South Africa, flying the legend-ary sites of Cape Town, The Wilderness, and Graaff Reinet. 14 days and 13 nights. All accommodation with breakfast, ground transport, retrieves, airport pick up and guiding. Pilots $1990 and $1550 non pilots. Contact Charles at [email protected] or Craig at [email protected] or www.para-worth.com.

JANUARY 1 - APRIL 7 Costa Rica. Come para-glide in Costa Rica with Advanced Instructor and veteran guide Nick Crane. Week long tours run from January to early April. Small groups, great fly-ing More Information: Nick Crane 541-840-8587, [email protected], or www.costaricaparaglid-ing.com.

JANUARY 5 - 15 Governador Valadares, Brazil. One of the best known world class flying sites. Fly GoVal for 999$ for ten days. All your flying needs pro-vided by Bi Wingual and Bi Lingual Adventure Sports Tours. Master rated advanced instructors make your trip worthwhile. Whatever your goals from novice to competition, it’s available. Best times to fly are Jan-May. The 5th through the 15th of each month we will have tours. GV is a fun, flying friendly town with all the conveniences. Accommodations to suit your in-dividual lifestyles are also available. For specific info, dates, times and group rates contact: Ray Leonard at [email protected].

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

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

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

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


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

FLEX WINGS

Wills Wing Falcon Tandem 225 Hg - White/Yellow, less than 50 hours, excellent condition, keel is reinforced for trike. Flys awesome,never crashed. $1995. 714-350-7860, [email protected].

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

BUSINESS & EMPLOYMENT

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

PARAGLIDERS

2009 icePeak 3 - 29 meter comp wing - less than 50 hours. $1895. Awesome glider. White/Gray 714-350-7860 [email protected]

SCHOOLS & DEALERS

ALABAMA

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

CALIFORNIA

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

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

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

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

THe Hang gliding cenTeR - PO Box 151542, San Diego CA 92175, 619-265-5320.

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

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

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

COLORADO

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

FLORIDA

FloRida Ridge aeRoToW PaRk - 18265 E State Road 80, Clewiston, Florida 863-805-0440, www.thefloridaridge.com.

6020

http://www.flytec.com

http://www.moyesusa.com

http://hanglide.com


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

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

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

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

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

GEORGIA

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

HAWAII

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

INDIANA

cloud 9 sPoRT aViaTion - See Cloud 9 in Michigan

MARYLAND

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

MICHIGAN

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

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

NEW JERSEY

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

NEW YORK

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

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

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


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

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

Super Fly GTX

(sky GTX also available)

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

http://www.parasupply.com


http://apexbase.com


NORTH CAROLINA

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

OHIO

cloud 9 sPoRT aViaTion - See Cloud 9 in Michigan

PENNSYLVANIA


PUERTO RICO

FlY PueRTo Rico WiTH Team sPiRiT Hg! - Flying tours, rentals, tandems, HG and PG classes, H-2 and P-2 intensive Novice courses, full sales. 787-850-0508, [email protected].

TENNESSEE

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

TEXAS

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

UTAH

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

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

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

VIRGINIA

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

WASHINGTON

aeRial PaRagliding scHool and FligHT PaRk - Award winning instructors at a world class training facility. Contact Doug Stroop at 509-782-5543 or visit www.paragliding.us

INTERNATIONAL

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

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

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

PARTS & ACCESSORIES

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

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

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

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

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

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

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

PUBLICATIONS / ORGANIZATIONS

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

REAL ESTATE

WoodRaT mounTain cusTom Home - S.Oregon 3bed/2bath 2101 sqft 2.7ac. Across street from winery LZ. Clear view of launches. John Ivey, 541-941-2415, [email protected], Windermere/Investors Marketplace.

SERVICE

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

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

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

WANTED

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


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

STOLEN WINGS & THINGS

sTolen PaRagliding geaR - Van broken into at a truck stop in Buttonwillow, CA and all my paragliding gear stolen. UP Everest med harness, Niviuk Hook wing small s/n DZ1110, Ozone Rush2 wing med s/n R2M-K-33B-005, UP profile reserve 20 parachute, Flymaster B1 variometer, SOL flight deck, Garmin GPS 72, Yeasu FT60 radio, ICOM 2200h 50 watt mobile radio. Contact Forrest Brault at [email protected], or (530) 533-5018.

sTolen - Dual Tow System - Stolen from my home (Tuscon, AZ) in May, system was mounted on a trailer. Scooter tow system is powered by a 150 Honda engine, removed from the original scooter, mounted in a two inch square tubular frame. Fair lead is mounted on three feet of 2” square tubing and is removable. Handle bars are removable they mount on a plate and tubing standoff. Platform tow system has an aluminum hub, belt drive electric rewind motor, flexible hydraulic line to pressure gauge/release, mounted on a plate. Both systems have purple spectra line on them. If you need more info give me a call , I have pics. Vehicle seen leaving the area silver/gray Ford expedition. Trailer was recovered systems were not. Any help finding my Tow System would be greatly appreciated. Eric 520-405-3814

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Apex Base . . . . . . . . . . . . . . . . . . . . . . 70

Ascenso Libre . . . . . . . . . . . . . . . . . . . 49

Cross Country Magazine . . . . . . . . . . . 52

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

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

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

Foundation for Free Flight . . . . . . . . . . 13

Kitty Hawk Kites . . . . . . . . . . . . . . . . . 19

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

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

North Wing . . . . . . . . . . . . . . . . . . . . . . .21

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

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

Parque Aventuras La Ceja . . . . . . . . . . .11

Sky Wings Magazine . . . . . . . . . . . . . . 23

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

Sport Aviation Publications . . . . . . . . . 54

Superfly . . . . . . . . . . . . . . . . . . . . . . . . .17

Thermal Tracker Paragliding . . . . . . . . . 15

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

Traverse City HG & PG . . . . . . . . . . . . . 49

US Parachuting Association . . . . . . . . . .51

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

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ADVERTISERS

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RTng Regn name ciTY sTaTe RaTing oFFicial

RTng Regn name ciTY sTaTe RaTing oFFicial RTng Regn name ciTY sTaTe RaTing oFFicial

H-1 1 Stephan Forslund Portland OR Tj BaumannH-1 2 Alan Jones Las Vegas NV Ron PeckH-1 2 Joseph Villaflor Daly City CA John SimpsonH-1 2 Jeremy Ertl Santa Cruz CA David YountH-1 2 John Bianchi Reno NV William CuddyH-1 2 Aaron Kirschen Santa Cruz CA Michael JeffersonH-1 2 Jim Pumaras Daly City CA David YountH-1 3 Kevin Kernohan Granada Hills CA Joe GrebloH-1 3 Diego Miralles Altadena CA Joe GrebloH-1 3 Dennis Duvall Crestline CA Steve StackableH-1 3 Laura Rice Los Angeles CA Joe GrebloH-1 3 Grace Hahn Santa Monica CA Andrew BeemH-1 3 Warren Latto Encino CA Joe GrebloH-1 5 Kevin Finster Emmett ID Gordon CayceH-1 5 Gabriel Staples Emmett ID Gordon CayceH-1 5 Bill Percoski Emmett ID Gordon CayceH-1 5 Logan Staples Emmett ID Gordon CayceH-1 6 Britton Shaw Fort Smith AR Jayson HollandH-1 7 Kenneth Durrance Ft Atkinson WI Rik BouwmeesterH-1 7 Gregory Rochon Lansing MI Tracy TillmanH-1 7 Robert Cooper Ypsilanti MI Tracy TillmanH-1 7 Bradley Henrich St Cloud MN Gordon CayceH-1 8 Eric Klatt Gardner MA Malcom JonesH-1 9 Daniel Zegers Lakewood PA Greg BlackH-1 9 Garrick Mason Carrollton VA Gordon CayceH-1 9 Elana Cain Virginia Beach VA Gordon CayceH-1 9 Paul Cain Virginia Beach VA Gordon CayceH-1 9 Jeffrey Luzenski Zionsville PA Daniel GuidoH-1 9 Valerie Hamilton Zionsville PA Daniel GuidoH-1 10 Robert Webster New Bern NC Gordon CayceH-1 10 Duane Rodgers Sharpsburg GA Gordon CayceH-1 10 Nicholas Rodgers Sharpsburg GA Gordon CayceH-1 10 Cameron Beem Apison TN Gordon CayceH-1 10 Johnny Brown Chattanooga TN Gordon CayceH-1 10 Joshua Ciminnisi Newnan GA Gordon CayceH-1 10 Kevin Curtis Locust NC Gordon CayceH-1 10 Robert Dichiara Powder Springs GA Gordon CayceH-1 10 Kent Dowis Peachtree City GA Gordon CayceH-1 10 Elmer Macopson Jr Marion NC Gordon CayceH-1 10 Timothy Painter Ringgold GA Gordon CayceH-1 10 Charlton Webster New Bern NC Gordon CayceH-1 10 Morgan Webster New Bern NC Gordon CayceH-1 12 Robert Whiting Bullville NY Sebastian ZavallaH-1 12 Leonard Silberman Suffern NY Greg BlackH-1 12 Bryan Van Ost Hoboken NJ Greg BlackH-1 12 Deanna Helm Schenectady NY Daniel GuidoH-1 12 Thomas Murray Queens NY Bryon EstesH-1 12 David Burkart New York NY Greg BlackH-1 13 Steven Boost Lasalle, Que Steven PrepostH-1 13 John Barnes Stockport Gordon CayceH-1 13 Maxim Khokhlov Haifa David YountH-1 13 Natalie Blouin Lasalle, Que Steven PrepostH-2 1 Stephan Forslund Portland OR Tj BaumannH-2 2 Chris Weisiger Pacifica CA Michael JeffersonH-2 2 Ananth Vikram Bommireddipalli Fremont CA Michael JeffersonH-2 2 Robert Booth Dublin CA Michael JeffersonH-2 2 Aaron Kirschen Santa Cruz CA Michael JeffersonH-2 3 Kevin Kernohan Granada Hills CA Joe GrebloH-2 3 Diego Miralles Altadena CA Joe GrebloH-2 3 Warren Latto Encino CA Joe GrebloH-2 5 Kevin Finster Emmett ID Gordon CayceH-2 5 Gabriel Staples Emmett ID Gordon CayceH-2 5 Bill Percoski Emmett ID Gordon CayceH-2 5 Logan Staples Emmett ID Gordon CayceH-2 6 Britton Shaw Fort Smith AR Jayson HollandH-2 6 Tim Gaidis St Louis MO Gordon CayceH-2 6 Wolf Gaidis St Louis MO Gordon CayceH-2 7 Kenneth Durrance Ft Atkinson WI Rik BouwmeesterH-2 7 Gregory Rochon Lansing MI Tracy TillmanH-2 7 Robert Cooper Ypsilanti MI Tracy Tillman

P-1 1 Alison Dennis Seattle WA Denise ReedP-1 1 Ron Firddle Grants Pass OR Kevin LeeP-1 1 Andrew Engstrom Juneau AK Maren LudwigP-1 1 Jonathan De La Motte Tualatin OR Kelly KellarP-1 1 Brett Faike Hood River OR Kelly KellarP-1 1 John Kataoka Hood River OR Nick CraneP-1 2 Dermot Ryan Felton CA Jeffrey GreenbaumP-1 2 Thomas Donaldson San Francisco CA Wallace AndersonP-1 2 Ysiad Ferreiras San Francisco CA Jeffrey GreenbaumP-1 2 William Fosdick Point Arena CA Rob SporrerP-1 2 Frank Edwards San Francisco CA Jeffrey GreenbaumP-1 2 Jim Koogle Point Arena CA Klaus SchlueterP-1 2 Marty Braselton Midpines CA Jeffrey GreenbaumP-1 2 Gilbert Pitt Arroyo Grande CA Tom MorrisP-1 2 Eric Walden San Francisco CA John SimpsonP-1 2 Dean Dyrr Quincy CA Ray LeonardP-1 2 Daniel Hetherwick Lompoc CA Patrick EavesP-1 2 David Morley Berkeley CA Klaus SchlueterP-1 2 Daniel Desrosiers Winnemucca NV Stephen Mayer

PARAGLIDING

HANG GLIDING

H-2 7 Bradley Henrich St Cloud MN Gordon CayceH-2 8 David Stone Bridgeport CT Greg BlackH-2 8 Sara Richard Providence RI Steven PrepostH-2 8 Jeff Galvin Meriden NH Jon ThompsonH-2 8 Eric Klatt Gardner MA Malcom JonesH-2 9 Averell Gatton Mclean VA Gordon CayceH-2 9 Alex Tatom Lynchburg VA Jon ThompsonH-2 9 Garrick Mason Carrollton VA Gordon CayceH-2 9 Elana Cain Virginia Beach VA Gordon CayceH-2 9 Paul Cain Virginia Beach VA Gordon CayceH-2 10 Robert Webster New Bern NC Gordon CayceH-2 10 Duane Rodgers Sharpsburg GA Gordon CayceH-2 10 Nicholas Rodgers Sharpsburg GA Gordon CayceH-2 10 Paul Sydor Holly Springs NC Steve WendtH-2 10 Cameron Beem Apison TN Gordon CayceH-2 10 Johnny Brown Chattanooga TN Gordon CayceH-2 10 Joshua Ciminnisi Newnan GA Gordon CayceH-2 10 Kevin Curtis Locust NC Gordon CayceH-2 10 Robert Dichiara Powder Springs GA Gordon CayceH-2 10 Kent Dowis Peachtree City GA Gordon CayceH-2 10 Elmer Macopson Jr Marion NC Gordon CayceH-2 10 Timothy Painter Ringgold GA Gordon CayceH-2 10 Charlton Webster New Bern NC Gordon CayceH-2 10 Morgan Webster New Bern NC Gordon CayceH-2 12 Robert Whiting Bullville NY Sebastian ZavallaH-2 12 Thomas Murray Queens NY Bryon EstesH-2 13 Steven Boost Lasalle, Que Steven PrepostH-2 13 John Barnes Stockport Gordon CayceH-2 13 Natalie Blouin Lasalle, Que Steven PrepostH-3 2 David Suits Jr. Santa Cruz CA Harold JohnsonH-3 2 Jon Shoop Truckee CA Harold JohnsonH-3 2 Leon Barrett San Francisco CA Barry LevineH-3 3 Kevin Kernohan Granada Hills CA Joe GrebloH-3 3 Erika Klein Pasadena CA Joe GrebloH-3 3 Mike Ivey North Hollywood CA Kenneth AndrewsH-3 5 Andrew Stewart Pocatello ID Alan PaylorH-3 9 Tim Martin Owensboro KY Gordon CayceH-3 10 John Benario Smyrna GA Gordon CayceH-3 10 Jason Anderson Wildwood GA Gordon CayceH-3 12 Wayne Neckles Hopewell Jct NY Greg BlackH-3 13 Steven Boost Lasalle, Que Steven PrepostH-3 13 Natalie Blouin Lasalle, Que Steven PrepostH-4 3 Kevin Kernohan Granada Hills CA Joe GrebloH-4 3 Barry Palmatier Imperial Beach CA Steve StackableH-4 8 Keith Beebe Hinsdale MA Daniel GuidoH-4 10 John Benario Smyrna GA Gordon CayceH-4 13 Steven Boost Lasalle, Que Steven Prepost


J U L Y 2 0 1 0 RATINGSRTng Regn name ciTY sTaTe RaTing oFFicial RTng Regn name ciTY sTaTe RaTing oFFicial

P-1 3 Connor Bloum San Diego CA Bob Hammond JrP-1 3 Joe Rodriguez Corona CA Hugh MurphyP-1 3 Jacobus Pino Idyllwild CA Bradley GearyP-1 3 Benjamin Bowes Redondo Beach CA Bradley GearyP-1 3 Morgan Mainz Santa Barbara CA Kevin McginleyP-1 3 Kris Souther San Diego CA Bradley GearyP-1 3 Massimo Scantiani San Diego CA Bradley GearyP-1 3 Laurie Phillips La Jolla CA Max MarienP-1 3 Sergei Ryazanov San Diego CA Kyoung Ki HongP-1 3 Alex Katzfey Encinitas CA Max MarienP-1 4 Brian Mumford Salt Lake City UT Jonathan JefferiesP-1 4 John Collins Phoenix AZ Chandler PapasP-1 4 Richard Murphy Littleton CO Granger BanksP-1 4 Aaron Cromer Tucson AZ Kevin LeeP-1 4 Mike Matson Salt Lake City UT Christopher GranthamP-1 4 Joshua Breger Phoenix AZ Chandler PapasP-1 4 Jeffrey Morrison Parn City UT Stephen MayerP-1 4 Jacob Jackson Salt Lake City UT Jonathan JefferiesP-1 4 Gregg Griffiths Salt Lake City UT Ivo SalomonP-1 4 Taylor White Richfield UT Stacy WhitmoreP-1 4 Seth Magers Salt Lake City UT Stephen MayerP-1 4 Ben Van Dyke Richfield UT Stacy WhitmoreP-1 4 Amy Askren Phoenix AZ Kevin McginleyP-1 5 Peter Rognli Jackson WY Scott HarrisP-1 5 Przemyslaw Siudak Teton Village WY Scott HarrisP-1 5 Adam Majors Bellevue ID Charles SmithP-1 5 Matthew Iberlin Jackson WY Cade PalmerP-1 5 Eric Riley Jackson WY Scott HarrisP-1 5 Joe Stone Missoula MT Andy MacraeP-1 7 Annette Oneil Grandville MI Christopher GranthamP-1 7 Brett Kistler Grandville MI Christopher GranthamP-1 7 Guillaume Vailhe Valparaiso IN David JebbP-1 8 Sam Burley Norwich CT Andy MacraeP-1 8 Christian Kretzschman West Lebanon NH Luiz Fernando CostaP-1 9 Jonathan Fullenkamp Dayton OH Etienne PienaarP-1 9 Alexander Camacho Silver Spring MD James KaplanP-1 9 Tim Montague Washington DC Andy MacraeP-1 10 Ouri Kahn Weston FL Luis AmeglioP-1 12 Eric Sprosty New York NY Kevin McginleyP-1 12 Rafael Zakota Brooklyn NY Heath WoodsP-1 13 Peter Ulrich Aachen Pete MichelmoreP-1 13 Chris Steele Busselton, Wa Kevin McginleyP-1 13 Simon Wolfe Perth Kevin McginleyP-1 13 Okan Yucel Fethiye Mugla Murat TuzerP-1 13 Jeremy Trand Pemberton, Bc Pete MichelmoreP-2 1 Alison Dennis Seattle WA Denise ReedP-2 1 Ron Firddle Grants Pass OR Kevin LeeP-2 1 Steven Carr Wasilla AK Scott AmyP-2 1 Chris Reynolds Big Lake AK Scott AmyP-2 1 Andrew Engstrom Juneau AK Maren LudwigP-2 1 John Kataoka Hood River OR Nick CraneP-2 2 Christopher Gamino San Francisco CA Wallace AndersonP-2 2 Mikhail (mike) Danilov Mountain View CA Kim GalvinP-2 2 Mara Jennings Menlo Park CA Jeffrey GreenbaumP-2 2 Ysiad Ferreiras San Francisco CA Jeffrey GreenbaumP-2 2 William Fosdick Point Arena CA Rob SporrerP-2 2 Jim Koogle Point Arena CA Klaus SchlueterP-2 2 Gilbert Pitt Arroyo Grande CA Tom MorrisP-2 2 Dean Dyrr Quincy CA Ray LeonardP-2 2 Daniel Hetherwick Lompoc CA Patrick EavesP-2 2 Daniel Desrosiers Winnemucca NV Stephen MayerP-2 3 Connor Bloum San Diego CA Bob Hammond JrP-2 3 Win Ganly Palm Desert CA Fred MorrisP-2 3 Joe Rodriguez Corona CA Hugh MurphyP-2 3 Salar Atabaki La Jolla CA Max MarienP-2 3 Jacobus Pino Idyllwild CA Bradley GearyP-2 3 Susan Magdaleno Escondido CA Philip RussmanP-2 3 Morgan Mainz Santa Barbara CA Kevin McginleyP-2 3 Kris Souther San Diego CA Bradley GearyP-2 3 Massimo Scantiani San Diego CA Max Marien

P-2 4 Lee Baker Las Cruces NM Hadley RobinsonP-2 4 Brandon Smith Ft Collins CO Granger BanksP-2 4 Brian Mumford Salt Lake City UT Jonathan JefferiesP-2 4 Claire Skiles Boulder CO Granger BanksP-2 4 Richard Murphy Littleton CO Granger BanksP-2 4 Aaron Cromer Tucson AZ Kevin LeeP-2 4 Mike Matson Salt Lake City UT Christopher GranthamP-2 4 Jeffrey Morrison Parn City UT Stephen MayerP-2 4 Jacob Jackson Salt Lake City UT Jonathan JefferiesP-2 4 Gregg Griffiths Salt Lake City UT Ivo SalomonP-2 4 Seth Magers Salt Lake City UT Stephen MayerP-2 4 Ben Van Dyke Richfield UT Stacy WhitmoreP-2 4 Amy Askren Phoenix AZ Kevin McginleyP-2 5 Peter Rognli Jackson WY Scott HarrisP-2 5 Przemyslaw Siudak Teton Village WY Scott HarrisP-2 5 Matthew Iberlin Jackson WY Cade PalmerP-2 5 Eric Riley Jackson WY Scott HarrisP-2 7 Annette Oneil Grandville MI Christopher GranthamP-2 7 Brett Kistler Grandville MI Christopher GranthamP-2 7 Guillaume Vailhe Valparaiso IN David JebbP-2 8 Sidmavisson Candido Barbosa Watertown MA Heath WoodsP-2 8 (paulo) Alex Miranda Saugus MA Heath WoodsP-2 8 Sam Burley Norwich CT Andy MacraeP-2 9 Jonathan Fullenkamp Dayton OH Etienne PienaarP-2 9 Alexander Camacho Silver Spring MD James KaplanP-2 9 Tim Montague Washington DC Andy MacraeP-2 10 Ouri Kahn Weston FL Luis AmeglioP-2 11 John Holder Austin TX Paul GreenwoodP-2 11 Kevin Lehnert Austin TX Paul GreenwoodP-2 11 Bradley Aldrich Austin TX Paul GreenwoodP-2 12 Eric Sprosty New York NY Kevin McginleyP-2 13 Peter Ulrich Aachen Pete MichelmoreP-2 13 Chris Steele Busselton, Wa Kevin McginleyP-2 13 Simon Wolfe Perth Kevin McginleyP-2 13 Okan Yucel Fethiye Mugla Murat TuzerP-2 13 Jeremy Trand Pemberton, Bc Pete MichelmoreP-3 1 Matt Gebhardt Medford OR Robert PeloquinP-3 2 David Zbin San Jose CA Jeffrey GreenbaumP-3 3 Scott Isbell Ladera Ranch CA Rob MckenzieP-3 3 Daniel Ribas Bakersfield CA Klaus SchlueterP-3 3 Connor Bloum San Diego CA Bob Hammond JrP-3 3 Alex Appelbe Huntington Beach CA Marcello De BarrosP-3 3 Brett Marshall Vista CA Max MarienP-3 3 Troy Gustafson Los Angeles CA Gabriel JebbP-3 3 Joe Rodriguez Corona CA Hugh MurphyP-3 3 Farzin Fallah San Diego CA Max MarienP-3 4 Steve Vance Snowmass Village CO Alejandro PalmazP-3 4 Eric Moles Salt Lake City UT Christopher GranthamP-3 4 Robert King West Jordan UT Chris SantacroceP-3 4 Jeff Schneringer Denver CO Granger BanksP-3 4 J Wyatt Lines Chandler AZ Chandler PapasP-3 4 Jim Petersen Draper UT Jonathan JefferiesP-3 4 Bradley Chastain Glendale AZ Chandler PapasP-3 4 Luke Frash Golden CO Layne SelfP-3 7 Guillaume Vailhe Valparaiso IN David JebbP-3 9 Alexander Camacho Silver Spring MD James KaplanP-3 10 Eduardo Delahoz Key Biscayne FL Max MarienP-3 11 David Lindemuth Plano TX Max MarienP-3 12 Michael Gatto Staten Island NY Philippe RenaudinP-3 13 Okan Yucel Fethiye Mugla Murat TuzerP-3 13 Jeremy Trand Pemberton, Bc Pete MichelmoreP-4 1 Peter Barry Joseph OR Kevin LeeP-4 1 Karl Blust Medford OR Kevin LeeP-4 1 Bruce Logan Medford OR Kevin LeeP-4 1 Wayne Smith Jacksonville OR Kevin LeeP-4 1 Doug Lester Jacksonville OR Kevin LeeP-4 3 John Hannam Aiea HI Pete MichelmoreP-4 4 Sandy Coleman Bluffdale UT Christopher GranthamP-4 7 Guillaume Vailhe Valparaiso IN David JebbP-4 13 Jeremy Trand Pemberton, Bc Pete Michelmore

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

CompleteMAGAZINE

COLLECTION

1971-2008

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

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

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

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

MA

GA

ZIN

E C

OL

LE

CT

ION

19

71-

20

08

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

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

1972 - 1976 Ground Skimmer

2003 - 2008 Hang Gliding & Paragliding

1971-20081971-20081971-2008

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Personal Bests78 |


by Steve Messman

I used to believe my life was a long list of personal bests, but I was wrong—sort of. I used to believe that I handled life’s challenges fairly well, but not quite so anymore. I came to these conclusions after considering the topic of “personal bests” as it relates to flying. As a pilot, I discovered that I have a whole list of those things we all call personal bests. In life I also have one of those lists, but I treat it so very differently.

Not so long ago, I had a really nice flight. I launched from a cliff that was all of 275 feet high. The site itself is about a tenth of a mile long, and the launch area is, maybe, 50 feet long and as wide as a wing. I normally just practice launches and top landings here. But this day was different. This day I got a ton of lift. Soon after launching, I was 400, then 800, then 1000 feet over launch. I began to actively search for larger and more consistent ther-mals. Before long, I was almost 2500 feet over launch and headed downwind. I only flew four miles on this little XC, and it

wasn’t the best altitude gain I ever had, but because of the circumstances and characteristics of the site, I put this flight on my list of personal bests.

I found myself wondering: What is a personal best? Every pilot has them. We read about them all the time. Blogs and emails are full of them, usually friends bragging about their buddy’s flying es-capades. So and so flew a personal best today—flew 5 hours. So and so had a per-sonal best today—flew 80 miles. Personal bests are so common that, unless it is also a world record, it is very easy to forget—unless it’s yours.

So, to help discover the importance of a personal best, I began to consider the list of my own, none of which come even close to an eighty mile flight, or for that matter, thirty. My list of personal bests began small, actually. First flight. First soaring flight. First cross country flight. First top landing (ouch!). First 1000 foot gain. Then, I realized that my list was in a state of change. Now it contains things like my longest cross country flight. Best (painless) top landing. First altitude gain

of more than a mile. Even the great pilots, “the best of the best,” had to begin their flying careers with a similar series of small, seemingly insignificant, personal bests. Even the greats took a first flight. Even they had to have a first thermal flight and a first cross country flight that were, but probably are no longer, on their lists of personal bests.

I recognized three distinct conclusions taking shape. First, everyone’s list of per-sonal bests is indeed personal. The one-hour flight of a pilot who normally flies for a few minutes is a feat to be proud of. Secondly, every pilot’s list is in a constant state of change. One great feat is soon re-placed by another. One hour is replaced by two. A five mile flight is soon replaced by a six mile flight. Every pilot’s list grows smaller to larger, good to better. The thought wedged itself in my brain that a personal best is actually a “first,” and firsts are destined to become seconds. Personal bests are merely stepping stones to some-thing bigger and better. They are feats destined to be challenged and ordained to be bested.

That leads directly to my third con-clusion. A personal best doubles as a per-sonal challenge, and the challenge is what drives us all to climb higher, to go farther, to become better. As pilots, we take a look at what we have accomplished, and then we try to do it again, but better, farther, faster, greater.

I began by saying that there was a dif-ference in how I treat my list of personal bests from flying and from life. In flying, that personal best list is the challenge that helps me improve: to fly higher, better, farther, safer. In life, for me, not so. My life’s list is simply a list. What would it be like to treat life’s accomplishments like I do my pilot’s list of personal bests? What would it be like to perform each of life’s little “bests” a little better the next time? What if I woke up each day wondering how to do better today than I did yester-day? This morning I made coffee for my wife. I went for a run. I studied another language. I visited one of my sons and his family. How can I make tomorrow even better? J

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http://flytorrey.com

hang gliding & paragliding vol40/iss11 nov 2010

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