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Connie Amphib — “The Flying Float” (and it is!)

By Dan Johnson || 2 Comments (Edit)

Check out Bobbie Bailey's Connie Amphib. Many pilots are aware of aircraft referred to as flying boats. Among ultralight aircraft, the Aventura, SeaRey and Buccaneer stand out as good examples as do trikes like Polaris' Flying Inflatable Boat. The flying boat reference describes those aircraft built around a boat hull with substantially different structure than airplanes equipped with two floats. That clear definition is blurred by the introduction of a novel new ultralight from the inventive mind of Bobbie Bailey. His new Connie amphibian is neither flying boat nor a float-equipped ultralight. My BRS associate, Gregg Ellsworth, tagged it a "flying float." Works for me. Canada's Lotus Float company offers a single float setup that functions much the same way but is an add-on to a wheeled ultralight. This may make a perfectly fine floatplane, but you have to do the fitting yourself, and it simply won't be as elegant as Bailey's Connie amphib.

An Ultralight Connie

To many interested in aircraft preservation, the term Connie means the Lockheed Constellation, that once-futuristic airliner with a gently curved fuselage and triple rudders that lend a distinctive shape to the four-radial-piston-engine transport. Though I fondly recall flying in one of these as a youngster, it's hardly a topic for my "Light Stuff" column. But Connie is. Here's a lightweight machine that can qualify under Part 103 ultralight regulations and that makes it worthy of inclusion here just as it may endear the new ultralight to those who appreciate the lightest of FAA definitions. Connie is Bailey's wife, and her name now christens the latest in a line of intriguing aircraft from this Florida designer. The flying float can be a True 103 ultralight under the defining Advisory Circular 103-7, which helps FAA field personnel determine if a given aircraft fits the ultralight reg. AC 103-7 isn't itself law but it works the same by clarifying what is and what isn't a Part 103 ultralight vehicle. Under 103-7, ultralight designers may add 30 pounds for each of two floats or 30 pounds if the ultralight uses a boat hull. An additional 10 pounds are permitted for each tip sponson, so the Connie may weigh 254 pounds (base empty weight) plus 30 for the hull plus 20 for twin sponsons for a grand total of 304 pounds. The Advisory Circular also allows 24 pounds for an emergency parachute, so Bailey's flying float can tip the scales as much as 328 pounds and remain within the guidelines of FAR 103. The Connie amphibian has been BRS-equipped, but it was removed for some other work before I showed up, camera in hand. Presently in prototype form, Connie could come in under the weight limit, which means an owner can gain all the benefits of Part 103 including buying a ready-to-fly ultralight that needs no license and no medical to operate legally. In a time when many still believe (wrongly) that you can hardly find a True 103 ultralight, this should sound delightful.

Pieced Together

"Someone gave me a Cosmos trike float and I decided to build an aircraft around it," reports Bailey, who used the float as the primary structural component. Next, he added a modified version of his Tempest ultralight sailplane wing, a few pieces of strategically located tubing, and a spare Rotax 447. This is how a float became an aircraft-one that appears to interest a wide swath of the fly-for-fun crowd. With business backing from his Australian partner, longtime hang glider producer Bill Moyes, Bailey confirmed plans to put the new Connie into production following an enthusiastic response at this year's Sun 'n Fun fly-in. "People loved it!" says Moyes, a 30-year veteran of the recreational aircraft business. Connie is a true amphibian with wheels that retract. True to Bailey's minimalist reputation, the gear is raised with a simple lever that lifts the main gear aft out of the water spray and pulls the tailwheel up inside the float body. The handle is then secured under a hook; one is mounted on each side. Photos with this story don't show the sponsons that Bailey placed way out toward the wingtip of the flying float. They use a lone strut for support, but Bailey assures, "It's a nylon rod with more than enough strength to do the job." The result is a cleaner look than a series of tubes commonly used by ultralight flying boat designers.

Sea Trials

Most important among the efforts needed to bring the Connie to market are water exercises. "I've floated the amphibian," says Bailey, "but I haven't done takeoffs or landings yet." He confirmed that these trials were scheduled for early May 2001. My examination of the ultralight came in mid-April after Sun 'n Fun was over. Only a few refinements are pending for the flying float. One change will scrap the currently retractable tailwheel for a fixed one that may incorporate a water rudder to aid water taxiing. The production version will feature a molded-in seat that can get wet, and Bailey will extend the float by about 18 inches for better support in water operations. Connie isn't ready yet, but Bailey has a long history of making dreams come true. He once worked with Advanced Aviation and was instrumental in the development of the highly successful Buccaneer flying boat ultralight. Later Bailey developed an ultralight tug called the Dragonfly, which has virtually transformed modern hang gliding. In his spare time, he created the Tempest ultralight sailplane. Bailey plans to offer the Connie with two interchangeable wings. One, as shown in photos, is a cruising wing with more speed. A larger wing will use the Hershey bar shape and will optimize flights around the lake with lower cruise and stall speeds. I declined a flight until Connie is more refined. There's no point to writing about changes that are sure to come in the final version. But once it's ready, I'll be on it faster than you can say "amphibian." FOR MORE INFORMATION, contact Moyes Microlights, 200 Hillcrest Dr., Auburn, CA 95603; call 530/888-8622; fax 530-888-8708; e-mail flyamoyes@aol.com. (Note: Contact information is dated and may be inaccurate. —0220)
Originally published in Kitplanes Magazine

Check out Bobbie Bailey’s Connie Amphib. Many pilots are aware of aircraft referred to as flying boats. Among ultralight aircraft, the Aventura, SeaRey and Buccaneer stand out as good examples as do trikes like Polaris’ Flying Inflatable Boat. The flying boat reference describes those aircraft built around a boat hull with substantially different structure than airplanes equipped with two floats. That clear definition is blurred by the introduction of a novel new ultralight from the inventive mind of Bobbie Bailey. His new Connie amphibian is neither flying boat nor a float-equipped ultralight. My BRS associate, Gregg Ellsworth, tagged it a “flying float.” Works for me. Canada’s Lotus Float company offers a single float setup that functions much the same way but is an add-on to a wheeled ultralight. This may make a perfectly fine floatplane, but you have to do the fitting yourself, and it simply won’t be as elegant as Bailey’s Connie amphib.

Part 103 Ultralight Trikes

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Easily the most unusual trike at AirVenture was the Escape Pod from Seagull Aerosports. The new model is also the world's first fully enclosed trike.

A study in contrast: Steve Rewolinski's custom nanotrike in front of Al Reay's highly customized Titan Tornado. Both flew in the pattern at AirVenture 2003. All the trikes in this column combined have less power than the Titan.

Approaching for landing at the Oshkosh ultralight airstrip is Steve Rewolinski's reduced-drag trike.

Part 103 ultralight trikes aim at soaring pilots. Many visitors to Oshkosh AirVenture 2003 expected the FAA to announce its new sport pilot/light-sport aircraft rule. New Administrator Marion Blakey reported signing off on the rule on July 30, but with two other agencies in line to review it, we aren’t likely to see the final version until 2004. Visitors may not have expected to see more than a few Part 103 ultralight aircraft at AirVenture (some thought they would disappear as LSA approaches). But there were many. Next month I’ll write about two Part 103 rotary-wing aircraft, but this time, the subject is nanotrikes. Nanotrike is a term to describe extremely light wheeled structures combining powered paraglider engines and contemporary hang glider wings. The idea is to create a low-cost, self-launching ultralight motorglider. Trike Pod Minnesota-based Seagull Aerosports debuted its Escape Pod at Oshkosh. Pushed by a single-cylinder Cors-Air engine generating 25 hp, the Escape Pod weighs only 75 pounds. Including the wing and fuel, empty weight totals 160 pounds, so the Italian engine designed for powered paragliders offers sufficient thrust. The company also has an unpowered version called the Pod Racer, intended to be towed aloft. The Escape Pod offers a motorglider for the hang glider set, and it impressed visitors with its many innovative features. The full enclosure is the most obvious as this has never been done on a trike because it relies on weight shift for control. The fully faired pilot flying a modern hang glider needs only gentle finger-tip control for most operations. But on landing or in rough conditions, the pilot’s hands can move outside the enclosure for more aggressive control through lengthwise slits in a wide neoprene cover. Note the black area in the photo. The body is made of composite foam sandwich construction of PVC and graphite prepreg materials and weighs only 12 pounds out of the mold. All three wheels retract fully inside the body for lower drag. An in-flight trim system advances such developments on trikes by physically moving the pod relative to the wing. A single streamlined and tapered composite mast holds trike to wing, doing away with the forward support tube that obstructs vision on most trike ultralights. A BRS rocket-deployed parachute is housed in the same compartment as the engine, and noise is deadened for pilot comfort by an anechoic foam. Pricing has not been set, but the Escape Pod attracted liberal interest at Oshkosh, and the Pod Racer is eagerly anticipated for rent at many hang glider flight parks where ultralights tow pilots to thermals. Powerlite & SkyCycle Lookout Mountain Flight Park—one of the country’s largest hang glider flight schools—displayed two nanotrikes. The company’s own design, the SkyCycle, is a good example of an early nanotrike refined with recent touches like in-flight-accessible carry bags on either side of the seat frame. The other nanotrike is the Powerlite, imported from Australia and also sold by Washington-based U.S. Airborne. The Powerlite is another early nanotrike and it, too, has been refined from the earliest examples. Powerlite is made by Airtime Products, which makes a larger, heavier trike and a powered hang glider harness called the Explorer. Like the Pod, the Powerlite uses the Italian Cors-Air engine that found success powering those strap-on-your-back paraglider rigs. You can also select the Swedish-made Radne Rocket engine that puts out a mere 14 hp but is enough to get this extraordinarily light trike aloft. The Powerlite is a collection of a few tubes that uses a pocket on the back of the seat to contain the tiny fuel tank, but it has deluxe features including electric starting, self-charging power and an intake silencer to quiet operations, plus a carry bag capable of storing the entire trike chassis. Lookout Mountain’s SkyCycle is known in the light powered soaring trike field. The Georgia company has delivered about 100 of these rigs, mostly to hang glider pilots who already have a wing they can use. Formerly known as the Freedom Machine, the SkyCycle uses a Japanese Zenoah engine that puts out 22 hp and features in-flight restarting, a 54-inch prop, 2.5-gallon fuel tank, heat-treated chrome-moly landing gear, and 95-pound trike weight. It has been demonstrated to handle rough landings. Rewolinksi’s Rig Steve Rewolinski is one of America’s top-ranked hang glider competition pilots. In contests, pilots like Rewolinski often race 100 miles or more to a goal. They must have advanced cross-country flying skills, finely developed wings, high-tech instrumentation (varios, GPS units and radios), and a certain amount of athletic ability to put it all together. When a fellow like Rewolinski decides to build his own nanotrike, it stands to reason he would do it differently. All top competitors focus obsessively on drag reduction. They use shaped helmets, body-smoothing harnesses, gliders without upper rigging, and streamlined control bars. Rewolinksi’s still-unnamed nanotrike makes extensive use of streamlined structural tubing. He carries a hand-deployed parachute alongside his seat that presents little area to the wind, and his instrument pod is nestled between his knees. His posture in the trike seat is called suprone, meaning that he is lying down as flat as practical to further smooth his passage through the air. [Editor’s note: The Wright brothers used the same horizontal position on their first gliders and the 1903 airplane for the same reason.] His nanotrike is powered by the Simonini engine, which is yet another from Italy aimed at the powered paraglider pilot community. Pilots who wear the engine on their backs and run to take off want the lowest weight, least vibration, ease of operation, electric restart and miserly fuel use. Rewolinsky plans to contract with Wisconsin-based Skymaster Powered Parachutes to manufacture his design. Fly Freely Nanotrikes may be aimed currently at hang glider pilots, but conventional trike pilots could also find joy in shutting down the engine of a nanotrike and using thermal or ridge lift to fly almost silently. And these machines pack so small and cost little enough (around $10,000) that three-axis pilots may want to sample them. Add the benefits of no medical, no pilot license and no FAA registration and you can see why Part 103 ultralight vehicles will certainly retain a place in the aviation spectrum. TO REVIEW ALL “Light Stuff” columns that have appeared in KITPLANES®, visit www.ByDanJohnson.com, which links to the KITPLANES® web site with articles of interest.
Published in Kitplanes Magazine

Part 103 ultralight trikes aim at soaring pilots. Many visitors to Oshkosh AirVenture 2003 expected the FAA to announce its new sport pilot/light-sport aircraft rule. New Administrator Marion Blakey reported signing off on the rule on July 30, but with two other agencies in line to review it, we aren’t likely to see the final version until 2004. Visitors may not have expected to see more than a few Part 103 ultralight aircraft at AirVenture (some thought they would disappear as LSA approaches). But there were many. Next month I’ll write about two Part 103 rotary-wing aircraft, but this time, the subject is nanotrikes. Nanotrike is a term to describe extremely light wheeled structures combining powered paraglider engines and contemporary hang glider wings. The idea is to create a low-cost, self-launching ultralight motorglider. Trike Pod Minnesota-based Seagull Aerosports debuted its Escape Pod at Oshkosh. Pushed by a single-cylinder Cors-Air engine generating 25 hp, the Escape Pod weighs only 75 pounds.

Transitioning?

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Help! I Wasn't Registered by September 1.

Timeline.

A primer for ultralight pilots transitioning themselves and their machines Ultralight pilots flying legal Part 103 single-place ultralights are not affected by the sport pilot/light-sport aircraft rule. The rules of FAR Part 103 remain the same. Current and future ultralight pilots are free to enjoy those freedoms. If they choose to become sport pilots at a later date, any training logged as a registered ultralight pilot can be counted toward the training requirements for a sport pilot certificate. The rule pertaining to legal ultralight vehicles also do not change. The sport pilot and lightsport aircraft (SP/LSA) rule is now officially part of the American aviation culture. Some of us who fly Part 103-legal ultralights will continue to be ultralight pilots. Others who fly two-place or overweight machines must eventually transition themselves to sport pilot status and their machines to light-sport aircraft status to remain legal. With the rule now final, we'll address the requirements for those ultralight pilots and instructors wishing to transition themselves and their machines. How do we make the transition? Ultralight Pilots Ultralight pilots who were registered with an FAA-recognized ultralight registration program on or before September 1, 2004 and who transition to sport pilot status by January 31, 2007 will only have to take the knowledge (written) and practical (flight) test to become sport pilots. By recognizing properly logged ultralight hours, FAA is allowing ultralight pilots to use those accumulated hours toward the experience requirements of obtaining an FAA pilot certificate. All pilots seeking the sport pilot certificate must: Be at least 17 years old (16 for glider or balloon). Obtain a copy of their ultralight pilot records from the FAA-recognized organization with which they are registered. Hold either a third-class (or higher) medical certificate or a valid U.S. driver's license (provided the individual's last medical certificate, if one was applied for, was not denied, revoked, or suspended). Pass an FAA sport pilot knowledge test administered by an FAA testing facility. Pass an FAA sport pilot practical test, which includes an oral and flight test administered by a sport pilot examiner (SPE) or sport pilot flight instructor examiner (SFIE). Ultralight Flight Instructors Ultralight flight instructors (UFIs) who were registered with an FAA-recognized training exemption holder on or before September 1, 2004, will receive credit for properly logged instructional hours in ultralights. UFIs wishing to transition must do so no later than January 31, 2008, the date when all ultralight exemptions expire. For UFIs who transition by that date, FAA's only requirement will be for them to demonstrate that they have the knowledge and ability to exercise the privileges of a sport pilot flight instructor by taking the knowledge and practical test. Pilots wishing to be certificated as sport pilot certified flight instructors (SP-CFIs) must: Be at least 18 years old. Obtain a copy of their ultralight pilot records from the FAA-recognized organization with which they are registered. Meet minimum flight time requirements for the applicable category of LSA. Have a current and valid sport pilot certificate or higher. Pass an FAA sport pilot flight instructor knowledge test administered by an FAA testing facility. Pass an FAA sport pilot flight instructor practical test, which includes oral and flight tests administered by a SFIE. Ultralight Examiners and Designated Pilot Examiners Existing ultralight examiners may apply to become SPEs and SFIEs, and EAA encourages experienced ultralight examiners to apply. They must: Be at least 18 years old. Have at least a current and valid sport pilot flight instructor certificate. Meet minimum flight time requirements for the applicable category of LSA. Apply and be accepted to attend the FAA examiner seminar (a five-day course). Successfully complete the FAA examiner seminar. Current designated pilot examiners (DPEs) may request the authority to administer practical tests for sport pilots and sport pilot flight instructors. Ultralight Vehicles Single-place ultralights that do not meet the limits of FAR Part 103 now have the opportunity to transition to LSA status. Specifically, those aircraft will transition to the experimental light-sport aircraft (E-LSA) category. The owner of the aircraft does not need to show that he or she has built any part of the aircraft. Rather, the aircraft must undergo a one-time inspection by a designated airworthiness representative (DAR) to verify that the aircraft is in acceptable condition for safe flight. The aircraft will be issued an N-number and an airworthiness certificate in the E-LSA category. FAA will begin accepting applications for N-numbers on October 1, 2004. To obtain an N-number, you must complete FAA Form 8050-1, which is available from your local Flight Standards District Office (FSDO), and FAA Form 8050-88A (an affidavit form), which will be available online at http://afs600.faa.gov. Note, however, once an aircraft owner receives the N-number from FAA, the aircraft cannot be flown until it is inspected and receives an airworthiness certificate. The first E-LSA airworthiness certificates will not be issued until January 1, 2005, so time the receipt of your N-number accordingly. It can take from 45 to 60 days to receive an N-number. Note also that you must have your N-number before the aircraft can be inspected to receive its airworthiness certificate. After that, the aircraft must undergo an annual condition inspection, which must be noted in the aircraft's logbook. The owner of the aircraft can conduct that condition inspection, if he or she has attended a 16-hour course applicable to that make/model aircraft set. The owner can do any maintenance as well. Single-place ultralight vehicles that do not meet FAR 103 must obtain an E-LSA airworthiness certificate by January 31, 2008, to continue to be flown legally by a sport pilot. Here are the easy steps to convert your ultralight to an experimental light-sport aircraft: Apply for an N-number. Prepare a weight and balance report for your aircraft. Install an emergency locator transmitter (ELT) on all two-seat airplanes (not required for powered parachutes and weight-shift aircraft); ELTs are optional on single-seaters. Prepare your ultralight for inspection. Make an appointment with an FAA Airworthiness Inspector or a DAR. Check www.eaa.org or call 888/EAAINFO (888/322-4636) to find the nearest DAR. Have your N-number and get your aircraft inspected. Two-Place Ultralight Trainers and Future Flight Instruction Aircraft currently being flown as two-place ultralight trainers can still be used for compensation and hire for the purpose of giving flight instruction until January 31, 2010, or until the aircraft is sold, whichever comes first. However, the aircraft must be certificated as E-LSAs no later than January 31, 2008. Once the aircraft receives an N-number and airworthiness certificate, it must be flown by an FAA-certificated pilot or flight instructor. Ultralight flight instructors who have not yet converted to sport pilot flight instructor status can no longer fly such N-numbered aircraft. After January 31, 2010, only aircraft certificated in the special light-sport aircraft category can be used for flight instruction. The deadline for the use of previous two-seat trainers was extended until that date to allow for the manufacture of special LSAs to be more fully developed and to allow instructors to amortize the expense of their training vehicle over a greater time period. EAA Can Help EAA has designed programs to help you easily transition from ultralight to sport pilot. EAA Aviation Information Services staff can help-e-mail info@eaa.org or call 877/359-1232.
Published in EAA Sport Pilot & Light Sport Aircraft Magazine

A primer for ultralight pilots transitioning themselves and their machines Ultralight pilots flying legal Part 103 single-place ultralights are not affected by the sport pilot/light-sport aircraft rule. The rules of FAR Part 103 remain the same. Current and future ultralight pilots are free to enjoy those freedoms. If they choose to become sport pilots at a later date, any training logged as a registered ultralight pilot can be counted toward the training requirements for a sport pilot certificate. The rule pertaining to legal ultralight vehicles also do not change. The sport pilot and lightsport aircraft (SP/LSA) rule is now officially part of the American aviation culture. Some of us who fly Part 103-legal ultralights will continue to be ultralight pilots. Others who fly two-place or overweight machines must eventually transition themselves to sport pilot status and their machines to light-sport aircraft status to remain legal. With the rule now final, we’ll address the requirements for those ultralight pilots and instructors wishing to transition themselves and their machines.

Product Lines – July 2004

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St. Paul, Minn. - Paraphrasing a famous speaker, "You can satisfy all of the people some of the time or all of the people some of the time, but, well| that's about it. I'm referring to my story about Raven Sky Sports - it's sale, then non-sale, and the challenge to its name. First, I got in trouble for announcing a purchase by an Oregon-based pilot. He and founder/owner Brad Kushner could never quite close an almost-done deal. The would-be buyer was at first very upset with me that I would share this news with the public without getting permission (though I received an email announcement letter along with numerous other recipients). We patched that up between us but then the sale never happened. Next, I got a very unhappy but carefully written, four-page letter from the lawyer who asked Kushner to stop using the name Raven Sky Sports. He thought I characterized him in a poor light. In fact, I know Marshall McFarlane, owner of the ultralight business named SkySports. I just didn't know the half of it and Marshall wanted me to hear the rest of the story. It turns out he's a USHGA member, an avid paragliding pilot, and occasional hang glider pilot whose business is actually quite active with hang glider or paraglider pilots. "About 20% of my revenue is from this community," he says. I'll report more on the HG and PG products SkySports offers in a subsequent issue. FMI: airstuff.com. Twenty years ago, McFarlane bought the backup parachute business from SkySports, producer of the Kestrel and other fine hang gliders of its day. Except for a short period when he sold it to another man, McFarlane's SkySports has continued selling parachutes and a wide range of other flight gear. As to the name dispute, he reports several times asking politely for Kushner to cease using the name. After requests on SkySports letterhead were ignored, he sent one from his law firm. Since he works in the area of trademarks he knew he had the right to SkySports but preferred not to resort to legal action against a fellow hang gliding enthusiast. The matter has now effectively been laid to rest as Raven ceased operations. Fortunately for midwest hang gliding fans, John Gamble sent an update. "I wanted to pass along the following| The hang gliding pilots in the area were not about to give up our love of flying so the Whitewater Hang Gliding club has been formed to replace the operation. The club has leased the airport and a hangar at the same location (Twin Oaks Airport) in Whitewater, Wisconsin and is nearly ready to begin the flying season." He reports the club is well organized, growing, and has the support of a broad membership, presided by Terry Kramer who "has the help and support of many people to keep things moving along smoothly." Tim Thompson purchased a tug and is establishing his own business offering 7-days-a-week towing to the club. Tim formerly worked for Raven and is a tug pilot at the Florida Ridge operation in the winter, a plan he'll continue. Flying was expected to be operational as you read this and they're hoping someone will offer lessons and tandem flights. The Wisconsin Hang Gliding club extends an invitation to area pilots. FMI: john gamble@cunamutual.com In mid-March Ken Brown did some proselytizing to the bunch that flies powered ultralights. He was on UltraFlight Radio - an Internet broadcast - talking about suprone flying. It was quite progressive of radio show boss Roy Beisswenger to have Ken as a guest, giving him a chance to promote hang gliding to guys used to throttles rather than varios. I applaud Ken for reaching out to other pilot groups with magic of soaring flight. But we also need to reach the general population with our message. With that in mind I recently presented an idea for a Light-Sport Aircraft Promotional Board to attendees of the ASTM meeting which deals with certification standards for aircraft above Part 103 in the aviation food chain. If you think about "Got Milk" or the "California Raisin" commercials you've seen, what you witnessed was the work of a industry group that joins competitors together to approach new markets none of the producers can afford to reach on their own. All of aviation shares one common problem: we are seeing little growth over a period of years and the current population of pilots are graying. Fortunately, we've seen enough new entrants - paragliding has helped USHGA a lot - that we've kept our numbers or grown slightly despite the loss of retiring pilots. But simply holding steady isn't much of future. You think it doesn't affect you? Well, may I observe that we once had several glider manufacturers in the USA and now we have one, basically. While Wills Wing is doing an excellent job, it is challenging to maintain development in a declining market. New enthusiasts will bring more money that can be used to create better products for current pilots. I'm hopeful that the promotional board can form, start some good marketing work, and begin solving the problem by appealing to the general public in phases. I'm also hopeful that this effort, the only one I know of, will include USHGA. Traffic on my Web site started gradually, but picked up nicely in May after I sent an email announcement to 1,700 folks who'd asked to be notified. Based on results in the first half of May, ByDanJohnson.com should exceed 150,000 hits for the month. USHGA pilots can read this column from January 2000 to the present; I plan to add the 1990s next. In this completely free area, you can search all of "Product Lines" looking for a specific reference. I'll be adding regularly to the site, so even if you've already visited once, stop back periodically to see what's new. And, of course, if you've got news| but wait! |that my trademark ender. So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to Dan@ByDanJohnson.com. THANKS!
Published in Hang Gliding Magazine

St. Paul, Minn. – Paraphrasing a famous speaker, “You can satisfy all of the people some of the time or all of the people some of the time, but, well| that’s about it. I’m referring to my story about Raven Sky Sports – it’s sale, then non-sale, and the challenge to its name. First, I got in trouble for announcing a purchase by an Oregon-based pilot. He and founder/owner Brad Kushner could never quite close an almost-done deal. The would-be buyer was at first very upset with me that I would share this news with the public without getting permission (though I received an email announcement letter along with numerous other recipients). We patched that up between us but then the sale never happened. Next, I got a very unhappy but carefully written, four-page letter from the lawyer who asked Kushner to stop using the name Raven Sky Sports. He thought I characterized him in a poor light.

Product Lines – December 2004

By Dan Johnson || Leave a Comment (Edit)

WALLABY RANCH, FL -- While northerners prepare for winter and snow, it's hot and sunny here in Florida. I'm in the state for a collection of aviation events, kicked off by a big gathering at Malcolm Jones' "Ranch." They called it the Moyes Boys Reunion. When most of us hear "reunion" we think of Class Reunions, and many groan about having to attend. Since I similar gatherings like Dockweiler and Grandfather Mountain, I was pleased to make this one. I saw old friends I hadn't seen in 20+ years. But what really moved me was meeting John Dickenson, who may have been THE man who invented the hang glider as we know it today. John taught both Bill Moyes and Bill Bennett to fly "ski kites" as they were then called. Moyes went on to become a major brand name. Bill Bennett once directed a leading company that gave Bob Wills his start in the business. Without John Dickenson, we might not have gotten modern hang gliders as soon|or maybe at all! Who knows? John tells a great tale about how he happened into this endeavor. A water ski club, of which John became a member, planned their annual event and "assigned" John the duty of building and flying a towed kite. They were thinking of a flat kite or some variation. But early in 1963, John saw photos of Francis Rogallo's work. From January when the club made their request to November when the event occurred, Dickenson developed an airframe for Rogallo's wing design and added a version of the control bar we accept as standard today. He even filed a patent for the invention way back in 1963. His total cost: $24. John added many other facts I found fascinating but which are too numerous to present here. For a more complete account of the Dickenson story go to www.bchpa.org/newsletter/may04/hghistory.htm John mentioned that the British Hang Gliding Association (BHPA now) gave him a free lifetime membership in recognition of his ground-breaking work to develop the modern hang glider. Other nations have also honored John but the U.S. -- arguably the biggest benefactor of his work -- has never formally recognized his formative work. Perhaps it's time we changed that? For a minor annual expenditure, USHGA might provide John with a complimentary membership. It seems a small gesture for a man whose work has given so many of us so much pleasure. One glaringly obvious missing element in the festivities was Bill Bennett. As reported here last month, Bill perished in a trike accident in early October. He was reportedly pursuing lessons and had taken the front seat after a few flights in the rear. Details will surely follow but hang gliding has clearly lost one its true pioneers. For pilots with some memory, "Uncle Bill," as he was affectionately known to many, was one of the first brand names they knew. Delta Wing Kites was a leader for many years and Bill's company released numerous essential products. The gliders developed rapidly in those early days and Delta Wing was right in the forefront. However, as Bill came from a tow-flying orientation, he also sold tow equipment and floats. His company was one of the first to promote "back-up parachutes," and he offered the first commercial powered back-pack power setup of which I'm aware. Beside his technical developments for hang gliding, he was also one the sport's genuine characters, always with a quick smile and a joke. Most would agree he was one of a kind! Bill, we'll miss you. Well, it was after all a Moyes reunion. Moyes USA sponsored the event in concert with Wallaby Ranch. Naturally, Ken put plenty of pilots on demo Moyes gliders. A Doodlebug flew many times and, of course, the Dragonflys did the towing -- all are Moyes (or Bailey/Moyes) products. Ken was pleased with the results as he took orders at the event and believes he'll see more in the weeks ahead. Together with Wallaby, Ken and his wife did a bang-up job with the event and all 350 or so attendees had a terrific time. Even though it was a Moyes reunion -- and perhaps as a sign of our growing maturity as an industry -- A.I.R. man Felix Ruhle showed up with four of his still-quite-new ATOS VX designs. Felix reports about 45 VXs are flying, but it was the first time I saw one live. What a beautiful construction, from its compound leading edge to its cascading spoilerons to its shapely all-carbon control bar to its high-tech leading edge junction hidden under a nose cone. VX is built big for tandem flying with a 46 foot span, 172 square feet of area, and 92 pounds of empty weight. My tandem flight with Ruhle proved to be an excellent way to check out a new wing. Felix gave tips about operation while skying out in decent thermals. When I took over the controls, I didn't squeeze as much out of it, but I did credibly well|enough so that following lunch at the Ranch, I took up Malcolm's new specially configured VX for an solo flight. In a word: impressive! Nice job, Felix and crew. The ATOS effort has been a solid one over the years. Ruhle reports selling 980 ATOSs since the first one went out the door. Given their lofty prices, this is an enviable sales record for a new kind of hang glider wing. The tandem-capable VX is priced at 12,500 euros, which at today's exchange rates is about $15,600, a rather wide gap from flex wings at something over $6,000, but this VX a different bird altogether and you have to pay for technology this high. While I enjoyed free flying the wing, I admit I looked at the VX as a soaring trike wing, given it's capacity to carry almost 500 pounds of load (Felix said A.I.R. is also pursuing use of the VX on nanotrikes). It appears as well suited for that use as it is for big pilots or tandem operations. I feel sure you'll hear more about ATOS VX in the months ahead. So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to Dan@ByDanJohnson.com. THANKS!
Published in Hang Gliding Magazine

WALLABY RANCH, FL — While northerners prepare for winter and snow, it’s hot and sunny here in Florida. I’m in the state for a collection of aviation events, kicked off by a big gathering at Malcolm Jones’ “Ranch.” They called it the Moyes Boys Reunion. When most of us hear “reunion” we think of Class Reunions, and many groan about having to attend. Since I similar gatherings like Dockweiler and Grandfather Mountain, I was pleased to make this one. I saw old friends I hadn’t seen in 20+ years. But what really moved me was meeting John Dickenson, who may have been THE man who invented the hang glider as we know it today. John taught both Bill Moyes and Bill Bennett to fly “ski kites” as they were then called. Moyes went on to become a major brand name. Bill Bennett once directed a leading company that gave Bob Wills his start in the business.

Product Lines – November 2004

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ST. PAUL, MINN. -- Just as the October "Product Lines" was headed to press a last-minute update was inserted into the column by USHGA's alert art director, Tim Meehan. At the end of last month's column I was writing about Alan Chuculate's paraglider aerotow trike, the SlowTow. A week after the deadline, Alan wrote, "The SlowTow project suffered a major setback on Wednesday when Floyd Fronius crashed in the trike and crushed a vertebrae and his heel. It was a classic case of a low altitude aerotow problem resulting in the towplane pilot getting pitched down and not releasing early enough. Both trike and glider were airborne at approximately 150 feet AGL." Alan reports that Floyd thought the glider had released because the towline was slack. He began to descend and turned left to reconnect and try again. "But as he turned left the towline tightened rapidly, the glider climbed dramatically, and the trike was slowed and pitched nose down." Perhaps Floyd should have released at the first sign of the problem, but it takes a short time to comprehend the situation and he didn't have those precious seconds. Neither did Floyd have time to hand deploy the reserve parachute that was part of the SlowTow's equipment list. Alan supposes, "If he had more altitude he would have fully pulled out of the dive, but instead impacted between a 45-degree and a 60-degree descent angle." The good news is that surgery on his L3 vertebrae was a complete success and he is expected to fully recover in about four months with the exception of some titanium preventing flexure between L2 and L4. Were it not for his broken heel he could be standing today, Alan says. His heel will be operated by next week and is expected to take three months to heal. The airframe appears to have sustained little damage based on a superficial inspection. About the project, Alan reports, "The SlowTow project will probably continue but possibly using a different configuration than a trike. We may abandon use of the trike because of it's inherent limitation of liftoff speed being significantly faster than stall speed." He expects Floyd will continue participation in the project after he recovers. For those who'd like to help out while Floyd is unable to operate his business, you can send donations through a fund made available at Lite Touch Films, the Website of friend and pilot Phil Russman: www.litetouchfilms.com/floydfund.html. Phone calls to Floyd at home are encouraged: 619-238-0835 or cellphone 619-283-2336. Best wishes to Floyd as he recovers. Paul Hamilton is known to many hang glider and paraglider pilots as the "video guy" who produces more DVDs than anyone I know in our favorite segment of aviation (he reports producing over 40 films!). Some years ago, he branched out into powered aviation and today, he is taking steps to be part of the Sport Pilot/Light-Sport Aircraft explosion. His Hamilton Training System is catching the attention of organizations like NAFI, the National Association of Flight Instructors. NAFI held its first of several symposia to educate the general aviation community of certified flight instructors on the business potential of Sport Pilot. The premiere event took place in Sebring, Florida at the end of October when that city hosted the first-ever U.S. Sport Aviation Expo. Paul was one of the speakers. He also worked with the NAFI at the summertime airshow in Oshkosh, Wisconsin. FMI: www.sport-pilot-training.com/hts.htm Another guy reaching out to alternative flying groups is Mr. Moyes USA, Ken Brown. Many in HG and PG seem focused so tightly on our favorite way to fly that we forget to go beyond our borders. Yet all human endeavors require growth for the health of an organization, business, or activity like soaring flight. I commend people like Paul and Kenny for marketing their goods and services to the wider group of aviators or non-pilots. To that goal, Kenny is promoting participation in the Soaring Society of America's Airsports Expo coming up in Ontario, California over February 10-12, 2005. Ken writes, "SSA is very excited about the inclusion of our Part 103 ultralights to the mix. As a supporter of the Expo I have taken on the task of building up the participation of vendors in the Part 103 end of the flight spectrum." He continues, enthusiastically, "No where on the west coast will you find more aviation enthusiasts gathered. Sailplanes, motorgliders, sport planes, hang gliders, paragliders, motor harnesses and accessories will be on display in the main hall. Manufacturers, distributors, dealers, school and flight park owners will be on hand with the latest gear and info." You can also attend lectures by experts in various soaring fields. Brown says topics will include performance flying to how to crash confidently. He advises you can go to www.SSA.org for information and the speaker schedule. Vendor info is available from Gaynell@ssa.org. If USHGA or other groups wish to meet at the event, Ken promises, "A room is being provided free of charge to our group as a result of our participation if we can pull together a cohesive group. I will be proposing to the HGMA that we hold a general meeting open to all professionals to hammer out a future marketing strategy." I applaud Kenny's efforts to push hang gliding businessmen to work harder at reaching out to other groups. FMI: flyamoyes@aol.com or 530-888-8622. So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to Dan@ByDanJohnson.com. THANKS!
Published in Hang Gliding Magazine

ST. PAUL, MINN. — Just as the October “Product Lines” was headed to press a last-minute update was inserted into the column by USHGA’s alert art director, Tim Meehan. At the end of last month’s column I was writing about Alan Chuculate’s paraglider aerotow trike, the SlowTow. A week after the deadline, Alan wrote, “The SlowTow project suffered a major setback on Wednesday when Floyd Fronius crashed in the trike and crushed a vertebrae and his heel. It was a classic case of a low altitude aerotow problem resulting in the towplane pilot getting pitched down and not releasing early enough. Both trike and glider were airborne at approximately 150 feet AGL.” Alan reports that Floyd thought the glider had released because the towline was slack. He began to descend and turned left to reconnect and try again. “But as he turned left the towline tightened rapidly, the glider climbed dramatically, and the trike was slowed and pitched nose down.” Perhaps Floyd should have released at the first sign of the problem, but it takes a short time to comprehend the situation and he didn’t have those precious seconds.

Product Lines – October 2004

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St. Paul, Minn. -- Wills Wing has released their new Sport 2 model in the 135 square foot size. The company says, "The Sport 2 135 is a high performance glider for lighter pilots that's easy to fly and land. All of the HGMA vehicle tests are completed, and we are releasing the glider for sale at this time." The new model comes with their popular Litestream control bar and an aluminum faired base tube. WW reports that the Sport 2 can achieve a glider of about 13:1. The smaller model weighs only 54 pounds (your shoulders will love it!) and, as its mainly intended for smaller pilots, the control bar is three inches shorter than on the larger 155 model. More stats: Span is 29.3 feet (versus 31.5 on the 155), hook-in weight is 130 to 200 pounds (versus 150 to 250), and it will work best for someone with a body weight of 130 to 160 pounds (versus 150-200 for the larger model). Deliveries should be underway as you read this for a reasonable price of $4,275. Wills plans a 175 model for bigger pilots but no release date has been set. FMI: www.willswing.com The "Moyes Boys" are hosting a "Reunion and 37 Year celebration" later this month. Make your way to Wallaby Ranch during the weekend of October 23-24 to join the party. According to U.S. representative, Ken Brown, the weekend festivities will include a demo days experience with Moyes gliders and harnesses available for demo flights. Additionally, he plans to introduce the Dragonfly C model that has won German certification. You can also get in on tuning and maintenance seminars, or competition and cross-country flying clinics. Ken also notes that nearby Cypress Gardens will reopen in October. This onetime tourist resort was where many folks saw hang gliders for the first time -- and, interestingly, many of them were Moyes gliders many years ago. FMI: www.moyesamerica.com or dial 530-888-8622. What Ken may not know is that just a few days later, the Sebring (FL) U.S. Sport Aviation Expo will occur at the airport owned by the famous auto racetrack. Just down Highway 27 from Wallaby, the Sebring Expo runs October 28-31. Visitors will be able to see a wide array of light-sport aircraft that now fall under FAA's newest rule. The first-year event is the first of its kind, dedicated 100% to light sport flying machines and exhibit space was totally sold out in the summer of 2004 (though organizers may add some additional spaces). EAA will present forums of all kinds to educate visitors about the new rule and other matters and all day long, LSAs should be flying around and giving rides to those interested. To my knowledge, no hang glider or paragliding companies will be present, but I don't have the complete list of exhibitors. FMI: www.sport-aviation-expo.com Little trikes and big trikes for hang gliders pilots|Michael Riggs' Seagull Aerosports has his Escape Pod fully faired trike nearly ready for flight testing. He hopes to be ready in time to attend the Sebring Expo and, if so, would stay in Florida and make his way around to the various hang glider flight parks of the Sunshine State. The Escape Pod shown at the huge Oshkosh AirVenture airshow was a marvel of engineering achievement with its tiny paraglider engine tucked neatly away in the pod's body along with a rocket-deployed parachute system. Escape Pod is obviously the powered version but an unpowered, towable model called the Pod Racer may also be completed by this fall. For now, Seagull's Web site is up and running for you to see and read more. FMI: www.fly-seagull.com or dial 952-473-1480 From Alan Chuculate comes news of his aptly named "Slow Trike." This is a project to build a special-purpose trike suitable to aerotow paragliders. Alan has been doggedly pursuing this for months and progress is becoming visible. In mid-July he reported that Floyd Fronius completed construction of the trike. It stands taller than most trikes to accommodate a very large prop (72 in.) with generous ground clearance (18 in.). The wheel track (width) was also broadened to increase stability with the very large wing needed to fly slowly enough to safely aerotow paragliders. Testing started with taxi runs to verify the steering precision, the suspension effectiveness, and the bicycle-style front disk brake. All worked fine. Alan writes, "We then mounted the modified Condor wing on it for the first time. We had adequate prop clearance beneath the keel and the rear wires. Floyd made three flights of the SlowTow for a total of one hour of airtime in midday summer thermal turbulence with gusty winds." Alan wisely chose to wait for a mellower day so "my first flight would be fun and easy." Alan and Floyd planned to be out on the El Mirage dry lakebed in the high Mojave desert (4,000 ft MSL) for additional testing later in the summer. Alan projected, "If everything is go after some trike-only flights, we intend to make our first attempts at towing. We will probably start with a solo hang glider because neither Floyd nor I have any experience as a tug pilot. We may also try towing the Light Hawk ultralight sailplane that Danny Howell will be bringing. When it comes time for paraglider towing Floyd will be the tug pilot and I will be the paraglider pilot." This is an exciting development that could open up the flatlands to paragliding (without a back-pack engine, that is). More as Alan updates me| So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to Dan@ByDanJohnson.com. THANKS!
Published in Hang Gliding Magazine

St. Paul, Minn. — Wills Wing has released their new Sport 2 model in the 135 square foot size. The company says, “The Sport 2 135 is a high performance glider for lighter pilots that’s easy to fly and land. All of the HGMA vehicle tests are completed, and we are releasing the glider for sale at this time.” The new model comes with their popular Litestream control bar and an aluminum faired base tube. WW reports that the Sport 2 can achieve a glider of about 13:1. The smaller model weighs only 54 pounds (your shoulders will love it!) and, as its mainly intended for smaller pilots, the control bar is three inches shorter than on the larger 155 model. More stats: Span is 29.3 feet (versus 31.5 on the 155), hook-in weight is 130 to 200 pounds (versus 150 to 250), and it will work best for someone with a body weight of 130 to 160 pounds (versus 150-200 for the larger model).

Product Lines – September 2004

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OSHKOSH, WISC. -- Last month I was thrilled to report the Over Everest achievement of Richard Meredith-Hardy and fellow pilot Angelo d'Arrigo. Since then, I established contact with d'Arrigo for a story I prepared for Kitplanes magazine (Nov. 2004). After I investigated the project more thoroughly, I gained a clearer picture of the enormous challenges. So| As we left our heroes last month, Meredith-Hardy reported d'Arrigo was being bounced around after both aircraft flew through some high altitude turbulence. No surprise, really. In thin air at 29,035 feet the hazards are real -- even if you're standing still. According to tug pilot Meredith-Hardy, the "time of useful consciousness is less than one minute" without oxygen. Only with rigorous training over long periods have some climbers made the ascent without oxygen. The temperatures are colder than a cruel Minnesota winter with the wind howling. During their final ascent climbers take one step, rest for a full minute, then repeat| for hours. Keep that in mind when you envision Angelo towing along over some of the most forbidding terrain imaginable, wearing a large bottle of oxygen on his back and flying a glider festooned with cameras and batteries. His landing will be faster than you've ever flown your hang glider. Launching at 7:00 a.m. on May 24, 2004, d'Arrigo began a flight that would set a new precedent for hang gliding worldwide. Here's a man who has already crossed the Sahara, the Mediterranean, and Siberia with his hang glider. Now he's also flown over Everest with his hang glider. Where did YOU fly last weekend? Back to our Everest flight| Takeoff was achieved at about 45 mph after a long run, says d'Arrigo. Following their climbing cross country flight of many miles, d'Arrigo chronicled a key moment: "South of Everest and close to the peak, we ran into a gigantic area of rotor turbulence, which dragged the microlight violently downwards, projecting me upwards at the same time. This caused the towrope to break at the safety link. "We were at a height of about 9,000 meters, I was 500 meters south of Everest, about 150 meters over the peak. I released what was left of the towrope and headed for the peak, flying over it soon after. Then the situation became grave. Originally, d'Arrigo would have stayed on tow and planned a controlled release for free flight over the summit. He and Richard could have maintained visual contact with one another. However, the turbulence that upset the flight and broke the tow line weak link left the trike pilot unable to see his aerial companion. Richard writes, "I realized we had a line break. [But] with all my high-altitude gear on I didn't have much neck mobility so I couldn't look back to see [Angelo] and I didn't see anything in the mirror. By the time I had circled round [his] white [Icaro Stratos disappeared] against the vast white background of the upper Khumbu Glacier. Vanished into thin air!" Now, miles from his preferred LZ, d'Arrigo has been suddenly cut loose and had to fend for himself. Neither could he locate Richard and the Pegasus trike. His story continues: "I had identified ten possible emergency landing sites. I had marked them all on a map, with their GPS coordinates." Of these he eliminated several as unworkable and focused on an Italian research station near the base of the final Everest summit. Thanks to careful planning and nerves of steel developed in his earlier exploits, d'Arrigo was able to make his emergency landing. "When I had reached the right height, I started to prepare for the final approach. When I was just a few meters from the ground, my speed was still 100 km/h. It was important to use the wheels for landing because of the high speed caused by the altitude along with the weight of the equipment (oxygen cylinder, thermal clothing, three video cameras with recorders and batteries, two still cameras, survival materials, etc.)." Angelo's original idea was to tow aloft and then release, subsequently soaring up on the powerful ascending currents blowing up the north face of Everest. This proved impossible. Instead he chose to tow near the peak of Everest, approaching from the south, then to glide over the summit after having released the towrope. This would have better positioned him for landing and he and his tow pilot could've kept each other in sight. The whole story is available at their Web sites -- a fascinating flight and human drama. FMI: www.angelodarrigo.com or www.flymicro.com (Richard's site). CONGRATULATIONS, FELLOW PILOTS! JOB WELL DONE! I struggled to decide which story was more important. FAA's long-awaited release of Sport Pilot/Light-Sport Aircraft is significant. Yup, at a press conference on July 20th in the agency's DC headquarters, FAA was finally able to say, "It's done!" SP/LSA is much less important to soaring flight than to powered aviation. Yet it hits us big regarding towing -- for which we have a solution at hand* -- and for two-place flying. Both have a major impact on hang glider training. Whatever you think of the new regulation, Part 103 will not be altered. All single place hang gliding and paragliding will see no change so long as you mountain launch. The *solution is that tow pilots will be able to fly legal Light-Sport Aircraft tugs -- once manufacturers state that they comply with ASTM certification standards -- but they'll have to use a Private Pilot license or better. The Sport Pilot license will NOT allow towing. Yet a Private can't be paid to tow, unless FAA grants a limited payment as acceptable. The agency is pondering this and invited key USHGAers to the Oshkosh airshow to discuss it. Jane Depanfilis represented USHGA on the teleconference FAA set up for their press event. This story is just starting so stay tuned for more on the brave new world of SP/LSA. So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to Dan@ByDanJohnson.com. THANKS!
Published in Hang Gliding Magazine

OSHKOSH, WISC. — Last month I was thrilled to report the Over Everest achievement of Richard Meredith-Hardy and fellow pilot Angelo d’Arrigo. Since then, I established contact with d’Arrigo for a story I prepared for Kitplanes magazine (Nov. 2004). After I investigated the project more thoroughly, I gained a clearer picture of the enormous challenges. So| As we left our heroes last month, Meredith-Hardy reported d’Arrigo was being bounced around after both aircraft flew through some high altitude turbulence. No surprise, really. In thin air at 29,035 feet the hazards are real — even if you’re standing still. According to tug pilot Meredith-Hardy, the “time of useful consciousness is less than one minute” without oxygen. Only with rigorous training over long periods have some climbers made the ascent without oxygen. The temperatures are colder than a cruel Minnesota winter with the wind howling. During their final ascent climbers take one step, rest for a full minute, then repeat| for hours.

Product Lines – August 2004

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ST. PAUL, MINN. -- Wow! Feel the chill! Am I nuts, talking about chill in August? Even in my home state of Minnesota (just south of the Arctic), it's summer and steamy with mosquitoes the size of B-52s. However, the year-round conditions on top of Mount Everest never get steamy| except maybe when a powered ultralight trike puts on an airshow for hardy mountain climbers who made it to the world's highest peak. This news was first reported at the end of May by AvWeb.com, an Internet-only aviation news outlet (bold emphasis is mine). Headline: "MICROLIGHT CONQUERS EVEREST -- So, what would you do if the turbo-intercooled Rotax 914 engine powering your Pegasus Quantum trike, flying under a Pegasus XL wing, was so hard to start that it flattened two batteries before finally catching? Perhaps they were mildly hypoxic, but Angelo D'Arrigo and Richard Meredith-Hardy chose to fly that engine (typically capable of 115 hp) over the world's highest mountain -- towing a hang glider (a rigid-wing ATOS 2 from Icaro 2000) for good measure. In Tibet on Sunday [May 24, 2004], microlight pilot Meredith-Hardy hauled hang glider pilot D'Arrigo to the rarified air of Mount Everest and put on what must have appeared to be the world's highest air show for a group of climbers tackling the peak through the more conventional method -- on foot. But it's a show that almost didn't get off the ground, according to Meredith-Hardy's account of the adventure. Weather is almost always the limiting factor on Everest but on Sunday the conditions were as good as they ever get: clear skies and almost no wind. Meredith-Hardy said the engine on the aircraft always starts on the first try but it wouldn't catch on Sunday. It wasn't until repeated attempts almost killed the on-board battery that they remembered that a plastic bag had been put over the air cleaner to keep dust out. All those air-less aspirations had flooded the engine and it took a second battery to get the engine going. ...Extreme Low Temperatures And High Drama Once the Rotax was running, it pulled the two aircraft up at a rate of about 450 fpm from the 12,000-foot-high base camp. There was a lot of circling involved in getting up to the height of Everest and enjoy the minus 40-degrees Centigrade temperatures. At times, Meredith-Hardy noticed that D'Arrigo was being "bounced around" by turbulence. As they approached the peak, the tow line broke and D'Arrigo was on his own. Without the hang glider in tow, Meredith Hardy said the aircraft 'shot up' and he did three fly-bys of the peak, before an audience of about six climbers standing on the peak and four or five others inching up the final few feet. Meanwhile, D'Arrigo was on an adventure of his own. He was supposed to make it back to the base camp but instead ended up at a remote high-altitude scientific research station. He was bruised from a rough landing (those higher high-altitude groundspeeds can be rough on the legs) but was otherwise safe and awaiting a helicopter ride to the base camp as of the last Web site posting." If you want more detail, go to Meredith-Hardy's Web site at http://www.flymicro.com/everest/index.cfm A little more down to Earth, USHGA Executive Director Jayne Depanfilis reports from only a mile high (Colorado Springs) that in early June, "The USHGA's towing exemption has been renewed for two more years, through June 30, 2006." That's certainly good news even while folks like Jayne, Bill Bryden, and Mike Meier work at ASTM meetings to gain a more permanent foothold for towing of hang gliders (and perhaps eventually paragliders). In a related note, Jayne adds, "It should be noted that no towing-related fatalities were reported to USHGA during the current exemption period. Therefore, no towing related fatalities were reported to FAA. This is a good thing." Additionally, Jayne reports, "The tandem exemption expires October 31, 2004. I will be working on the request for the renewal of this exemption soon. I will need to review and document any tandem fatalities that may have occurred during the current exemption period." Thanks to Jayne for staying on top of these vital approvals from FAA. Even lower but still on top of the mountain, New Yorker Greg Black reports that he and his brother Charlie bought part of a mountain where he's had a launch for years? "It is done, signed, and now owned by the 'Blacks'," Greg reports. He elaborates, "The launch area called "The North Knob" is a 1,000 foot point that sticks out of the side of the Ellenville Mountain just a quarter mile north of the "other" Ellenville launch site The launch site area is about 10 acres and now has a 16 by 25 foot ramp facing WNW and because of the shape of the 'knob' we will soon have launches facing NNE, and going all the way around to West." Greg also owns the landing area where he has a flight park and training hill. The LZ is only seven acres but is surrounded by about 50 acres of fields. "The whole piece we bought is 88 acres with a building site that houses the trailer known locally as "the house thermal." The trailer is about 600 feet up the side of the Mountain and can be reached from the flight park by way of the rail trail that actually borders the flight park. This trailer will be used by the local hang gliding/paragliding club, called "NASA" as its club house. Dues to fly and be a member are $60 per year. Black further reports, "We now have all permits and approvals to erect our new 40 by 75 foot building with showers, toilets, and a 75 foot porch for getting out of the sun and rain. A large pond has been dug next to the new camp area as well. FMI: mtnwings@catskill.net or call (845) 647-3377. Aircotec distributor Achim Hagemann now has the XC Trainer in stock. Using the Top Navigator software (with free future updates), Achim reports, "The instrument has created quite a buzz in Europe because of its size, weight, and performance. It is the smallest and newest GPS flight instrument design on the market." An interesting and convenient feature involves a battery that can be recharged like a cell phone using current from 110-240 volts. "No extra charger is required," says Hagemann. For 2004, he says the glide calculator is new, as is final glide calculator, auto switching from map mode to thermaling mode, and adjustable vario sensitivity, metric/English measurement switch, and a special intro price of $799. Look over the English language manual at aircotec.net. FMI: aircotec@yahoo.com Interested in some other fun reading? You might enjoy a humorous -- but genuine -- comparison of an F-15D Tomcat and a Wills Wing AT 125 paraglider by Stuart Broce, who flies both. You can't get much further apart on the aviation spectrum. Go to http://www.flyaboveall.com/willswing_grumman.htm for the story. So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to Dan@ByDanJohnson.com. THANKS!
Published in Hang Gliding Magazine

ST. PAUL, MINN. — Wow! Feel the chill! Am I nuts, talking about chill in August? Even in my home state of Minnesota (just south of the Arctic), it’s summer and steamy with mosquitoes the size of B-52s. However, the year-round conditions on top of Mount Everest never get steamy| except maybe when a powered ultralight trike puts on an airshow for hardy mountain climbers who made it to the world’s highest peak. This news was first reported at the end of May by AvWeb.com, an Internet-only aviation news outlet (bold emphasis is mine). Headline: “MICROLIGHT CONQUERS EVEREST — So, what would you do if the turbo-intercooled Rotax 914 engine powering your Pegasus Quantum trike, flying under a Pegasus XL wing, was so hard to start that it flattened two batteries before finally catching? Perhaps they were mildly hypoxic, but Angelo D’Arrigo and Richard Meredith-Hardy chose to fly that engine (typically capable of 115 hp) over the world’s highest mountain — towing a hang glider (a rigid-wing ATOS 2 from Icaro 2000) for good measure.

Product Lines – June 2004

By Dan Johnson || Leave a Comment (Edit)

CENTRAL FLORIDA-- At the start of the big Sun 'n Fun airshow, I had the pleasure to fly John Dunham's American Tug built for him by ultralight producer, M Squared of Alabama. This design resembles the popular Quicksilver ultralights that evolved from the original hang glider of the late 1970s. Beefed up for the hard duty that is aero towing, the M Squared entry is a robust ultralight that should be capable of steady operation as a tractor of the air. American Tug is a single-place aircraft employing a 32-foot span, high-lift, slow-flying, single-surface, strut-braced wing. While Dragonfly has been the lone fixed-wing tug in the USA, flight parks and clubs now have another choice. And, importantly, the American Tug -- as opposed to the "Australian tug," John says -- costs substantially less. A basic Rotax 582-powered tug should sell for about $20,000 says John. The American Tug I flew, with a custom-configured 680 cc Rotax engine rated at 100 hp, demonstrated an acceptable climb rate while towing plus excellent low speed controllability. Stall in the American Tug is very slow, with a tow speed range of 25 to 40 mph, depending on the individual tow requirement. John is able to tow hang gliders at speeds below 30 mph or up into the 30s for blade wings, rigid wings, or ultralight sailplanes like the Steve Arndt's Magic Dragon. Though he's still refining the aircraft for production that should start in a few more weeks, John's American Tug appears ready to start duty at flight parks. Additional hardware added aft of the tail now spreads the tow forces vertically much like the Dragonfly. And, since it is a tricycle-gear aircraft, some experienced tow pilots see an advantage over the taildragger Dragonfly in the event the towed hang glider pilot rises too high on takeoff. The nosewheel on the American Tug can wheelbarrow without digging in. John was working at Wallaby Ranch after Sun 'n Fun, learning the right techniques and being receptive to feedback from pilots and other tug pilots. He also performed at Quest and planned to visit the Florida Ridge towpark in the south of the state. An experienced aviation businessman, Dunham is doing this right, in my opinion, collecting information and making changes as needed to perfectly suit the American Tug to the marketplace. It's been too long since I towed, but that changed with a nice evening flight behind the American Tug. We climbed easily at over 600 fpm, a rate John was also able to achieve with a tandem load behind. I experimented with various tow positions behind the American Tug. The new tug is not particular about position, proving the V-bridle system John and M Squared devised. Putting the tugs wings, rather than wheels, on the horizon appeared to be the optimal position for best climb and overall controllability. FMI: 987-6545-3210 (cell, while John travels). Having mentioned the Magic Dragon above, let me tell you a little more about this rare ultralight sailplane. Even with its custom-designed ballistic parachute, the Magic Dragon qualifies as a legitimate Part 103 ultralight vehicle just like any solo hang glider or paraglider. Empty weight is 179 pounds; the 155 pounds allowed under Part 103 plus a 24-pound allowance for the emergency airframe 'chute. However, Magic Dragon is in a performance class all of its own. Arndt reports glide is an impressive 27:1. Sink rate, perhaps an even more important determinant of soaring performance is a rather amazing 97 fpm calculated, though Steve says actual practice is about 115 fpm "circling sink rate." On a day when flex wings and rigids got periodically flushed by light, sporadic lift, Steve managed a 4-hour flight and traveled 30 miles north to Quest and still returned to Wallaby before evening calm shut down the thermals. Arndt has logged over 480 hours in his special Magic Dragon. Steve is aware of four or five other Carbon Dragons, but believe none of the others are currently airworthy. He'd like more pilots to tackle the few-hundred-hour build job as the design shows great promise. FMI: hanglyder@comcast.net. EAA's world-class museum in Oshkosh WI, is visited by folks all over the world (especially during AirVenture, the organization's huge airshow event. Just opened on May 15th was a new section of the museum called KidVenture (a spinoff of the AirVenture show). This gallery in the museum will have several hands-on flying simulators, including hot air balloon, helicopter, radio control model, and| surprise, a hang glider. The latter caught me off guard as I didn't think EAA had any real interest in hang gliding nor any expertise to offer. The system they are building uses three large screen TV arrayed in an arc in front of a pristine Delta Wing 6 single surface glider with a swing seat (much easier for visitors to get in and out). An inverted joystick controller about the pilot receives input from the weight shifting and reflects this on the screens. A similar system, albeit with a prone harness, was seen at the Ontario, California Air Sports Expo. The effect of flight was uncanny, at least once you started focusing on those three big TVs and not on the folks walking around. EAA's museum manager, Adam Smith, should be congratulated for making hang gliding a part of this new permanent gallery for kids interested in aviation. In closing, I am extremely happy (and relieved) to announce that my long-in-development Web site is finally live. Hang glider and paraglider pilots may be most interested in the Hang Gliding section (click the button tab). While I'm asking you to pay a small fee to read pilot reports -- to cover some of the cost of building the Web site and making it available 24x7 -- you are welcome to read previous "Product Lines" columns free of charge; even the basic free registration is not required. At launch, the site offers all columns from January, 2000 to the present (with a 90-day waiting period to assure HG&PG is never scooped by this archival Web site). Though I've made you wait far too long, I hope you'll come visit. Those interested in trikes or other powered ultralights will find many pilot reports I Published in Hang Gliding Magazineseveral magazines. Membership is only $29 -- you then get over a dozen pilot reports for free -- or you can register for free and just pay for the articles you want. Membership earns a lower price per pilot report and allows access to several other unique features of the site. Please have a look at www.ByDanJohnson.com So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to Dan@ByDanJohnson.com. THANKS!
Published in Hang Gliding Magazine

CENTRAL FLORIDA– At the start of the big Sun ‘n Fun airshow, I had the pleasure to fly John Dunham’s American Tug built for him by ultralight producer, M Squared of Alabama. This design resembles the popular Quicksilver ultralights that evolved from the original hang glider of the late 1970s. Beefed up for the hard duty that is aero towing, the M Squared entry is a robust ultralight that should be capable of steady operation as a tractor of the air. American Tug is a single-place aircraft employing a 32-foot span, high-lift, slow-flying, single-surface, strut-braced wing. While Dragonfly has been the lone fixed-wing tug in the USA, flight parks and clubs now have another choice. And, importantly, the American Tug — as opposed to the “Australian tug,” John says — costs substantially less. A basic Rotax 582-powered tug should sell for about $20,000 says John. The American Tug I flew, with a custom-configured 680 cc Rotax engine rated at 100 hp, demonstrated an acceptable climb rate while towing plus excellent low speed controllability.

Product Lines – May 2004

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ST. PAUL, MINN. -- Time is growing short! Perhaps by the time you read this, FAA may have issued their new rule called Sport Pilot/Light-Sport Aircraft (SP/LSA). Why should you care? Well, perhaps you don't. If you fly solo in your hang glider or paraglider and are not towed aloft by a tug of some kind, you may continue to operate under F.A.R. Part 103 as blissfully as ever. However, if you're one of the many who enjoy aerotow launches, you may be impacted by this rule. The good news is| the trio of Jayne Depanfilis, Mike Meier, and Bill Bryden have been pursuing actions on the new rule and have the matter quite well in hand. The issues of two-place flying have been addressed and face few obstacles. Aerotowing, however, is less certain. Operations such as Lookout Mountain Flight Park have been fighting local battles with adversaries who brought FAA into the picture. Solving this problem may take more time to resolve. Fortunately, at least in a somewhat longer term, good news also exists. I recently had a conversation with Bill Bryden on this subject. Bill has been front and center, with Jayne and Mike, in negotiations with key FAA people and the ASTM standards-writing process that is at the heart of the aircraft side of the new rule. (Sport Pilot refers to pilot licensing which is being handled solely by FAA. Light-Sport Aircraft certification is being handled by a group of industry leaders under FAA's watchful eye. ASTM is the organizing body helping industry create "consensus standards" for certifying aircraft of many kinds -- fixed wing aircraft, weight shift, powered parachutes, sailplane-type gliders, lighter-than-air craft, and gyroplanes.) Bryden addressed concerns that towing is in jeopardy. Facts on the matter take two directions. Effort has stalled on a plan hatched with key FAA person Sue Gardener to issue an altered exemption to allow aircraft like the Dragonfly to keep flying. USHGA's current exemption for aerotowing specifies only a Part 103 ultralight, that is, one which weighs no more than 254 pounds empty. That, regretfully, does not include the Dragonfly. However, while that effort has slipped into unknown territory, the long term view is encouraging. Though SP/LSA was originally released as an NPRM with towing specifically excluded, discussions and plenty of public comment brought about change in FAA's thinking. Therefore, ASTM groups writing standards for fixed wing aircraft and trikes added tow equipment standards. (The chair of the fixed wing group is Tom Peghiny, a longtime hang glider enthusiast whose company makes a tow-capable ultralight.) Pilots of tugs will have to show a Private License -- the Sport Pilot license does not allow towing -- but this should not sharply limit the number of powerjocks who can fly these machines. So, except for a delay during release and full implementation of the rule, aerotowing does not look threatened, though this spring and summer may have some challenges. After resigning from BRS parachutes late last year, I started doing marketing on an independent basis. My newest client is EAA -- the folks who put on that giant airshow in Oshkosh, Wisconsin -- and this may bring some benefits for the USHGA and hang gliding and paragliding. EAA, with 170,000 members and therefore some serious clout in Washington DC, might be tapped to assist USHGA with regulatory issues. In fact, USHGA's Executive Director, Jayne Depanfilis, and Regional Director, Bill Bryden, have frequent contact with this leader of recreational aviation. And now that I'm in EAA offices every other week, I may be able to further tighten that relationship. In the meantime, I've discovered other connections to hang gliding and paragliding. Paul Hamilton, the hang gliding/paragliding video production czar, has convinced the EAA to carry a selection of his tapes or DVDs. While he still offers plenty of HG or PG videos, Paul has branched out into other aircraft. After doing so he says, "It took me two years to finally get EAA to handle my products." EAA has a large merchandise operation so Paul's sales should increase. He adds, "We just released the www.sport-pilot-training.com web site to help pilots get going." But while Paul's Adventure Productions company has entered the powered aircraft arena, he remains a free flight enthusiast. Here's how he ended a recent note: "Keep up the pressure on the manufacturers for nanotrikes, and get USHGA to support soaring trikes with wheels!" Soaring will include such vehicles in the future, I think, and Paul will be ready for them, too. FMI: dial (775) 747-0175 or visit www.pilot-resources.com Speaking of towing, work continues on Alan Chuculate's Paratug, the powered aircraft he's building to aerotow paragliders. Alan wrote in mid-March to say, "We're running behind schedule as you probably guessed." Alan's essential talent, Floyd Fronius, "has been delayed fabricating our custom light trike because his music career has been blossoming with both local gigs and in the recording studio. The construction has been steady but slow and we currently project completion later this month." Despite the tunes emanating from Floyd, Chuculate expects to be flight testing in April. He promises, "I'll keep you posted on the status of our flight testing." Although Paratug progress is temporarily slowed, a revised wing has been evaluated for handing changes with a 550-pound load plus it's been used for tandem hang gliding with experienced pilots and novices. In the noisier end of Paratug's development, Alan writes, "We've abandoned the small engine approach." While testing with a loaner trike powered by a Kawasaki 340 cc, Chuculate's team found only marginal improvements when he tried different propellers. So he purchased an MZ 202 engine that puts out 60 horsepower. Floyd started building a custom trike in March to accommodate the bigger engine and prop. Alan's only real competition for the Paratug is Bobby Bailey's Biplane Dragonfly. Chuculate once hoped to meet the 254-pound weight limit to comply as an Part 103 ultralight but that idea appears to be melting away with the switch to the more powerful engine. The irony is that Paratug's delayed development may dovetail nicely with the SP/LSA rule announcement mentioned at the start of this column. If so, keeping the weight down may not be the imperative it was at earlier stages of development. So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to News@ByDanJohnson.com or CumulusMan@aol.com. THANKS!
Published in EAA Today Magazine

ST. PAUL, MINN. — Time is growing short! Perhaps by the time you read this, FAA may have issued their new rule called Sport Pilot/Light-Sport Aircraft (SP/LSA). Why should you care? Well, perhaps you don’t. If you fly solo in your hang glider or paraglider and are not towed aloft by a tug of some kind, you may continue to operate under F.A.R. Part 103 as blissfully as ever. However, if you’re one of the many who enjoy aerotow launches, you may be impacted by this rule. The good news is| the trio of Jayne Depanfilis, Mike Meier, and Bill Bryden have been pursuing actions on the new rule and have the matter quite well in hand. The issues of two-place flying have been addressed and face few obstacles. Aerotowing, however, is less certain. Operations such as Lookout Mountain Flight Park have been fighting local battles with adversaries who brought FAA into the picture.

Product Lines – April 2004

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St. Paul, Minn. -- You'll probably be amazed to hear that Wallaby Ranch and Quest have merged. Yes, unbelievably, the two rivals flight parks signed an agreement to become as one. This stunning development comes just after Wills Wing purchased Moyes "for a song" crooned WW president, Rob Kells. "It seemed like a good idea at the time," he added. How much more shocking news can you withstand? Well, in keeping with a few fun items elsewhere in this magazine, the above is pure April Fools fiction. I'll leave more inventive humor to others and return to what this column does best. Amid all the excitement, I completely forgot to blow my own horn| Yup, with the February 2004 issue, "Product Lines" finished 25 years of continuous publishing. In all that time, the column never missed an issue. As I am working to post all these columns on my long-in-development Web site, someday you'll be able to scan through a lot of hang gliding history presented in a familiar format. Thanks to many of you who have written to say you truly enjoy "Product Lines," often making it one of the first things you read (most folks say they "go to the back of the book" after reviewing the cover and centerfold). But, enough about me| The flight park billing itself as the "country's oldest" was near a sale as this issue went to press. On February 17th, founder Brad Kushner reported that he and a buyer "reached an agreement on the sale of Raven Sky Sports, Inc. and all associated property." Brad indicated that the intention was to reopen Raven on a target date of April 1st. (This is not an April Fools joke.) However, the contract for sale was not completed as this issue went to press and it is not certain that the sale will take place. I have spoken to Brad and the prospective buyer and both expressed a positive attitude about the sale going forward. Each of them sent announcements by email to a number of interested parties. However, even slightly after the deadline for this issue, it could not be fully determined if Raven Sky Sports will be open for the 2004 season. Regardless, Brad wished to express special thanks to Terry Kramer and John Gamble, who worked behind the scenes as liaisons between the prospective buyer and seller. Those who want an update may contact Brad at (262) 473-8800 or 903-8800 or Brad@hanggliding.com Even while Raven is currently closed for the winter, plans are underway. "We still plan to hold the Seventh Annual Betty Pfeiffer Safety & Parachute Clinic," Brad said with only a couple weeks to go. It was scheduled for the March 13-14 weekend. On a related note, Betty, owner of High Energy Sports, made a couple of Midwestern trips. She and I spoke before the Illinois Ultralight Safety Seminar which attracted over 400 participants. It's powered ultralight stuff but Betty's knowledge is valuable to both groups. The ultralight folks heard her speak on the subject of weather. One final note on this arrangement. It turns out Raven will probably change names. An ultralight company, run by a lawyer, has warned Brad that they own the name SkySports and he should cease using it. Brad and his attorney think they might win the battle but legal fees make fighting it a losing proposition. Ironically, the other outfit originally bought the name from SkySports hang gliders. The Connecticut company behind the Kestrel among other gliders, at one time with Tom Peghiny as its teen-aged designer, sold the brand to previous owners of the ultralight company. SkySports is a mail-order operation that no longer does any business with hang glider pilots. Nonetheless, a name change is imminent and you could be the one who renames it. Brad said that a pilot supplying the name the flight park will use in the future could win a prize. Hopefully, I'll have more on Raven Sky Sports next month. Another new development involves a powered product leading to a hang glider product. Ken Brown of Moyes America writes, "After the introduction of the Bug 2 Suprone Motor Harness, a number of pilots expressed an interest in a non-motorized soaring harness." You get what you ask for in this case as Ken adds, "We now offer the Supine Flyer." The new harness is based on the powered unit design and incorporates weight displacement of the pilot for prone-rigged gliders. "The Supine Flyer has all the comfort and stability of the Bug 2 for those that want to foot launch or tow up with a Suprone harness," reports Brown. According to developer FlyLight, the Bug 2 powered harness has evolved from the original DoodleBug to provide even better touring and soaring performance. FlyLight reports, "Stowage volume has been significantly increased to easily accommodate the essential camping gear for real bivouac flying while the frontal area has been reduced for improved aerodynamics and soaring ability." Bug 2 sells for $5,895 including electric start, prop brake and other accessories. FMI: sportwings@aol.com or (530) 888-8622. Still on suprone flying, I wish to report, somewhat late, that famed British hang glider pilot, Colin Lark, succumbed to cancer last fall. While the UK copes with the loss of a former "living legend," his name came to me as he had been promoting a suprone harness before his demise. This harness style had a renaissance back in the 1980s but faded then as it had before. Now, however, as hang glider pilots age, add power, and consider rigs like Michael Riggs' Pod Racer, the suprone concept may be getting a new burnish. The idea of sit-down flying was pooh-poohed by many pilots who prefer the lean aerodynamics of superman-style prone posture. Indeed, the overwhelming majority of pilots fly this way - at least if you fail to count our paragliding brothers who fly seated. The Supine Flyer from Ken Brown's shop and other projects indicate this posture has not died along with Mr. Lark. Still on sit-down flying, Alan Chuculate's SlowTow project continues. Alan, you may recall from previous "Product Lines" columns, is developing a special trike tug purposed with aerotowing of paragliders. While this has been done before, the concept needed further development and Chuculate jumped into the fray. Next month, I'll have a further update on his efforts. So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to News@ByDanJohnson.com or CumulusMan@aol.com. THANKS!
Published in Hang Gliding Magazine

St. Paul, Minn. — You’ll probably be amazed to hear that Wallaby Ranch and Quest have merged. Yes, unbelievably, the two rivals flight parks signed an agreement to become as one. This stunning development comes just after Wills Wing purchased Moyes “for a song” crooned WW president, Rob Kells. “It seemed like a good idea at the time,” he added. How much more shocking news can you withstand? Well, in keeping with a few fun items elsewhere in this magazine, the above is pure April Fools fiction. I’ll leave more inventive humor to others and return to what this column does best. Amid all the excitement, I completely forgot to blow my own horn| Yup, with the February 2004 issue, “Product Lines” finished 25 years of continuous publishing. In all that time, the column never missed an issue. As I am working to post all these columns on my long-in-development Web site, someday you’ll be able to scan through a lot of hang gliding history presented in a familiar format.

Product Lines – March 2004

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ST. PAUL, MINN. -- As I write this up here in the southern tundra, the wind howls and the snow flies and the joy of hang gliding or paragliding seems quite distant. Soon enough, though, the thaw will occur and life takes on a friendlier look that invites soaring flight. While huddled inside, I heard from Gerry Charlebois who told me the temperatures in his native state of Hawaii: high of 86° and low of 72°. His invitation to come fly Kauai sounds mighty inviting this time of year. The real reason Gerry wrote was to report how his DVD production, Extreme Kauai, is doing. His commercial venture is a means of interesting non-flying folks in what the rest of us enjoy. Gerry wrote, "It has been 11 months since [Extreme Kauai's] release and four months since the main distributor for Hawaii picked it up. It is now in 280 stores statewide, including Walmart, Kmart, Costco, and Borders." His DVD may well be the first flying-based production to go mainstream. Gerry continues, "When I walk into my local Walmart and see a five foot tall rack filled with DVDs of Extreme Kauai and people gathered around the TV playing it on a loop, it is good feeling." I'm sure this warms his heart given the time, energy, and plenty of money that went into producing it. He thinks, "This should expose many non-pilots to the beauty of our sport." It has also helped Gerry gain some recognition. "During a Christmas shopping trip," he writes, "I joined a group watching the TV, to listen in on comments. A shopper looked at me and exclaimed to the other shoppers, 'Hey, this is the guy that made this film. He was in the start of it!' The fellow grabbed a copy and wanted an autograph! It led to a bunch of folks asking to have their copy signed. The rack of DVDs got emptied. It was pretty funny." Gerry may be high from that experience but he remains realistic, saying, "Now that I am famous I noticed I can get a free cup of coffee if I have a dollar!" Again, I congratulate Gerry on his production and hope that much more than a free cup of coffee is offered to him. Along with others doing good work to popularize the sport we love, Charlebois is making an impact. FMI: birds@birdsinparadise.com Attending the Copperstate airshow in Arizona, I met a fellow named Mo Sheldon who is involved with powered paragliding (PPG). Mo was exhibiting at the airshow and had one of the nicest PPG trike carriages I've seen. I've taken a few lessons on paragliders and find them enjoyable. I've never tried PPGs because a take-off run with the equivalent of a passion-crazed gorilla clamped to my back never thrilled me. I found flying and landing paragliders seems among the easiest of any aircraft type. But the launch procedures need to be done right and doing so with a power unit seems seems inadvisable given my aging legs that have been known to stumble. I wouldn't want such a misstep to come right before the moment of lift off. However, a trike carriage with wheels to allow a rolling launch caught my interest. Under the clever business name AirParaMo, Sheldon sells Fly Products from Italy. That company specializes in PPGs, though they also make a light trike for hang gliders, called the Trike Delta. As evidence of their attention to light weights, the hang glider carriage reportedly tips the scales at an impressive 53 pounds. AirParaMo didn't have one of these but did have a Flash trike. The wheeled chassis by itself weighs a modest 26 pounds. The power unit used for foot-launched flight can be quickly pinned to the Flash trike and, presto!, wheels for those not so sure of running launches. Since Flash can also be set up for two occupants, it can be a training tool as well. You can run or roll if you have a power unit sufficient to lift you and trike chassis (plus a second person if you plan to conduct training). Mo demonstrated a quick attachment of unmodified power unit to the carriage. Then, even in the heat of the Arizona desert, the rolling Flash took under 150 feet to leave the ground with Mo flying solo. Landing is skill-dependent, but should take half of a take-off roll. Run by Enrico Vignini, a former instructor of 3,000 students, Fly Products started in the early 1990s when paragliders began adding engines. In addition to the power packages, the trikes for both HGs and PGs, plus all sorts of accessories, Fly Products sells their own line of Voyager wings. You may want to check with AirParaMo and see if they have something you'd like. FMI: info@Airparamo.com or 602-692-7995. Finally from AOPA's ePilot of 12/21/03, here's an interesting bit of 100th Anniversary of Flight news from an organization you wouldn't normally find talking about gliders. AOPA, the Aircraft Owners & Pilots Association, is a 400,000+ member group (largest in the world) that serves folks who fly around in Cessnas, Pipers, and so on. Their news nearly always includes regulatory issues affecting their membership (yeah, I know, a real yawner). But with the headline, "Glider Club Declares Day of Mourning," the AOPA eNews editors got my attention. Here's what they say -- and unlike much of their news, this should warm the hearts of hang glider and paraglider pilots: "The Adrian Soaring Club in Michigan observed a day of mourning on the anniversary of powered flight. To them it was the day that Orville and Wilbur gave up gliding. The club planned to make as many glider flights as possible and even invited club members who also own those noisy newfangled contraptions to the event. 'We invited glider pilots everywhere to join us in reminding the public the Wright brothers did a masterful job right up until that tiny little faux pas on December 17, 1903,' according to the club." So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to News@ByDanJohnson.com or CumulusMan@aol.com. THANKS!
Published in Hang Gliding Magazine

ST. PAUL, MINN. — As I write this up here in the southern tundra, the wind howls and the snow flies and the joy of hang gliding or paragliding seems quite distant. Soon enough, though, the thaw will occur and life takes on a friendlier look that invites soaring flight. While huddled inside, I heard from Gerry Charlebois who told me the temperatures in his native state of Hawaii: high of 86° and low of 72°. His invitation to come fly Kauai sounds mighty inviting this time of year. The real reason Gerry wrote was to report how his DVD production, Extreme Kauai, is doing. His commercial venture is a means of interesting non-flying folks in what the rest of us enjoy. Gerry wrote, “It has been 11 months since [Extreme Kauai’s] release and four months since the main distributor for Hawaii picked it up. It is now in 280 stores statewide, including Walmart, Kmart, Costco, and Borders.” His DVD may well be the first flying-based production to go mainstream.

Product Lines January, 2005

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ST. PAUL, MINN. -- Happy New Year, all! Jon Szarek wrote to say, "I noticed that you lead off Product Lines [in October 2004 with] a bit about the release of the Sport 2 135. We have been looking for a medium to (low) high performance glider for my wife Toni for the last two years. She only weighs 105 pounds and is 5'4" so our options were severely limited." Jon and Toni looked at the Eagle, Ultra Sport 135, the small Sting (118 sq. ft.), and the LaMouette Topless 121 sq. ft. "Simply put, there just wasn't a good glider for her to transition from her Falcon," Jon continued. Rob Kells and Steve Pearson kept telling them to be patient because 'something' would be coming. "When Rob came out for Demo Days at the beginning of September Toni had a chance to demo," says Jon. "She towed up and spent two hours and 45 minutes darting all over the sky above Morningside. She was ecstatic upon landing. Handling is good -- though she takes 10 pounds of ballast when the wind is over 7-10 mph -- and foot launching is easy with the 60-inch downtubes." Wills is no doubt smiling, as they should be. I've also heard good comments about Pura Vida Flying ("Pura Vida" means "Pure Life"). The DVD flick stars top pilots Bo Hagewood, Kari Castle, and Chris Muller and features original music. Marketed under their business name Lone Palm Motion Pictures, all creative efforts were handled by GW Meadows and his wife, Jan. In the production you travel to Costa Rica for three weeks of hang gliding, paragliding, kitesurfing, and other adventures. You can see a trailer of the movie on the JustFly.com Website. Enjoy! Many years ago the rule in the American Baseball League was that that Yankees would win and everybody else would fight it out for second place. The hang gliding analogy of late is that Manfred Ruhmer would win and everybody else would do his or her best to beat him -- or at least learn from him. Well, aspiring contest winners, 2005 may be your year. The undisputed champion contest flyer is taking a year off'to teach. He's enjoying the experience of teaching folks that which comes so naturally to him after 16 years of the comp circuit. Talk About a Long Glide' This official report makes for good aviation reading and speaks to the value of being able operate a glider -- even if it is a huge and heavy one. The pilots of an Air Transat Airbus A330 glided to a landing in the Azores after responding incorrectly to a fuel leak over the Atlantic Ocean, according to the official report released recently. The pilots, reacting to what they thought was a fuel imbalance, fed fuel into the leak, and soon succeeded in inadvertently pumping all their fuel overboard, far from land. The report said the pilots acted from memory rather than utilizing a checklist, so they never saw a "Caution" note in the Fuel Imbalance checklist that might have caused them to consider that the real problem was not an imbalance but a fuel leak. But they saved the airplane... The investigators said that Captain Robert Pich's skill in conducting the subsequent engines-out dead-stick landing saved the lives of the 306 passengers and crew on board. The glide began at 18,000 feet, lasted 19 minutes, and traversed 65 nautical miles. Bet they were glad to see that airfield! As EAA is my client these days, I keep an eye open for organization news of interest to the soaring crowd. A new "Tribute to Ultralight Pioneers" exhibit in the EAA AirVenture Museum highlights the three decades-old ultralight movement. The exhibit will feature eight ultralights from the EAA collection, including a Kiceniuk Icarus V from 1973 and Larry Mauro's Solar Riser (a solar-cell-powered Easy Riser biwing hang glider) along with a series of pioneering powered ultralights. EAA's world-class museum will feature expanded information at visitors' fingertips via an interactive touch screen display. If you can't go to Oshkosh, Wisconsin, the on-screen presentation will be made available on the "virtual museum" at www.airventuremuseum.org. In parting'Bill Bennett continued to attract news after his death in a trike accident in October. No less a journal than the New York Times carried a readable story by Douglas Martin. You can see the entire article at -- www.nytimes.com/2004/11/17/sports/othersports/17bennett.html?oref=login&oref=login (Registration but no payment is needed). 'an excerpt follows. "William Edward Norman Bennett was born in Korumburra, Australia, on Sept. 26, 1931. He served in the Australian Royal Navy as a machinist, and afterward continued to pursue activities related to water, in particular water-skiing. He was ranked eighth in the world in barefoot water-skiing in the 1960s." "Even then, the path to hang gliding was being established. First, Francis Rogallo, working with his wife, Gertrude, developed a 'flexible kite' for NASA to use for spacecraft reentering the atmosphere." "John Dickenson, an Australian electronics technician, saw a picture of the Rogallo invention in a magazine, and used it as the basis for making the first human-carrying gliders in 1963, according to the Smithsonian. Mr. Bennett and his friend Bill Moyes, friends of Mr. Dickenson through water-skiing, took up the sport; Mr. Moyes began making and selling hang gliders in Australia, Mr. Bennett in California." A worthy written tribute, but personally, I'm still bummed that Bill couldn't make the Moyes Boyes Reunion at Wallaby near the end of October. Bill would've been in his glory, telling tall tales and flashing his trademark grin after a joke. So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to Dan@ByDanJohnson.com. THANKS!
Published in Hang Gliding Magazine

ST. PAUL, MINN. — Happy New Year, all! Jon Szarek wrote to say, “I noticed that you lead off Product Lines [in October 2004 with] a bit about the release of the Sport 2 135. We have been looking for a medium to (low) high performance glider for my wife Toni for the last two years. She only weighs 105 pounds and is 5’4″ so our options were severely limited.” Jon and Toni looked at the Eagle, Ultra Sport 135, the small Sting (118 sq. ft.), and the LaMouette Topless 121 sq. ft. “Simply put, there just wasn’t a good glider for her to transition from her Falcon,” Jon continued. Rob Kells and Steve Pearson kept telling them to be patient because ‘something’ would be coming. “When Rob came out for Demo Days at the beginning of September Toni had a chance to demo,” says Jon. “She towed up and spent two hours and 45 minutes darting all over the sky above Morningside.

Lookout Mountain Flight Park

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Seen from above the 22-acre landing zone, LMFP's facilities include training, rentals and overnight lodging.

Visitors from all over the world sign up for lessons and buy flying gear.

After classroom instruction and before a first solo flight, someone will assist with the all-important hang check--to make sure the glider and pilot are attached.

The excitement of launching into soaring conditions from high atop a ridge is a primary goal of hang glider training at LMFP.

The "bunny hill" training slope gets a workout on a typical day at LMFP .

Lookout Mountain Flight Park sits atop the gaggle. No one questions it anymore. Lookout Mountain Flight Park-known as LMFP-is the country's most active hang glider school and hang glider enterprise. A million-dollar-a-year business that defies the notion that you can't make money in sport aviation, LMFP has survived and prospered for more than 20 years. In rankings of American schools maintained by the national USHGA club, Lookout Mountain Flight Park consistently ranks as the number one issuer of ratings to beginning pilots. Several other schools aren't far behind (Wallaby Ranch in Florida and Kitty Hawk Kites in North Carolina), but nobody questions the supremacy of LMFP. Lookout Mountain is also one of the most popular sport aviation destinations in the world. Pilots from around the world arrive at the Georgia site near Chattanooga, Tennessee, because the flying is so good and the weather so accommodating. Chattanooga is about as far south as you can go in the eastern U.S. and find tall mountains. Ridges run tens of miles and face directly into the prevailing wind-a bonanza for soaring enthusiasts. Thousands of pilots have made their first significant cross-country flights from LMFP, completing the 25-mile down-and-back ridge run from the launch site to the end of Lookout Mountain overlooking downtown Chattanooga. If the wind favors the site, as it often does, the ocean of air rising up one side of the mountain creates a "baby's ladder" of upward flowing lift. Basic soaring skills are all one needs to achieve cross-country flight. Lots of pilots come from afar, but the heart of LMFP's business is the student traffic. Everyone at the flight school understands the importance of new students. Plenty To Do Here Lookout Mountain Flight Park sits atop the Look Mountain ridge that many tourists know well. If you drive from anywhere up north in the eastern half of the country en route to Florida, odds are high that you drive through Chattanooga. The area is said to be within a day's drive of half the American population. On a good day, from the I-24 freeway in the valley, you can see up to 100 gliders soaring back and forth in the ridge lift. What you can't see from the expressway is the landing, area and this is also an impressive development. Once the business was all located on the top of the mountain at the launch point, but now a sprawling rural development has erupted in the landing zone. The LZ itself has tripled in size since the site opened in the mid *'70s, providing a 2500-foot runway for ultralights and acres of grassy fields for hang glider pilots to touch down. Because this is where hang glider pilots end their flying for the day, the LZ has become the gathering point for recreational aviators with grins on their faces after a stunning day of soaring. Many pilots linger and spend the night. Between the units built by Lookout Mountain Flight Park and those of a neighbor business, The Landing, nearly 100 sleeping locations are available, ranging from 22 pull-through RV sites with full hookups, to a bunk house that can sleep nearly 40, to private bungalows able of holding one to several pilots (depending on how friendly they want to be). The Landing is based on the northern perimeter of the LZ at Lookout Mountain Flight Park while LMFP's own housing units sit toward the south end. Each organization has a large community room where non-flyers or pilots whose day has ended can sip a cool one with friends. If your family isn't into flying, they may still enjoy the trip to Tennessee and Georgia. One can find hiking trails (nearby Cloudland Canyon State Park is particularly beautiful), horseback riding, rock climbing and world-renowned mountain biking trails. You can also be a regular tourist and ride The Incline Railway, visit Rock City, Ruby Falls, the Aquarium, or the IMAX Theater in Chattanooga. But Flying Is the Magic. Progressing through training at LMFP, a student can expect to fly off the mountain with an instructor. It is common for a student to start the week on the "bunny hill" and graduate to the mountain at the end of week. You won't be an expert, but you can continue to learn in the high-thrill way of flying that is hang gliding. You can sample ultralight flying, tow a hang glider behind a special ultralight tug (with or without an instructor), fly a special soaring trike, or rack up hours of unpowered air time in terrific soaring conditions that prevail regularly. You can buy all forms of flight gear, speak to fellow pilots, ask questions of locals or visiting experts (who frequent the site in droves), and generally have more fun than you thought was legal in these modern times. Lookout Mountain Flight Park is certainly a special place and the proprietor, genial Matt Taber, welcomes you once or again and again. I've spent weeks of my life at LMFP and I recommend it. To contact Lookout Mountain Flight Park, try these methods: 7201 Scenic Hwy. --- Rising Fawn, GA   30738 --- USA --- Phone: 706-398-3541 --- Fax: 706-398-2906 --- E-mail: fly@hanglide.com
Published in Kitplanes Magazine

Lookout Mountain Flight Park sits atop the gaggle. No one questions it anymore. Lookout Mountain Flight Park-known as LMFP-is the country’s most active hang glider school and hang glider enterprise. A million-dollar-a-year business that defies the notion that you can’t make money in sport aviation, LMFP has survived and prospered for more than 20 years. In rankings of American schools maintained by the national USHGA club, Lookout Mountain Flight Park consistently ranks as the number one issuer of ratings to beginning pilots. Several other schools aren’t far behind (Wallaby Ranch in Florida and Kitty Hawk Kites in North Carolina), but nobody questions the supremacy of LMFP. Lookout Mountain is also one of the most popular sport aviation destinations in the world. Pilots from around the world arrive at the Georgia site near Chattanooga, Tennessee, because the flying is so good and the weather so accommodating. Chattanooga is about as far south as you can go in the eastern U.S.

New Cumulus Ultralight Motorglider

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After a six-year wait the New Cumulus Ultralight Motorglider took to the air thanks to Ultralight Soaring Aviation owner Dave Ekstrom. The original Cumulus required some redesign work that Ekstrom and team accomplished and tested. Now, orders are building and shipments have started. Previous kit owners are getting changed materials that should allow them to get airborne and new owners are starting work on kits. Email Dave at: ekstrom@midwest.net

After a six-year wait the New Cumulus Ultralight Motorglider took to the air thanks to Ultralight Soaring Aviation owner Dave Ekstrom. The original Cumulus required some redesign work that Ekstrom and team accomplished and tested. Now, orders are building and shipments have started. Previous kit owners are getting changed materials that should allow them to get airborne and new owners are starting work on kits. Email Dave at: ekstrom@midwest.net

FAA Administrator flies Quicksilver

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Last summer the FAA Adminstrator flew the open-cockpit Quicksilver Sport II. At EAA AirVenture Oshkosh 2004, FAA Administrator, Marion Blakey flew with instructor Ken Snyder to feel the Wisconsin breeze on her knees. Kudos to her for "daring" to fly in this machine; she was offered enclosed cockpit aircraft, but selected the Quicksilver herself. After she flew in it, I was able to convince two other FAA big shots to fly in the same machine. Look for my review of the charming little Sprint I in Ultralight Flying! magazine's 2/05 issue.

Last summer the FAA Adminstrator flew the open-cockpit Quicksilver Sport II. At EAA AirVenture Oshkosh 2004, FAA Administrator, Marion Blakey flew with instructor Ken Snyder to feel the Wisconsin breeze on her knees. Kudos to her for “daring” to fly in this machine; she was offered enclosed cockpit aircraft, but selected the Quicksilver herself. After she flew in it, I was able to convince two other FAA big shots to fly in the same machine. Look for my review of the charming little Sprint I in Ultralight Flying! magazine’s 2/05 issue.

Hang Glider over Mt. Everest

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A hang glider over Mt. Everest is an amazing accomplishment as recognized by many mainstream magazine articles. You can read my account of this feat in two magazines: the 11/04 Kitplanes and the 2/05 Hang Gliding & Paragliding magazine published by the U.S. Hang Gliding Association (both will be posted here later). As this one example shows, the views are stunning; the articles are full of excellent shots. Hang glider pilot Angelo d'Arrigo was towed by trike pilot Richard Meredith Hardy in one of 2004's genuinely "big" flights

A hang glider over Mt. Everest is an amazing accomplishment as recognized by many mainstream magazine articles. You can read my account of this feat in two magazines: the 11/04 Kitplanes and the 2/05 Hang Gliding & Paragliding magazine published by the U.S. Hang Gliding Association (both will be posted here later). As this one example shows, the views are stunning; the articles are full of excellent shots. Hang glider pilot Angelo d’Arrigo was towed by trike pilot Richard Meredith Hardy in one of 2004’s genuinely “big” flights

RANS of Kansas

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RANS of Kansas will offer this S-6ES Coyote as a factory-built, ready-to-fly ultralight. If you've ever seen a RANS factory airplane at airshows, you know they do some superb finish work that anyone would be proud to own. Earlier, some observers didn't think RANS was going to participate in SP/LSA, perhaps because they spent a lot of effort pursuing an underpromoted Primary Aircraft category certification with their S-7C Courier. But now we know...RANS boss Randy Schlitter is too business-savvy to miss out on the new rule. I'll bet supplies will be limited so you may wish to contact them soon.

RANS of Kansas will offer this S-6ES Coyote as a factory-built, ready-to-fly ultralight. If you’ve ever seen a RANS factory airplane at airshows, you know they do some superb finish work that anyone would be proud to own. Earlier, some observers didn’t think RANS was going to participate in SP/LSA, perhaps because they spent a lot of effort pursuing an underpromoted Primary Aircraft category certification with their S-7C Courier. But now we know…RANS boss Randy Schlitter is too business-savvy to miss out on the new rule. I’ll bet supplies will be limited so you may wish to contact them soon.

A-I-R’s ATOS VX

By Dan Johnson || Leave a Comment (Edit)

By any measure AIR's ATOS VX is a stunning work of art. The 46-foot span hang glider or nanolight-trike wing is a truly beautiful construction that shows the artistic and engineering prowess of designer Felix Ruhle and his A-I-R company of Germany. I flew this "rigid wing" glider in Florida before the Sebring U.S. Sport Aviation Expo last October. My first flight was a tandem with Felix and then I soloed this big wing built for two-place "tandem" operations. Look for an article in the 4/05 issue of Kitplanes magazine.

By any measure AIR’s ATOS VX is a stunning work of art. The 46-foot span hang glider or nanolight-trike wing is a truly beautiful construction that shows the artistic and engineering prowess of designer Felix Ruhle and his A-I-R company of Germany. I flew this “rigid wing” glider in Florida before the Sebring U.S. Sport Aviation Expo last October. My first flight was a tandem with Felix and then I soloed this big wing built for two-place “tandem” operations. Look for an article in the 4/05 issue of Kitplanes magazine.

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