ByDanJohnson.com

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!

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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!

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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!

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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!

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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!

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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!

Compress Post ...

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 24×7 — 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!

Compress Post ...

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!

Compress Post ...

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!

Compress Post ...

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!

Compress Post ...

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!

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