Oz Report

May 23, 2017, 7:51:31 EST -0400

Cloud Nine For Sale

Downsizing

Facebook|scooter tow|Tracy Tillman

Dr. Tracy Tillman, CFI/AGI, A&P/IA and Dr. Lisa Colletti, CFI/AGI, A&P <<Cloud9SA>> write:

We decided about a month ago that we were going to retire from hang gliding and downsize accordingly. We have placed our home, hangar, and airfield at Cloud 9 West Airport up for sale, and plan to build a new, smaller home at our Cloud 9 East Airport, just a mile east of Cloud 9 West.

Concurrently, we are offering our hang gliding equipment for sale, including turbo tugs, tandem gliders, training gliders, scooter tow system, carts, and other associated equipment. In particular, with the Midwest comp coming up next week, we thought that some pilots or tow operators may be especially interested in our launch carts, for sale at $500 each. We have sold some carts, but still have eight left.

We have some of these items posted for sale on our Cloud 9 For Sale Facebook page, and will be posting many more items for sale on that page. Anyone interested in purchasing any of these items can call us at 517-223-8683 or email us at <cloud9sa>.

We had a blast teaching hang gliding and towing over the past 20 years, and we are especially happy that our focus on safety and thorough training paid off, with no fatalities or serious injuries occurring here over that 20 year period. We simply approached hang gliding safety and training like any other form of aviation should be approached.

Speaking of other forms of aviation, we have purchased a corporate hangar at a nearby public airport, as a base for our GA flight school and airshow military aircraft. On the avionics side, we are dealers of ADS-B equipment, and plan to do installs, too. With the ADS-B 2020 deadline approaching, we will stay plenty busy.

We truly appreciate all the good friends we made and great times we had in hang gliding.

March 23, 2016, 8:47:07 EST -0400

Excess equipment sale

Cloud Nine also needs to offload scooter towing and more

Dragonfly|Facebook|Risk Retention Group|scooter tow|Tracy Tillman

Dr. Tracy Tillman, <Cloud9SA> writes:

We have a complete scooter tow system for sale, including six gliders, training harnesses, etc. $15000. It includes everything needed to start a scooter tow business/school. We also have a Dragonfly tug engine for sale. See our Cloud 9 For Sale Facebook page at: https://www.facebook.com/Cloud-9-For-Sale-1555704544720675/?ref=hl.

We are just selling the scooter tow system. We have used it in the past to teach foot launch/foot landing, but it really isn't any better for that than the small hill we have on the property. And with this new RRG/PASA insurance system, we will need to pay incremental insurance to insure the scooter tow system if we are planning to use it. We don't use it enough to justify the incremental cost of the insurance, so we are going to sell it. We're like the other major aerotow operations, and don't find scooter towing all that helpful.

With respect to the 912S for sale, we have gone to using exclusively to using 914's (and makes maintenance easier when both tugs are configured in the same way), and we have this 912S that we aren't using, so we are selling that as well.

Wheels for aluminum aero base tube

If you don't have a carbon fiber control bar

(Cloud 9, Iosco, MI, USA)

Quest Air|Tracy Tillman|Wills Wing

http://ozreport.com/9.187#2

Dr. Tracy Tillman <<Cloud9SA>> writes:

I am uncomfortable about the use of carbon fiber base tubes with wheels, so do not produce wheels for that application.

My Wills Wing "Real Wheel" conversion is available:

1. Send your WW brackets to me. (I don't keep those in stock.) http://willswing.com/Accessories/wheels_main.asp

2. I will do the machining modifications and mount the Real Wheels for $85.

3. Mirrored moon-cap hubcaps are available for $15.

4. Cost does not include s/h.

Address: Cloud 9 Sport Aviation
11088 West Coon Lake Road
Webberville, MI
48892

These comparable wheels are available from Quest Air for $100:

Discuss "Wheels for aluminum aero base tube" at the Oz Report forum   link»

FAA light trike exemption

For those with very light tugs

30.267694,-97.745104,+213+W+5^th+St+Austin,+TX+78701

Tracy Tillman

Dr. Tracy Tillman sends the news that the FAA has just approved our exemption for lightweight tugs.

Discuss "FAA light trike exemption" at the Oz Report forum   link»

Results from the USHPA BOD meeting

Changes (some) in the BOD

(Jockey Ridge State Park, OB, North Carolina, USA)

Bill Bolosky|Dave Broyles|Dennis Pagen|Jamie Shelden|Rich Hass|Rod Clark|Tracy Tillman|USHPA

Rich Hass <<richhass>>, USHPA PResident, writes:

Jamie Shelden was elected as a Director-at-Large. Ken Grubbs will join the executive committee as the newly-elected vice president. I'm super-happy about both results. Two excellent people.

Ken was elected vice president. As such, he replaced Dave Wills as vice president. Dave Wills resigned from his position as a regional director and vice president a few days before the meeting.

Steve Rodrigues was elected by the board to serve out the remainder of Dave Wills term as a regional director in Region 2. He will also chair the Operations and Bylaws Committee.

Dave Broyles, Bill Bolosky, Dick Heckman and Dennis Pagen were all reelected as directors at-large. Jamie, of course, is the other Director-at-Large. Jamie takes the spot vacated by Rod Clark (who didn't show at the meeting).

Greg Gillam is the new chair of Membership and Development (replacing Rod Clark). Tracy Tillman replaces Lisa as chair of Towing. I'm looking for someone to chair the Awards Committee, as Brad Hall is not running for reelection and he isn't interested in continuing as chair. Safety and Training remains under Dave Broyles.

Oh, goody.

Discuss "Results from the USHPA BOD meeting" at the Oz Report forum   link»

Request for Proposals for Solo-Only Aerotow Hang Gliding Instruction

Reverse the recent USHPA rule requiring two tandem hang gliding aerotow flights before going solo in your hang glider on tow?

(Cloud 9, Iosco, MI, USA)

Rich Hass|sailplane|Tracy Tillman|USHPA

Tracy Tillman <<Cloud9SA>> writes:

I have asked that the issue of solo-only hang gliding aerotow instruction be placed on the Towing Committee agenda at the upcoming USHPA Board of Directors meeting, being held on March 4-5. To help the committee and board have a better understanding of the issue, I am asking for practical and logical feedback from the towing community that I can present at the meeting. Ideally, it would be better for anyone with expertise regarding this issue to attend the meeting in person--otherwise, I will try to collect and present this information to the Towing Committee for you.

I am asking qualified individuals who teach hang gliding aerotowing skills by solo-only hang glider flights to contact me and give me some specific information that the committee can use to make a logical decision and proposal to the board regarding solo-only aerotow hang gliding instruction. The committee needs to look at curriculum, teaching techniques, and skills taught by solo-only aerotow hang gliding instruction as well as the minimum rating and experience that an aerotow student must/should have before beginning instructional solo-only aerotow hang gliding flight, such as whether the student already has a surface tow rating. I have already received a proposal from an instructor who requires a Surface Tow rating and significant experience before beginning solo aerotow hang gliding instruction. I hope to get more information and proposals from other solo-only aerotow instructors before our upcoming meeting. To help make the information that I am collecting more organized and effective, and more understandable by the Towing Committee and the Board, I have developed a simple Solo-Only Aerotow Hang Gliding Instruction proposal form that you can fill out and send back to me. Alternatively, you are most welcome to send it to someone else who will be attending the Towing Committee meeting.

To review, the SOP's were changed last year to require two tandem hang gliding flights as part of the AT special skill sign-off, followed by three solo hang gliding flights. The old regs just required five solo fights. The fundamental reason for this change is because we now tow hang gliders under FAA Part 91 towing regs, which require FAA registered tugs with FAA airworthiness certificates flown by FAA licensed pilots who must have FAA tow pilot endorsements. Aerotowing of hang gliders and sailplanes are both governed by these regs, and the instructional approaches used for teaching aerotowing of sailplanes and hang gliders are very similar. The committee simply proposed a change last year that would more align the aerotowing elements required for demonstration of proficiency for getting the AT-rating to that of getting a sailplane (glider) license, as a way to protect aerotowing operators, aerotow students, and our ability to aerotow hang gliders, in general. There is now much more likelihood that an aerotow hang gliding accident will be investigated by the FAA and NTSB, and more likelihood that those governmental agencies--as well as prosecutors of a lawsuit--may now press for evidence of a similar quality of aerotow-skills instruction between that of sailplanes and hang gliders.

The Towing Committee was of the opinion that virtually all aerotowing instruction in the US was done via tandem hang gliding flights, and was not well-aware of solo-only aerotow operations who would be adversely affected by this change. One fault in the organizational structure and decision-making process of USHPA is that there is and has not been a formal means of feedback before changes to USHPA regs are enacted. The mechanism has been such that committees discuss issues, make proposals to the board, and the board approves, changes, or denies those proposed changes. There has not been a mechanism for presentation of proposed changes to the membership before enactment of those changes. Thus, when the changes to the towing regs were made last year, the Towing Committee had to rely on the expertise and knowledge of the Regional Directors on the Board to provide feedback and let the Towing Committee and Board know if there were problems with the change or if anyone in there Region would be negatively affected. That is the basic process on how all changes have been made in the past by the USHPA Board, through representation of specialties on committees followed by representation of regional membership by Directors. That is why it is important for both committee members and Directors to be knowledgeable and caring. I believe that Rich Hass (our new Fearless Leader) is working on creating a mechanism for members to provide feedback before proposed changes to regs become effective.

If you are concerned about this issue, have expertise, and want to provide usable information to the Towing Committee on this issue, please call me at 248.921.0092 for further information about how to submit a proposal for solo-only aerotow instruction.

Discuss "Request for Proposals for Solo-Only Aerotow Hang Gliding Instruction" at the Oz Report forum   link»

Re-register your tug

The government needs to keep updating its records

(Cloud 9, Iosco, MI, USA)

Dragonfly|PG|record|Tracy Tillman

Tracy Tillman <<Cloud9SA>> writes:

The FAA is going to cancel the aircraft registration of all non-ultralight tugs (and other aircraft) in the US, and require re-registration. There is a sequenced process for this over the next few years, which is starting to happen now for owners who are in the first group. The FAA is supposed to contact aircraft owners to initiate the process--but don't count on that. It is the owner's responsibility to re-register during the specified time frame for your group. This is a big deal, and could have dire consequences for those who do not re-register on time--especially for owners of E-LSA tugs, like the Dragonfly. Please read about the details of the re-registration process for tugs in our "Towline" article in the February 2011 issue of Hang Gliding/Paragliding magazine.

The FAA estimates that nearly one-third of all aircraft registration records are inaccurate, and they have no idea how many of the 300,000 to 400,000 aircraft currently in the registry actually exist anymore. Of course, the existence of all these inaccurate records has ramifications for Homeland Security.

Discuss "Re-register your tug" at the Oz Report forum   link»

USHPA Executive Director Search continues

Down to four candidates. Do you have questions you would like to be asked?

(USHPA headquarters)

Tracy Tillman|USHPA

Tracy Tillman <<Cloud9SA>> writes:

I recently presented evaluation data and summative thoughts from the Search Committee about our candidates to the Executive Committee (EC) at their monthly conference call meeting, held on Monday, Nov. 15. Fundamentally, the Search Committee's work is done and the EC is now going to take over, as the EC (not the Search Committee) is responsible for the hiring decision on behalf of the entire Board of Directors.

At this point, one of the five final candidates has dropped out. The EC is making arrangements for conducting face-to-face interviews with the other candidates after the Thanksgiving holiday, with the goal of making a hiring decision before the end of the year. The prospect of moving our headquarters has made the hiring situation much more complicated.

I will join the EC for the face-to-face interviews. We have plenty of questions to ask, but we are open to ideas. As before, I would be happy to receive questions from members of our flying community that could be used for the face-to-face interviews. Suggestions for interview questions should be sent to me at <<DrTTUSHPA>>.

Discuss "USHPA Executive Director Search continues" at the Oz Report forum   link»

Five Hang Gliding or Paragliding Candidates left for USHPA ED position

Lisa Tate and ... are the internal candidates

(300+Northeast+Franklin+Avenue,+Bend,+OR+97701)

Lisa Tate|PG|Rich Hass|Steve Kroop|Tracy Tillman|USHPA

Tracy Tillman writes:

Update on our USHPA Executive Director search.

An edited version of this letter has been posted on USHPA.aero web site at: https://www.ushpa.aero/member_executivedirector.asp

Oct. 26, 2010

Dr. Tracy Tillman
USHPA Board Member Director, Regions 7 & 13
Chair, USHPA Executive Director Search/Hiring Committee

To our hang gliding and paragliding community:

I am the Chair of our USHPA Executive Director Search/Hiring Committee. As such, I am responsible for oversight of the process, selection of the search committee members, and keeping the process (a) fair, ethical, and legal; (b) within the parameters of our Articles of Incorporation and Standard Operating Procedures; and (c) as transparent as possible while assuring the privacy and confidentiality of our applicants. Of course, our goal is to find and hire a great Executive Director.

Our Fall 2010 USHPA Board of Directors meeting took place Oct. 22-23 in Bend, Oregon, just after the due date for all ED job applications to be submitted to us. I was scheduled to hold both an open session and closed session at the meeting to generally describe our process to everyone, and to more specifically inform the Board on the status of our search.

To start the open session, I described my qualifications, including: (a) my recruiting and hiring experience in the early and late1980s for two Japanese transplant start-up facilities here in the US, involving about 80,000 total job applications; (b) my teaching, research, and consulting business related to recruiting, evaluation, and hiring since the 1990s; and (c) my participation on search committees for faculty, deans, and higher administrators during my university teaching career.

I was also a member of our previous USHPA ED Search Committee in 2007, when an external consultant was used. I felt that it was important for the Board members and others to know my background, since I am currently doing the job that was performed by an external consultant last time. I asked if anyone had any concerns about my being chair of the committee. Unfortunately, no one came forward with concerns, so I am still chair of the committee.

I also listed the names of the other members of the Search Committee, who are all USHPA Board members, including Felipe Amunategui, Rich Hass (our new USHPA President), Matt Taber, and Steve Kroop. I also asked if anyone had any concerns about the make-up of the committee. No concerns were brought forward.

Next, I pointed out where our Articles of Incorporation and SOPs state that it is the Board's responsibility to hire an Executive Director. I also presented a chronological list of our past USHPA Presidents and Executive Directors, and we discussed how our ED's have been hired in the past. Our process is not well-delineated in our SOPs. Because of that, it has not always involved a wide-scale search, and has not always been transparent to the membership and Board-to the point that some Board members didn't even know that the Board was supposed to be kept thoroughly informed and involved in the process. Naturally, past history has caused suspicion of the process among some of our USHPA members and Board members. I am trying very hard to fix that.

Although the USHPA was formed in 1974, the organization did not have an Executive Director until 1987. We have seen five ED's come and go in the last 27 years, which is an average tenure of 4.6 years. This is about average for ED's nationally at non-profit organizations. Of course, we all know that hang glider and paraglider pilots are better than average-so, we are putting more emphasis in this search to find an ED with hang glider and/or paraglider experience, and thus have intimate understanding of the sport and passion for the job.

Our ED job ad is based on our official ED job description. In open session at our BOD meeting, I described how the job was posted to the flying community via direct communiqué to our USHPA members, the USHPA magazine, our web site, and the Oz Report. We also posted the job in seven other ED job-related venues, mostly online. We received 60 applications, 5 of which were late, and 8 who are HG and/or PG pilots.

Next, in open session, I described how our search committee performed (1) an initial screening of the applicants so as to place them into a top (most-qualified) group for further evaluation, a middle (stand-by) group, and a bottom (not qualified) group. I then described the next step of (2) a more thorough evaluation of the top group along with a few highest ranked candidates in the stand-by group, to more accurately identify our most highly qualified candidates for participation in (3) a telephone interview. After telephone interviews, we will then (4) meet face-to-face for final interviews and (5) make a recommendation for hire to the Board, via the Executive Committee. Essentially, it is a five-step process.

For the first two stages of evaluation, the search committee looked primarily at the most fundamentally important qualities of the applicants that we could glean from their cover letters and resumes--such as their backgrounds in flying, education, organizational leadership, and budget leadership. Along with overall judgment, structured rating forms were used for objective quantification of evaluations, and to provide a cross-check on inter-rater reliability to assure some consistency and validity of our evaluations.

The telephone and face-to-face interviews will allow us to review their basic strengths, and to learn more about other qualities such as their understanding of business and non-profit organizations, communication skills, presentation skills, interpersonal and leadership skills, personnel management skills, understanding of USHPA issues, etc. Again, we will be using structured rating forms and taking notes on other important factors.

Since the Board, according to our Articles of Incorporation and SOPs, is supposed be responsible for hiring an ED, and thus should be kept informed and involved, we held a closed session of voting Board members to present the names of all applicants and finalists, and to describe more specifically how and why the finalists were selected by the search committee. USHPA employees were also invited to attend this closed session, as they are bound to confidentiality, as are our Board members. We wanted USHPA employees to participate, so that they could also be informed and involved in a discussion about any past perceived problems in the ED/BOD relationship--and IF there are or were problems--how that relationship could be improved.

At the end of the closed session, the Board endorsed our process to date, our selection of finalists, our plan for telephone and face-to-face interviews, and the plan for final recommendation to the Executive Committee.

The question has been asked, if we want the process to be as open as possible, why don't we post the applicants' resumes on our USHPA web site? First of all, posting 55-60 resumes is too many.

Then, the question is, how about posting the resumes of the finalists on the web site? Whether 5 or 60 resumes, we just can't do that. Resumes hold confidential information that must be kept private for the benefit of the applicant. Resumes provide name, address, telephone, email, and other information that many applicants would not want to be shared with the public. Resumes also contain confidential information about past employment, which needs to be listed on the resume to show experience and qualifications to help get the job, but could be problematic if known by the public. For example, certain organizations may not want it known by the public that a former employee worked for them in a certain capacity and may know certain proprietary information held by the organization. This could be work related to design and engineering, military, national security, etc.

The next question is, how about posting bio sketches of the finalists so that the flying community can know who we've got as finalists? The committee considered doing that, but decided against it. We felt that posting of bios and publicly identifying candidates at this time might make some candidates feel unfairly uncomfortable. It is a very common practice in universities--so as to keep the university community informed, help prevent shenanigans, and to show overall success in the search process. But it is not so common in business, perhaps because there is usually/inherently more job security for professionals at a university than at a typical business organization.

Unfortunately, I could not provide any information to our flying community or public regarding the status of our search until it was endorsed by the Board at our recent meeting, and following that, officially contact all applicants who were not selected as finalists. It would be rather rude and unprofessional for them to hear about it otherwise, through the grapevine. I have since contacted all applicants who did not make the cut, so now I can share some information to you about our finalists.

Per my responsibilities as listed in the opening paragraph of this letter, and explanation provided above, the most information that I can share about our finalists at this point is that we have five. They are all advanced hang gliding and/or paragliding pilots, and all are USHPA members. We have three external candidates and two internal candidates--meaning the two internal candidates have USHPA organizational experience at the national level. They are all very highly qualified and all have extensive non profit organization/business as well as hang gliding or paragliding experience.

We are very lucky to have such highly qualified candidates interested in the ED position. Our committee is going to be very thorough in our final selection process, and make sure that we get the best of the best. If there are any issues, questions, or topics that you think we should address in our candidate interviews, please send them to me at <DrTTUSHPA>.

Discuss "Five Hang Gliding or Paragliding Candidates left for USHPA ED position" at the Oz Report forum   link»

Job Search

Want to be the next USHPA executive director?

(USHPA headquarters)

Tracy Tillman|USHPA

Tracy Tillman sends:

The position of Executive Director (ED) of the USHPA has become available. We thank Paul Montville for his past service as ED, and wish him well in his future endeavors. We are now actively seeking applicants to fill the position. The USHPA Board of Directors has established a Search Committee to identify, screen, and interview candidates, and ultimately to make a recommendation for hire to the Board.

We encourage and welcome your help in this process. The official job announcement and job description are posted on the USHPA web site at www.ushpa.aero . Please share this information with anyone who you think may be qualified and interested in this position. The position of ED is extremely important for our organization, and we must fill this position as soon as possible.

Applicants should submit their resume, cover letter, and salary expectation online to: <DrTTUSHPA> or mail to: Dr. Tracy Tillman, USHPA ED Search Committee Chair, 11088 W. Coon Lake Rd., Webberville, MI 48892. NO PHONE CALLS PLEASE. Application materials must be received by October 15, 2010.

Discuss "Job Search" at the Oz Report forum   link»

USHPA Fall 2010 BOD meeting

The schedule

(300+Northwest+Franklin+Avenue,+Bend,+OR+97701)

Bill Bolosky|Dave Broyles|David Glover|Dean Funk|Foundation for Free Flight|Leo Bynum|Lisa Tate|Mike Haley|Paul Voight|Rich Hass|Rod Clark|Tracy Tillman|USHPA

Bill Bolosky|Dave Broyles|David Glover|Dean Funk|Foundation for Free Flight|Jon James|Leo Bynum|Lisa Tate|Mike Haley|Paul Voight|Rich Hass|Rod Clark|Tracy Tillman|USHPA

Thursday, October 21, 2010

8:00 -12:00 EC Meeting
9:00-12:00 Ad Hoc ED Hiring Committee Meeting (Tracy Tillman)
1:30- 5:30 Director Training (All Directors)

6:00-9:00 Ice Breaker Reception –
McMenamins- Rambler Room-700 N.W. Bond Street 541-330-8567
http://www.mcmenamins.com/537-old-st-francis-school-event-spaces

Friday, October 22, 2010

8:30- 9:45 Committee Meetings

Site Committee Jon James
Elections Mark Forbes
Membership & Development Leo Bynum/ Rod Clark

10:00 -11:30 Committee Meetings

National Coordinating Dick Heckman
Safety and Training Dave Broyles & Dave Wills
Chapter Support Dean Funk
Towing Committee Felipe Amunategui

1:00 -2:45 Committee Meetings

Publications Urs Kellenberger
Insurance / Finance Committee Mark Forbes / Rich Hass
Awards Brad Hall
Tandem Committee Paul Voight

3:00 -5:00 Competition Committee Mike Haley

5:00 – 6:00 Bylaws Dave Wills

Saturday, October 23, 2010

8:30-12:00 General Session

Call to order (Lisa Tate)
Roll Call (Rich Hass)
Approval of minutes (Lisa Tate)
Executive Committee Report (Rich Hass)
President’s Report (Lisa Tate)
Treasurers Report (Mark Forbes)
Old Business

Strategic Planning Group Report (Riss Estes / Lisa Tate)

Report by the Foundation for Free Flight (Bill Bolosky)

Committee Reports:

Site Committee (Jon James)
Elections (Mark Forbes)
Membership & Development (Leo Bynum)
National Coordinating (Dick Heckman)
Safety and Training (Dave Broyles & Dave Wills)
Chapter Support (Dean funk)
Awards (Brad Hall)

1:30-2:45 General Session

Committee Reports:
Publications (Urs Kellenberger)
Insurance (Mark Forbes)
Finance (Rich Hass)
Towing Committee (Felipe Amunategui)
Tandem Committee (Paul Voight)
Competition Committee (Mike Haley)
Bylaws (Dave Wills)

3:00- 6:00 General Session

Location of Fall 2011 BOD Meeting (Lisa Tate to present proposals received)

New Business

1. Torrey Pines Funding Request (Brad Hall)
2. Proposal to eliminate or reduce funding to the Foundation For Free Flight (David Glover)

Elections
Directors At Large
Corporate Officers
Adjourn

Discuss "USHPA Fall 2010 BOD meeting" at the Oz Report forum   link»

Looking for a new USHPA Executive Director

Or thinking about the whole process and reason for having someone in place there at the USHPA office

(USHPA headquarters)

PG|Tracy Tillman|USHPA

Tracy Tillman is heading up the search committee for a new Executive Director (and he was a member of the previous search committee that chose Paul Montville, from all those who applied). He is open to productive ideas about how to go about the process and what kind of candidate you would like to see. He can be reached at <Cloud9SA>. He is looking for someone who cares about our sports and has a good work ethic. A background in hang gliding and paragliding would be a plus.

I have sent my thoughts to Tracy.

I wonder why the USHPA has such a hard time with Executive Directors, or is its experience unusual?

Discuss "Looking for a new USHPA Executive Director" at the Oz Report forum   link»

Aeros Alatus (AL 12)

Launching at Cloud Nine

(Cloud 9, Iosco, MI, USA)

Aeros Alatus|Dragonfly|sailplane|Tracy Tillman|video

http://www.aeros.com.ua/structure/al/al12_en.php

James Gibson <<gibson.gds>> writes:

A video showing Tracy Tillman and Lisa Colletti towing their Alatus ultralight sailplane behind their Dragonfly into the skies above the Cloud 9 Field-West on 06.21.2010. The glider fits in quite well with all of the other soaring aircraft at their club field.

http://www.youtube.com/watch?v=c11QXGqYg_0

Discuss "Aeros Alatus (AL 12)" at the Oz Report forum   link»

JUST FLY! Fun Comp Series

At Cloud 9

(Cloud 9, Iosco, MI, USA)

Tracy Tillman|weather

Tracy Tillman, President, Dragon Fly Soaring Club, Michigan writes:

New Website and JUST FLY! Fun Comp Series at Cloud 9:

The Dragon Fly Soaring Club (aka Draachen Fliegen Soaring Club) has a new web site, at http://dfscinc.org.  Info about our JUST FLY! Fun comp series is available on the Competition Pilots page of our web site, at http://www.dfscinc.org/fly-with-us/competition-pilots. Our JUST FLY! Fun comps will be held on the second weekend of each month, throughout our flying season.

It is our own format, offering multiple challenges and opportunities for all aerotow pilots, novice through expert. The entry fee is just $5 per flight (in addition to normal tow fees), and 100% of all entry fees collected will be returned as prize money to the winners! Our next JUST FLY! Comp weekend is June 11-13, Friday-Sun. Big fun, low hassle. Flexible format to accommodate weather. Can participate 1, 2, or 3 days, best three flights count. All are welcome! (Please call or email us to let us know you are coming.)

Discuss "JUST FLY! Fun Comp Series" at the Oz Report forum   link»

Disc brakes for tug pilots

With the big motors, you need some substantial braking power

(Quest Air, Groveland, Florida, USA)

Dragonfly|Quest Air|Russell "Russ" Brown|Tracy Tillman

Tracy Tillman wrote:

While you are at Quest, I think that you could do a wonderful service to the Dragonfly tug owner population by asking Russell Brown, if you could take some pictures of the hydraulic brakes and hand brake lever set-up on his Dragonfly and ask him what components he used.

The standard drum brakes hardly work at all for more powerful tugs. The system could also be used on other types of tugs.

Here are those pictures:

Tim Collard <<Tim.Collard>> wrote back to say:

Here is the information on the disc brake setup/wheel package I installed on Russ’s silver bullet tug and also on our own tug.

The brake package was purchased from Tracy O’brian. They are the C-90 Hydraulic disc brakes. He provides everything you need to do this, the lazer cut plates, tubing, fittings etc. I had to weld his back plate to the Dragonfly axel. I also like his tri-star wheels which are 30% stronger than the normally provided wheels. These wheels have the pins installed that interact with the disc. He can also provide pin plates for stock Dragonfly wheels. In Colorado we use trailer tires instead of ultralight tires. All this is heavier, but very strong and sustainable. Great for rough fields and bad landings and no more flats.

Http://www.tracyobrien.com/

I purchased the master cylinder from Hegar Manufacturing. Tracy O’Brian also sells this master cylinder/bicycle brake handle set up, but is offering it in a 5/8" diameter cylinder. I would recommend the 3/4” diameter master as manufactured by Hegar. This bicycle brake handle/master cylinder is designed to mount on a 1” diameter control stick. I machined a bushing to install on the stock square Dragonfly throttle lever. To finish the installation I machined 2 black nylon cylinder which I screwed through the top on the bicycle brake handle to hook your fingers onto while braking.

Http://hegar4.com/zc/index.php?main_page=index&cPath=95

The brakes are very effective, reliable and work well especially on the heavier 914 tugs.

USHPA Governance, part 2

One on one

Dave Broyles|David Glover|Dennis Pagen|Leo Bynum|Lisa Tate|Mike Haley|Paul Voight|Rich Hass|Rob Sporrer|Steve Kroop|Tracy Tillman|USHPA|USHPA Governance

I raised the question in the last article on this subject, how can the USHPA BOD expect us to communicate intelligently with our regional directors if we are kept in the dark about what the BOD is considering? I pointed to the fact that the BOD (in the form of all BOD members who are also members of the competition committee) are currently voting on proposals regarding USHPA Competition Sanctioning, but the affected parties, competition pilots, meet organizers, and just regular USHPA members, have no awareness that this is even happening (unless they read about it here in the Oz Report).

I remember something about a well educated population being necessary for the proper functioning of a democracy. I assume that the issues being discussed and voted on have previously been of great interest to the affected parties as they have petitioned the USHPA regarding competition issues and made perfectly clear that they have concerns in this area. So why do they continue to be kept in the dark?

So how about if each Oz Report reader who would like the USHPA BOD to make their emails to each other open to the USHPA members ask their regional directors to share/forward the emails that they receive available to the requesting members of their region? Each regional director would keep a forward email address list and when they received an email addressed to the BOD list, they would forward it to the list? Quick and easy.

If you think that this is a good idea, how about if you email your regional director and ask them to do this and to make this the policy of the BOD? Here are their addresses:

The USHPA BOD might even think of a simpler way to do this, carry out its "secret" business out in the open on a forum in the Members Only section of the USHPA web site.

Am I crazy to ask that the BOD seriously consider such options?

Discuss "USHPA Governance, part 2" at the Oz Report forum   link»

PORN and FART Party at Cloud 9

Repack your chute

(Cloud 9, Iosco, MI, USA)

Bob "Skydog" Grant|Tracy Tillman|video

Tracy Tillman writes:

Our Draachen Fliegen Soaring Club will be offering individualized parachute Familiarization And Re-pack Training (F.A.R.T.) sessions to pilots in our club house at Cloud 9 Field on this upcoming Saturday, Jan. 30. Parachute Opening and Re-Packing Notes (P.O.R.N.) will be provided.

It's been cold and dark for months now here in Michigan. We are getting a little stir-crazy and need to have some fun in addition to just packing chutes. It's Lisa Colletti's birthday, so we are making this a pot-luck birthday and FART party. We will start at 2PM, and go until whenever.

There is no charge for the FART sessions and PORN. However, being a FART party, please bring a fart-o-genic dish to pass (beans, burritos, very dark beer, etc.). No smoking.

We do have a ping pong table in the club house. See http://www.youtube.com/watch?v=e9Jx9hq3_1E

Discuss "PORN and FART Party at Cloud 9" at the Oz Report forum   link»

Indoor Aerotowing

Small payloads

(Frankfurter+Buchmesse)

Tracy Tillman|video

Tracy Tillman, Draachen Fliegen Soaring Club, Michigan sends:

http://www.youtube.com/watch?v=ldC7FQiUJ6s

Discuss "Indoor Aerotowing" at the Oz Report forum   link»

Response to the email from Lisa Tate, USHPA President

Lisa has sent out an email to all USHPA members

(USHPA headquarters, Colorado Springs, CO, USA)

CIVL|Dave Broyles|Dennis Pagen|Foundation for Free Flight|Gregg "Kim" Ludwig|Leo Bynum|Lisa Tate|Mike Haley|Ollie Gregory|Paul Voight|PG|Rich Hass|Rob Sporrer|Steve Kroop|Tracy Tillman|USHPA|World Pilot Ranking Scheme

You may have recently received an email from Lisa Tate, USHPA President, regarding proposed changes to the USHPA Competition Program. Lisa states that the Competition Workgroup has recently made some changes to their original proposal. We applaud this change: the separation of the Race-To-Goal type meets from other types of events/competitions. We want to preserve and enhance the existing competition program, not damage it with ill considered changes.

We ask the USHPA BOD to reject the proposed sanctioning and accreditation process found in the Competition Workgroup proposal and instead implement the proposals found here. We ask you to ask your Regional Director (either by email or phoning) to vote with us in rejecting the CWG proposal if it in any way impinges on the Race-To-Goal competition program. Their phone numbers and email addresses can be found below.

Lisa has asked pilots to respond to their Regional Directors regarding a number of concerns that the CWG and the BOD are mulling over. We have provided our answers to those questions below. We ask you to consider our answers, make up your own mind and send in your answers to your Regional Director, along with our request above. Here are their questions along with our answers:

Section 1 – National Championships and Mentoring (Pros/Cons delivered to board week of 9/14):

(1) Should National Champions be crowned based on performance in a single event, as in years past, or by means of a series, as was tested in 2009?

Steve Kroop has proposed a Cross Country National Champion chosen from the results of "open distance" type competitions. As well as a Race to Goal National Champion chosen from pilots competing in race to goal type competitions. Two separate tracks (although pilots would be free to fly in either or both kinds of competitions).

I have proposed that the CWG proposal be edited to create this very cross country type competition system. You can find that proposal here: http://ozreport.com/docs/...rkingDraftfirstcopy.pdf. Redline version here: http://ozreport.com/docs/...aftfirstcopyredline.pdf.

I also proposed that the Race to Goal National Champion be the pilot with the highest total NTSS score from two meets out of the five race to goal meets sanctioned by the USHA in a given year (that number can vary). So you don't have to go to all five meets to be the National Champion, two will do, just do well in them. The math to do this is already in our NTSS ranking system.

I also propose that you can do the same thing or something similar with the Cross Country National Championship. Just make sure that your co-ordinate the scoring systems across competitions.

(2) Should National Championship competition events be given 100% “pre-meet” validity?

No, see above. The National Race-To-Goal Champion should be chosen as above from all the Race-To-Goal sanctioned meets.

(3) Is the Meet Director apprentice program contemplated by the 2009 draft
competition and events manual appropriate?

No. This program is poorly thought out and not funded (for the mentor). If the USHPA is willing to fund this (not just expenses of the mentee) paying the meet organizer/meet director(s) to do the mentoring, then this would be a step in the right direction (otherwise competition pilots will be asked to pay for this).

(4) What is the best way to foster mentoring and at which meets should mentoring be required, if any?

Follow the Ollie Gregory proposal for replicating Team Challenge type events. Provide financial support to Meet Organizers for Sport Class and for mentors for the Sport Class Pilots.

Section 2 – Foreign Competitions and Competitors (Pros/Cons to board week of 9/27):

(1) How should the attendance of foreign pilots affect the pre-meet validity of US meets?

Yes. Here is my proposal (originated by the paraglider pilots):

1. Foreign pilots are welcome and allowed in USHPA Sanctioned competitions.

Pilots ranked 1^st - 100^th: 45 points
Pilots ranked 101^st - 200^th: 30 points
Pilots ranked 201^st - 300^th: 20 points
Pilots ranked 301^st - 400^th: 15 points
Pilots ranked 401^st - 500^th: 10 points
Pilots ranked 501^st - 600^th: 5 points

(2) The draft presented to the board last Fall contemplated reducing the number of foreign events a US pilot can count in calculating their NTSS score from 2 down to 1. Should the US system be changed in some way so this doesn’t happen, and how?

The Race-To-Goal foreign competition provisions should be left untouched.

(3) Should all foreign events have FAI certification for them to be considered for use in NTSS?

Don't care, either way. Almost all hang gliding competitions outside the US are CIVL sanctioned.

(4) The draft competition manual contemplates levying a surcharge on competition participants at high level events, which moneys would go into a USHPA fund to pay for the travel expenses of world teams. Is this appropriate?

No, it is not.

If our goal is to have more competitions and more attendance, why are we discouraging attendance by taxing it? Isn't the complaint that the meets already costs too much, and that pilots want to go to competitions like the King meet which are less costly?

The National teams are free to raise money for their expenses. The USHPA contributes ZERO dollars to the US National team. Why should the USHPA collect a tax for a team that it doesn't even support?

Won't putting on a tax hurt the fund raising efforts of the National team? Right now pilots have the possibility of helping fund the team voluntarily through contributions to the Foundation for Free Flight (which goes to pay their entry fees at the Worlds, only). And they can participate in voluntary fund raising efforts by the team. Why undercut those efforts by instituting a tax?

Future Section Topics:

Pilot and Organizer Burden

() Many comp pilots feel strained to attend 3 competitions per year, considering a finite number of vacation days. Does the plan place too heavy of a burden on pilots aspiring to the world team?

No, it does not. Only four meets over a two year period are required. Where did the number three come from?

() Should the number of sanctioned events for each class be managed or restricted in some way to accommodate best estimates of supply and demand or should a hands-off, free market approach be used?

The more meets the better to serve our members. The USHPA must recognize that meet organizers are a limited resource and they must be encouraged to provide this wonderful service to the membership. We do not have a problem with too many meets, but too few.

() Comp pilots have reported they don’t want to be required to attend any low-level events. Does this requirement represent an excess burden on pilots, and is this requirement appropriate?

Yes. How about attracting pilots as opposed to forcing them? How about more carrots and less sticks? Isn't this supposed to be fun?

() What should the sanctioning fees be for accreditation and sanctioning? What changes, if any, should be considered at such time as sponsorship dollars are available?

We already have well over $20,000 spent on us each year at Big Spring. The dollars seem available now to meet organizers willing to do the work.

The sanction fees and bonds should be reduced by a factor of ten at least.

Validity and Scoring

() What is the best pre-meet validity system for the sport (i.e. headcount vs. ranking)

Race-To-Goal - GAP scoring.

The current NTSS system is an appropriate and well balanced validity system. I (through the paraglider pilots) have proposed a slight modification:

1. Each competing pilot in the meet (a competing pilot is one who has duly registered and flown at least one competition day) who is NTSS ranked 80^th or higher brings points to the meet in accordance with the following schedule:

Pilots ranked 1^st - 15^th: 45 points
Pilots ranked 16^th - 30^th: 30 points
Pilots ranked 31^st - 45^th: 20 points
Pilots ranked 46^th - 60^th: 15 points
Pilots ranked 61^st - 75^th: 10 points
Pilots ranked 76^th- 80^th: 5 points

Previously it was:

Pilots ranked 1^st - 10^th: 45 points
Pilots ranked 11^th - 20^th: 30 points
Pilots ranked 21^st - 30^th: 20 points
Pilots ranked 31^st - 40^th: 14 points
Pilots ranked 41^st - 50^th: 9 points
Pilots ranked 51^st - 60^th: 6 points
Pilots ranked 61^st - 70^th: 4 points
Pilots ranked 71^st - 80^th: 2 points

In addition this change:

1. Foreign pilots are welcome and allowed in USHPA Sanctioned competitions.

Pilots ranked 1^st - 100^th: 45 points
Pilots ranked 101^st - 200^th: 30 points
Pilots ranked 201^st - 300^th: 20 points
Pilots ranked 301^st - 400^th: 15 points
Pilots ranked 401^st - 500^th: 10 points
Pilots ranked 501^st - 600^th: 5 points

Previously it was:

The NTSS ranking is made up only of U.S. pilots. However, the NTSS recognizes, for the purpose of points calculation, an equivalent foreign pilot's ranking according to the most current WPRS ranking with the top 20 places equal to the top 10 U.S. pilots and the WPRS ranking 21 through 40 equal to the NTSS 11 to 20 and so on up to WPRS 140 through 160 equal to NTSS 70 through 80.

() Should the number of total points required to achieve a fully valid meet be reduced (how much)? PG only?

No.

() Should competition tasks be scored using barometric or GPS altitude?

Barometric as it was at the Worlds. But, of course, altitude is not used in scoring unless air space is an issue.

You can ask your regional director to support these changes here:

What am I proposing to change?

Very simply what are the changes I am proposing to the USHPA Competition system?

(USHPA headquarters, Colorado Springs, CO, USA)

Dave Broyles|Dennis Pagen|Gregg "Kim" Ludwig|Leo Bynum|Lisa Tate|Mike Haley|Paul Voight|Rich Hass|Rob Sporrer|Steve Kroop|Tracy Tillman|USHPA

Here simply is what I want changed:

1. Let ranked competition pilots bring more points to sanctioned meets, for example, instead of the top ten pilots bringing 45 NTSS points each to the meet, make it the top fifteen and so on. Similarly for the top foreign pilots. This increases the value of competitions.
2. Divide the USHPA Competition Rulebook into three documents in order to make it more useable by the three different audiences to which the original document was addressed, especially for competition pilots at meets.
3. Remove outdated restrictions on meet organizers in order to encourage them to organize more and better competitions. Reduce sanction and bond fees by a factor of ten.
4. Have the competition pilots in both disciplines choose the Competition Committee co-chairman and have these co-chairman choose the competition committee members from among the competition pilots. Have the competition committee meet virtually.
5. Change the Competition Workgroup proposal to eliminate any conflict with the NTSS competitions and put the revamped proposal in the Membership and Development committee. Let them develop a separate open distance and event based competition system.
6. Choose a meet validity for the King Mountain co-Nationals that is consistent with the Competition Rulebook in force at the time of the meet.

These proposed changes can be found in detail here.

The full background on these proposals can be found here:
CWGarticles.htm
Kingnats.htm

You can ask your regional director to support these changes here:

Petitioning the USHPA

Just what kinda petition have you got there, boy?

(USHPA headquarters, Colorado Springs, CO, USA)

Dave Broyles|Dennis Pagen|Gregg "Kim" Ludwig|Lisa Tate|Mike Haley|Paul Voight|Richard Heckman|Rich Hass|Rob Sporrer|Steve Kroop|Tracy Tillman|USHPA

As Oz Report readers know 105 mostly competition pilots have petitioned their regional directors at the USHPA BOD to:

I, the undersigned USHPA member, have lost confidence in the ability of the current USHPA leadership to competently and fairly manage the National Team Selection System (NTSS). I respectfully request that the competition committee chairman resign and the USHPA Board, Executive Committee and president stop moving forward on changes to the competition rulebook and NTSS system without first getting direct and considered input from the pilots, organizers and meet directors who are the most familiar NTSS competition.

I believe the validity of the rankings may have been compromised by recent competition committee actions and the 2009 Hang Gliding King Mountain NTSS point totals should be examined by a group of knowledgeable competition pilots, meet directors and scorekeepers to objectively determine proper validity.

I strongly encourage the USHPA Board to adjust their focus to support and create events outside the NTSS system to achieve and satisfy the important mission and goals of the USHPA.

You'll notice that this petition is not asking for the USHPA to take up a new subject and have a vote on that issue. It is asking Mike to resign and for USHPA BOD members to listen to the pilots on issues that they will already be voting on.

Lisa Tate, USHPA President, has responded to an inquiry from Steve Kroop, Region 10 director, with a statement that there is a procedure for accepting petitions at the USHPA and that it can be found in the USHPA Policy Manual, SOP 2.5. That SOP states:

5. 01 Petition Proposal

A. Any current member may present a petition to the USHPA President for the purpose of initiating a vote upon any issue. The petition must clearly set forth the proposed issue to be voted upon must be presented to the USHPA President not less than 60 days before the submission of the required sponsor signatures discussed below.

Now, first of all these pilots are not presenting a USHPA formal petition to the USHPA. They have signed a petition that has gone to each of their Regional Directors.

Second, the petition does not have the "...purpose of initiating a vote...," but rather is asking the pilots' regional directors to vote in a certain way on already scheduled votes at the CC and BOD meetings. It also asks, once again, for Mike Haley to resign his position as Competition Committee Chairman (this doesn't need a vote).

Forcing the USHPA BOD to vote on a issue by a formal petition is an extremely difficult undertaking, and I would never suggest that anyone try it. (It has been tried in the past.) It is much easier to convince one's regional director to bring up your item in a committee meeting. But, having said that, that regional director has to get the committee chairman to put that item on the agenda (not so easy, as we have seen).

But, having said that, nothing gets discussed, voted on, or passed, unless there are some strong champions on the BOD who actually attend the meetings, voice their opinions, and gather allies to prevail in the votes. 105 competition pilots have petitioned their regional directors to vote a certain way in the upcoming CC and BOD meetings on these issues, and they are perfectly within their rights to do so. I hope that the regional directors take the concerns of their constituent pilots into consideration.

At the last BOD meeting, a petition was sent into the BOD requesting that the BOD not adopt the proposed new NTSS calculations for the 2009 season. That petition when combined with the difficult work provided by Steve Kroop, Rob Sporrer, and others made it so the motion to adopt those procedures was stopped.

There is no need for competition pilots to place themselves in the straight jacket of SOP 2.5. They have a voice that can be heard at the BOD meeting, by contacting their regional director and asking them to vote against the proposal that is messing with the NTSS system. They will find their regional directors here:

Region 1: AK, OR, WA

Mark G. Forbes <<mgforbes>>;
Rich Hass <<lowenslo>>;
Mike Haley <<mphmikehaley>>;

Region 2: North CA, NV

Paul R Gazis <<pgazis>>;
Urs W. Kellenberger <<urs>>
Dave Wills <<dave>>;

Region 3 - South CA, HI

Bob K. <<bobk>>;
Rob Sporrer <<rob>>;
Brad Hall <<brad.reg3>>;

Region 4 - AZ, CO, NM, UT

Mark Gaskill <<airutah>>;
Ken Grubbs <<kengrubbs>>;
Leo Bynnum <<leo>>;

Region 5 - ID, MT, WY

Lisa Tate <<lisa.tate>>;

Region 6 - AR, KS, MO, NE, OK

Gregg Ludwig <<GreggLudwig>>

Region 7 - IL, IN, MI, MN, ND, SD, WI, IA

Tracy Tillman <<Cloud9SA>>;

Region 8 - NH, CT, ME, MA, RI, VT

Jeff Nicolay <<morningside>>;

Region 9 - DC, DL, KY, MD, OH, VA, WV

Luis Felipe Amunategui <<felipe.amunategui>>;
LE Herrick <<le_herrick>>;
Dennis Pagen <<pagenbks>>;

Region 10 - AL, FL, GA, MS, NC, SC, TN, VI, PR

Steve Kroop <<info>>;
Matt Taber <<fly>>;
Richard Heckman <<hekdic>>;

Region 11 - LA, TX

Gregg Ludwig <<GreggLudwig>>
Dave Broyles <<broydg>>;
Riss Estes <<parariss>>;

Region 12 - NJ, NY

Paul Voight <<flyhigh>>;

Region 13 - International

Richard Heckman <<hekdic>>;

Petition to the USHPA

A few of us have created the following petition. Please sign it.

Dave Broyles|Dennis Pagen|Gregg "Kim" Ludwig|Leo Bynum|Lisa Tate|Mike Haley|Paul Voight|PG|Rich Hass|Rob Sporrer|Steve Kroop|Tracy Tillman|USHPA

In the spring of last year, the USHPA competition committee formed a workgroup to determine if there were changes that could be made to our competition system that might help the association achieve its growth goals and increase participation in competition. While the notion of changing the competition system to grow the sports of hang gliding and paragliding seems far fetched, the possibility of increasing USHPA member participation in competition seem reasonable and a worthwhile endeavor. There is, however, a problem with the way the competition workgroup is proceeding with this project as outlined below:

• The competition community (comp pilots, meet directors, meet organizers) was not included in the process of determining what problems may exist and how to address them. Proceeding in this way is a violation of section 1.4 of the USHPA competition rulebook.
• The workgroup developed a proposed new system which essentially discards our exiting system and rulebook. This was done in a way that makes it extremely difficult to compare their proposal with our existing system. Requests for a redline document or an editable version of their draft proposal have been declined.
• There was a comment period on the proposed new system but the comments have not been made public. Requests to see the comments have been rejected by the workgroup. Inquiries as to the process for incorporating the comments into the new system have gone unanswered.
• The workgroup is working under the assumption that the USHPA BOD vote to authorize the workgroup to continue their efforts functions as an approval to change the competition validity system for 2009. This is in spite of the fact that the new validity system they proposed is universally disliked by the hang gliding and paragliding comp pilots and is believed to be detrimental to our ranking system and National Team selection.
• There is an apparent conflict of interest in the workgroup. Since two of the workgroup's members are comp organizers and since the comp pilots were excluded it can be argued that workgroup's efforts are biased towards event organizers and against the competitors.
• The workgroup appears to have erroneous preconceived notions about our competition system and competition pilots and their proposed system appears tainted by their prejudices.

If you agree that this conduct is not beneficial to the USHPA and to our competition system you must take steps to help stop it. Please click here and enter your name and USHPA number to be added to a list requesting the following actions (you do not need to be a comp pilot to participate).

• Keep the existing validity system for 2009 and until an improved system, that is approved by the competition community, is developed
• Task the workgroup to engage in an open discussion with the competition community to improve the validity system (there is a very good draft proposal by Greg Babush)
• Instruct the workgroup to suspend its current course, follow our existing rules and work directly with the competition community to determine if there are any real deficiencies in our existing competition system and come up with real solutions.

Important: In addition to adding your name to the list above PLEASE contact your regional director(s) listed below and ask them to support the three actions above. This is a very important step since there is a USHPA BOD meeting coming up in March. Lastly, please ask your fellow pilots, whether they compete or not, to participate as well.

Scooter Tow Syllabus

And the feedback was?

(Cloud 9, Iosco, MI, USA)

Bill Bryden|Blue Sky|cart|Dave Broyles|Dennis Pagen|Greg Berger|Gregg "Kim" Ludwig|Lookout Mountain Flight Park|Pat Denevan|Rob Kells|scooter tow|Steve Wendt|Tracy Tillman|USHPA

Gregg Ludwig «GreggLudwig» sends:

Results of a Benchmarking Study to Identify and Unify Best Practices in Scooter Tow Instruction for Hang Gliding

by

Tracy Tillman and Lisa Colletti (Cloud 9 Sport Aviation) October 2006

Contributors:

Dave Broyles (Kite Enterprises), Greg Berger (Venture Flight Hang Gliding), Pat Denevan (Mission Soaring Center) Rob Kells (Wills Wing), Dennis Pagen and Bill Bryden ("Towing Aloft"), Michael Roberston (High Perspective), Matt Taber (Lookout Mountain Flight Park), Steve Wendt (Blue Sky Hang Gliding), Mark Windscheimer (Airtime Above Hang Gliding), USHPA ("Part 104 Pilot Proficiency System"), and USHPA Committees (Towing, Safety and Training)

Hang 2 General Syllabus (Scooter Tow)

Approx.% Progress -- Skills

Start -- (USHPA Membership Application)

10% -- Setup, preflight, simulator, ground handling, free ground runs, tow ground runs.
20% -- Ground-skim, straight flight on uprights, slight correctional turns, foot landings.

Hang 1 -- (Beginner Written Exam and Rating Application)

30% -- Review of preflight skills, emergency simulation, transition to base tube and somewhat higher tows, foot and wheel landings.
40% -- Progression to much higher tows, speed control, slight turns, very gentle stalls.
50% -- High tows, 30, 45, 90, 180, 360 degree turns on glide.
60% -- High tows, box and s-turn patterns on glide.
70% -- Higher tows, V speeds, and gentle stalls on glide.
80% -- High tows in straight and cross winds.
90% -- High tows, introduction to convective turbulence and soaring techniques.
100% -- Accuracy landings.

Hang 2 -- (Novice Written Exam and Rating Application)

Hang One Training Outline (Scooter Tow) WW Condor 330 or 225 (or other suitable glider) recommended. A large, light, slow flying training glider is recommended. Model and size used depends on conditions and height of tow. Common examples include but are not limited to: WW Condor or Falcon, Northwing EZY, Aeros Target.

A. Pre-flying skills.

1. Set-up and preflight of glider, harness, and equipment.

2. Flight control and tow release simulation on base tube and uprights, hanging in glider or simulator.

3. Ground handling.

4. Free running the glider w/o harness. (proper: AOA, acceleration, wings level, flare to stop)

5. Free running with harness, pulling glider into the air with harness.

6. Pre-launch check of glider and equipment, hang check, etc. (HIERTow checklist--or other)

7. Review of verbal and visual commands. (Ready; Take up Slack; Go, Go, Go; Abort, Abort, Abort-or other)

8. Tow ground runs (slow, short, no-flight "dry run" tows, for practice of commands and good launch and flare technique)

B. Low and slow ground-skim tows, upright position. .

1. Straight, low and slow ground-skim foot launch tows, upright position, with gentle deceleration for slow run-on foot landing, no release.

2. Repeat straight, low and slow ground-skim tows, upright position, with quicker deceleration for quicker flare foot landings, no release.

3. Low and slow longer ground-skim tows, with a very slight turn off-center, then correctional turn back to center, then land, no release. (optional, depending upon site and equipment used)

4. Repeat low and slow ground-skim tows with off-center maneuvers, slowly increasing amount off-center, on each side of center, then back to center, no release. (optionall)

5. Straight, low and slow ground-skim tows, upright position, with release and flare landing.

6. Straight, slightly higher than ground skim tows, upright position, with release and flare landing.

7. Straight, slightly higher than ground skim tows, upright position, with release and extra speed prior to flare landing.

8. Straight, slightly higher than ground skim tows, upright position, release, very slight turn off-center, then correctional turn back to center, then flare landing. (optional)

C. Pass Hang 1 written exam.

Hang Two Training Outline (Scooter Tow) WW Falcon (or other similar/suitable glider) recommended Training glider suitable for higher tows recommended

A. Transition to base tube and higher tows.

1. Review of pre-flying skills (see Hang 1) and emergency simulation (chute & hook knife use).

2. Transition to base tube while on low and slow ground-skim tow (optional, using Condor)

(a) Straight, low and slow ground-skim foot launch tows, upright position, momentarily moving one hand slightly lower then back up on upright, release and foot land.

(b) Repeat (a), using other hand, release and foot land.

(c) Repeat (a), moving one hand a bit lower on upright then back up, release and foot land.

(d) Repeat (c), using other hand, release and foot land.

(e) Repeat (d), moving one hand to base tube then back to upright, release and foot land.

(f) Repeat (e), using other hand, release and foot land.

(g) Repeat, moving both hands to base tube, then back to uprights, release and foot land.

(h) Repeat, keeping hands on base tube, no release, slow deceleration to belly/wheel land.

(i) Repeat (h), with slightly higher than ground skim tow, release, belly/wheel land.

(j) Repeat (g), with slightly higher than ground skim tow, release and foot land.

3. Normal foot-launched ground-skim tow and landing on uprights without release, to get used to smaller glider.

4. Normal foot-launched slightly higher ground-skim tow on uprights with release to flare land.

5. Some straight tows and flights on uprights, increasing acceleration and height with each tow, with release to foot land.

6. Transition to base tube while on glide.

(a) Higher tow, release, momentarily move one hand slightly lower then back up on upright while on glide, foot land.

(b) Repeat (a), using other hand, foot land.

(c) Repeat (a), moving one hand a bit lower on upright then back up, foot land.

(d) Repeat (c), using other hand, foot land.

(e) Repeat (d), moving one hand to base tube then back to upright, foot land.

(f) Repeat (e), using other hand, foot land.

(g) Repeat, moving both hands to base tube, then back to uprights, foot land.

(h) Repeat, keeping hands on base tube, belly/wheel land.

7. Cart or keel-assist wheel launch on base tube, release, belly/wheel landing on base tube. (optional)

B. High tows, slight turns, speed control, very gentle stalls.

1. Repeated straight tows on uprights, increasing acceleration and height with each tow to eventually achieve near maximum height tow, with release and straight glide to foot land.

2. High tow, release, stay on uprights, slight turn in one direction the other while on glide, foot land.

3. High tow, release, transition to base tube, slight turn and back, transition to uprights, foot land.

4. High tow, release, stay on uprights, increase speed to max glide then reduce to normal, foot land.

5. High tow, release, stay on uprights, decrease speed to min sink then increase to normal, foot land.

6. High tow, release, stay on uprights, decrease speed to very gentle stall, recover to normal speed, foot land.

7. Repeat #5, transition to base tube after release.

8. Repeat #6, transition to base tube after release.

9. Repeat #7, transition to base tube after release.

C. Turns.

1. Foot launch, with sufficient altitude after tow release, on uprights, turn 30 degrees left and right, then straight flight to land.

2. Repeat, with 45 degree turns left and right after release then straight flight to land.

3. Repeat, with 90 degree turns left and right after release then straight flight to land.

4. Repeat, with 180 turn left then right after release, then straight flight to land.

5. Repeat, with 360 turn left or right after release, then straight flight to land.

6. Repeat, with 360 turn left and right after release (if altitude permits), then straight flight to land.

7. Repeat #3-6 with transition to base tube after release, then transition to uprights and land.

D. Pattern tows.

1. High tow, turn crosswind for box pattern left or right, downwind, base, final, land.

2. Repeat box pattern in other direction.

3. High tow, turn crosswind, downwind, s-turns on base to lose altitude, final, land.

E. V Speeds and gentle stalls.

1. High tows for practice to achieve good speed control at various cardinal airspeeds on glide (most likely on downwind leg of box pattern), normal landing.

2. Repeat, with straight flight and very gentle stalls, normal landing.

3. Repeat, with straight flight and slightly more aggressive stalls, normal landing.

4. Repeat, with straight flight and aggressive stalls, normal landing. (optional)

F. Wind, gradient, mechanical turbulence.

1. Straight or pattern tows in smooth and light slightly cross winds.

2. Straight or pattern tows in smooth and somewhat stronger and more cross winds.

G. Introduction to thermal turbulence and soaring.

1. Straight or pattern tows in barely convective straight-in winds.

2. Straight or pattern tows in barely convective and slightly cross winds.

3. Straight or pattern tows in mildly convective straight-in winds. (optional)

4. Straight or pattern tows in mildly convective and somewhat greater cross winds. (optional)

5. Introduction to thermal soaring techniques after release. (optional)

H. Accuracy landing.

1. Three consecutive landings within 100 feet of spot.

I. Pass Hang 2 written exam.

USHPA and scooter towing

The one page in the magazine is our program

(Blue Sky, Manquin, Virginia, USA)

Blue Sky|Gregg "Kim" Ludwig|PG|scooter tow|Steve Wendt|Tracy Tillman|USHPA

Gregg Ludwig «GreggLudwig», Tow Committee chairman, writes:

The current edition of the Scooter Tow Clinic Funding program was actually designed and authored by Tracy Tillman. Tracy is of course in contact with Scooter Tow experts and is an expert himself. All of the information concerning the program is included in that one page article you refer to.

Not anyone can put on a clinic, but one of the program goals was to make this teaching method more common and have more "providers" around the country. Clinic approval requires a "credentials check" which is usually just a look at the applicant's member profile. The requirements come from the SOP (USHPA Standard Operating Procedures manual) which include an instructor appointment and tow qualifications. The clinic approval comes from the EC (executive committee).

USHPA is not really "running the clinics" but trying to entice experts to put on more clinics. The providers are permitted a lot of leeway on what they do, but they are required to outline the program. The funding is paid directly to them. They can use it to provide discounts or just make more money. The funding is based on participants rather than a flat fee.

Steve Wendt's photo was not intended to provide an endorsement. I asked Steve for a few photo's that I sent to the USHPA and they picked that one although I don't recall forwarding that particular photo.

Syllabus. The provider is required to submit a syllabus with his clinic approval request. Our lawyer will not permit a standard approved syllabus to be posted on-line because apparently that presents a liability to the USHPA. I assist providers with a syllabus if they need help with meeting this requirement.

Broyles has nothing to do with this program and has not requested a funded clinic.

The original requirement was to submit the syllabus with post clinic paper work but we now ask for the syllabus with the approval request.

I expect this same program to be approved for 2009 as I have already submitted a budget request.

We will probably have a few changes after next weeks BOD meeting. I think the program should specify ONLY WW Condor hang glider, but the BOD has a beef with mandating a particular manufacture. I am going to resolve this by requiring "a glider of 225-330 sq. ft and not weighing over 53 pounds".

Broyles has been influential in BOD general meeting discussions with his opinion that using Falcons are safe equipment for this teaching method and this is where I (and most experts) disagree.

I am open to any ideas you may have that can be included for 2009. One thing that slipped through was that the program does not specify hang gliders. Should paragliders be including in such a program?

I answer Gregg on the Oz Report forum.

Wrapping

Is this an issue?

(Quest Air, Groveland, Florida, USA)

Quest Air|Tracy Tillman

http://ozreport.com/9.188#1

I once had a pro-tow Spectra bridle snag or wrap around the end of the tow rope when there was no ring or carabineer at the end of the tow rope, just a loop. I had two barrel releases and I just released the other barrel and let my bridle go by-bye.

So the loop at the end of the tow rope was the real problem. With metal rings, links, carabineers, there doesn't seem to be quite that problem. But it is more interesting than that. I also wrote in this article a statement that Tracy Tillman from Cloud 9 made:

He told me that he saw Jim Prahl at Quest Air, a few years ago, wrap the upper portion of his Spectra V-bridle around the ring at the end of the tow rope and have the tug almost tuck his glider. He also told me that he had heard that this had been an ongoing problem, that every once in a while Spectra V-bridles wrapped around rings.

Well Jim Prahl is here at the Santa Cruz Flats Race so on the practice day I had an extensive discussion with him about this incident and about carabineers in general.

First, as to the incident, this was actually a test and in the test Jim Prahl actually tied a rag to one end of the spectra rope on his shoulders so that it would be sure to catch and hold as the rope slid through the loop at the end of the V-bridle coming from the keel. He was trying to test to see if the weaklink at the keel end of the V-bridle line would break when the rag stuck. Well it didn't.

What happened when Jim released the barrel on his shoulder and the rag and bridle stuck in the line of the V-bridle, was that the nose of the Wills Wing Falcon pitched straight down instantly. Jim was left towing from the keel only at about a foot in front of the carabineer/hang loop.

Now Jim was not so dumb as to do this test without a backup plan (although he didn't expect the glider to pitch down so rapidly). He had the weaklink from the V-bridle line attached to a spinnaker shackle that was connected to a brake type release. He had his hand on the brake lever. When he released the barrel release, and the rag snagged the line, he didn't have time to hit the brake lever before the nose went over (and the weaklink didn't break). He then hit the brake lever and fortunately the glider recovered (it was a Falcon after all).

The point of this experiment was to see if it was okay to just release from the barrel release and do away with the expensive brake lever, cable assembly, and spinnaker release. Just connect the V-bridle line to the keel with a weaklink that would supposedly break if the shoulder line snagged in the loop (which I proved was possible). Jim proved that this was perhaps not a good idea.

A lot more on carabineers, rings and snap links in the next article.

Again, I have a direct personal and minor financial interest in the issues raised by this discussion.

Cloud 9

A tear drop shaped loop

(Cloud 9, Iosco, mi, USA)

Cloud 9|Tracy Tillman|USHPA

Tracy Tillman «Cloud9SA» writes:

I have copied/pasted section I(B) from USHPA's aerotowing guidelines below. Pagen and Bryden provide similar advice in their "Towing Aloft" book.

USHPA AEROTOWING GUIDELINES

These guidelines are established by the USHPA Towing Committee for the sole purpose of enhancing the safety of towing hang gliders aloft with an airborne tug)

I - EQUIPMENT

B - BRIDLES Requirements: 1) Bridle lines should be from 3/16 to 5/16 inches in diameter. 2) Bridles should have no metal parts.

Recommendations: 3) V bridles should be from 6 to 7 feet long. 4) Bridles should be constructed of hollow braid materials so loops can be formed without knots.

Discussion: 1) Thinner lines tend to whip around more during release and can thus entangle the towline. Thicker lines are harder to cut with a hook knife. 2) Metal parts can injure the pilot upon release and will promote entanglement of the bridle with the towline. 3) Longer V bridles present more of a problem with stowing after release, while shorter bridles increase the forces on the harness and may hamper control. 4) Knots in the bridle promote entanglement with the towline.

We have found best results using 5/16" hollow braid polypro for longer (primary) V-bridle line. As far as I know, we have never had problems with the thicker bridle line whipping and catching on the tow rope ring. Thus, that is what we ask our club pilots to use. Thinner spectra line is ok for short (secondary or pro-tow) bridle line, as short line seems to have less tendency to whip and catch on the tow rope ring, but more tendency to do so if used for a long primary V-bridle line.

For tandems, I will use a 5/16" or ⅜" hollow braid polypro V-bridle line, and we use a round metal ring at the end of the specta tow rope, which is 300 feet long for tandem and first solos. We have not experienced any problem with the long V-bridle line catching on the ring, because we use the relatively thick bridle line.

However, sometimes visiting pilots will use thin spectra for their long V-bridle line. To help reduce the chance of the thin spectra catching on our standard 200 foot long spectra tow rope, we use an eyeloop-shaped ring (rather than a round metal ring)--which we have to make, rather than buy. The eyeloop ring is made from a shaped aluminum tube (batten/rib tube can work) and is lighter and therefore safer than a steel ring--because if the tow rope breaks, the tow rope end ring can snap back and hit the pilot in the face. (We have not had that happen, but it is another reason for pilots to wear full-face helmets and face shields.)

https://OzReport.com/pub/images/TowlineEnd.pdf

Above is a picture and explanation of how to construct an eyeloop tow rope end, from the "Towing Aloft" book. We have tried using plastic tube, but it did not work as well as aluminum tube. We make our tow rope end as shown, with the addition of a single piece of heat shrink tubing shrunk over the open ends of the aluminum tube.

The eyeloop tow end seems to work well to reduce the greater likelihood of thinner spectra bridle line whipping and catching on the tow rope end. Pilots should be reminded that a weaklink that is too long may whip and catch on any tow rope end, no matter what the shape is (eyeloop, ring, carabiner, etc). We feel that snap carabiners as tow rope ends may be OK for use at comps for quick launch cycles, because most comp pilots use short pro-tow bridles--but they may not be best for use with long bridles, which tend to whip more.

Discussion and anecdotal information about best practices is helpful, but it would be better for someone to collect and analyze real data, such as by running a reliability/design of experiments study. A the end of the day, it is all about safety for pilots, and liability and legal defensibility for aerotow operators. As such, we will continue to follow the published recommendations provided in the USHPA aerotowing guidelines and "Towing Aloft" book, which have worked very well for us here at Cloud 9.

More coming re experimentation.

Discuss "Aerotowing at ⁢Cloud 9" at the Oz Report forum   link»  

Kits

That appears to be how they will be produced in 2008

(Moyes factory in Botany, Australia)

Bill Moyes|Dan Johnson|Dragonfly|Quest Air|Tracy Tillman

I spoke with Bill Moyes a few days ago when he called from Australia to try to "clear up" any issue regarding the future of the Dragonflies as reported previously (https://OzReport.com/11.190#3). He was going to call Tracy Tillman after speaking with me to be sure he understood what he needed to do to produce an aircraft that could continue to be used for towing hang gliders. I asked Tracy what Bill had to say. Here's his report:

I gave to him to some of the FAA regulations and FAA forms for S-LSA and E-LSA kit certification, described the process for him a bit, and gave him the name of the EAA's point person on the issue. Ironically, when he called, I was in the process of helping Aerola with this too, for their Alatus and Alatus-m gliders.

Bill's previous preparation and existing documentation for certification of the Dragonfly in other countries should make S-LSA (fully complete aircraft) certification and E-LSA (kit) certification in the US much easier for him.

He may have been considering a need to develop documentation to prove that the Dragonfly would meet the 51% build rule to qualify as a legal AB-Experimental kit -- but that would not serve much purpose, as an AB-Experimental aircraft can not be used for towing. The only experimental/kit that can be used for towing is an E-LSA, and an E-LSA does not have to meet the 51% build rule, either.

I asked Tracy a few questions:

Just so I understand. In order to tow hang gliders with an aircraft manufactured after January 31^st, 2008 the manufacturer needs either:

1. S-LSA certification of that aircraft.

2. E-LSA certification of the kit (and then put together by whom or does it matter?)

3. Certification as a general aviation aircraft.

Right?

It would seem that Bill is going for E-LSA certification and that then Bobby is going to put the aircraft together at the customer's site (or at Quest Air). Is this kosher?

Tracy wrote back:

Correct on # 1 and # 2, per http://www.sportpilot.org/learn/sp_rule.pdf

The builder of an E-LSA kit must complete at least 1% of the construction, meaning that the factory can do up to 99% of the work. (This is a paraphrase of Dan Johnson's article in EAA Sport Pilot Magazine, August 2005, p.38:)

The FAA will allow the factory to create factory completion centers to provide assistance to builders for the completion of their E-LSA kits. (This is a paraphrase of Dennis Demeter's article in Ultralight Flying Magazine, Nov. 2003, p. 20.)

So, it looks like it is possible for Bill Moyes to have one or more Dragonfly E-LSA factory completion centers here in the US.

Technically, for #3 if you are talking about towing hang gliders, it would be better to say: "standard category certified LSA-qualified aircraft" (not general aviation aircraft).

Discuss "Bailey-Moyes Dragonfly kits" at the Oz Report forum   link»  

Dragonfly

I asked Bill Moyes about the future

(Moyes factory in Botany, Australia)

Bill Moyes|Dragonfly|Quest Air|Tracy Tillman

I wrote to Bill Moyes asking questions about the future of the Dragonfly:

So can you tell us in a few words what the deal is with ELSA and LSA and Bailey-Moyes Dragonflies?

Will Bailey-Moyes be able to continue producing Dragonflies as certified N-numbered LSA in 2008? Has the manufacturing process been documented? Can Bobby keep assembling planes?

Why did you guys build two Dragonflies just before the Worlds without N numbers? Did you expect that they could be inspected and certified in time? Seems mighty close to me.

Bill wrote back and said:

Thanks for the sweet words you wrote on the Texas meet.

Dragonfly future:

Business will be as usual. The German certification is complete and accepted. My production facility and QA system is almost complete and ready for inspection by November.

Bob does not have an A2 assembly facility that will stand inspection and Quest Air has no positive future. But Bob will continue to travel to the customer’s facility and assemble in their facility as we did in San Antonio for the Texas planes.

Bob and I built three planes in nine days. The Dragonfly is a mechano set and can be built with minimum tools and facility. The work is done in building the parts correctly in the factory and assembling the kit before delivery.

The work that we were required to do in part naming, numbering and batching for part and material trace ability seemed like a nightmare at the beginning but now it’s become so simple and valuable I’m pleased we were required to do it.

I asked Tracy Tillman about this (and then Bill Moyes again). Tracy wrote:

It is my understanding that after Jan. 31, 2008, we will not be able to fly a Dragonfly tug in the USA unless it has been previously registered and certified as an E-LSA, or unless it is a new E-LSA certified kit or SLA certified assembled aircraft. Bill did not specifically address these issues in his email to you.

(A 51% or more kit construction-built Dragonfly without E-LSA kit certification could receive Amatuer-built Experimental certification, but we can not tow with an AB-experimental, we can only tow with an S-LSA Dragonfly production aircraft or E-LSA Dragonfly certified kit aircraft.)

For example, selling uncertified kits or uncertified assembled aircraft here as "business as usual" will not fly, because we will not be able to certify them as E-LSA's, as we can now, before the Jan. 31, 2008 deadline.

So, it would be good to know if he has made plans for the Dragonfly to have S-LSA production aircraft certification and/or E-LSA kit certification in the US, so that new Dragonflys sold in the US can be legally flown and used for towing.

Landing

The pilot is in good shape

(Cloud 9, Iosco, Michigan)

Tracy Tillman

Mark Bolt|Tracy Tillman

Mark Bolt|Tracy Tillman

On Sunday, while Mark Bolt and I were out flying to the south, there was a landing mishap here in the huge open soft green landing field at Cloud 9. An ATOS V pilot (no need to name him) was coming in on approach at 30+ mph when at about twenty five feet the glider nosed over and dove straight into the ground.

The pilot survived with his chin guard broken off and his front mounted parachute container ripped off his harness. He was up and walking around soon after smacking in.

The ATOS carbon fiber control frame was destroyed as were some ribs and perhaps other damage to the d-cells. The tail was split.

Tracy Tillman reported that the conditions got nastier and nastier during the day as cold dry northern air came into the area, producing turbulence and lots of "bullet" thermals. He feels that the pilot just went "over the falls" at twenty five feet and there was no time for recovery.

Tracy mentioned that he and Lisa have both had experiences coming into land (not necessarily here) at 30+ mph and instantly found themselves on the ground from ten feet above it.

Perhaps you have experiences like this or have an idea of what would have caused this.

Discuss Landing at the Oz Report forum         del.icio.us

Tugs

Don't let your tug become a lawn ornament

(Cloud 9)

PG|Tracy Tillman|USHPA

Tracy Tillman writes:

Greetings! This message to you is from Tracy Tillman, Region 7 Director and Chair the USHPA Towing Committee.

It is absolutely critical that providers and participants of aerotowing be aware of the requirement for tugs, tug pilots, and aerotow operations to transition and adhere to new FAA Sport Pilot regulations and other related FAA regulations by January 31, 2008. Because most tugs used for aerotowing hang gliders in the US are too heavy to be classified as true ultralights, and/or have two seats, nearly all tugs in the US will have to be converted to N-numbered E-LSA aircraft by January 31, 2008, and tug pilots will have to become licensed Private Pilots with FAA Tow endorsements in order to continue to tow. To help tug pilots and hang glider pilots understand the rules, regulations, and guidelines for aerotowing of hang gliders in the United States, and in particular, to help them with the transition to the new Sport Pilot regulations, Lisa Colletti and I have written a series of "Towline" articles for USHPA's Hang Gliding and Paragliding magazine on those topics.

The first four articles in that series, listed below, are now posted online on USHPA's web site at: http://www.ushpa.aero/info_sportpilot.asp

Dec. 06 issue - Part 103 Regulations: USHPA's Tandem and Towing Exemptions
Jan. 07 issue - Sport Pilot: An Overview
Mar. 07 issue - Conversion of Ultralight Tugs to N-numbered Experimental Light Sport Aircraft
Apr. 07 issue - Tug Pilot Qualifications, Ratings, Endorsements
May 07 issue (coming) - LSA Tug Airworthiness and Maintenance

We are working on more Sport Pilot articles for our "Towline" column for future issues of HG/PG magazine, which will be added to the series that are currently posted on the Sport Pilot page of USHPA's web site.

Do not assume that your tug pilots know about this!! If you aerotow and want to continue aerotowing next year, please help spread the word, and tell your aerotow operators and tug pilots about these resources to help them understand and make the transition before January 31, 2008, They (and you) must realize that the FAA will not allow our heavy ultralight tugs to be converted to N-numbered E-LSA aircraft after January 31, 2008. If not converted to an N-numbered E-LSA by January 31, 2008, the FAA will consider the tug to be an unregistered unairworthy aircraft that (a) can not be flown at all, (b) can not be converted to an E-LSA in the future, and (c) can never be used for towing, ever again.

While this is somewhat a message of gloom, please realize that Lisa Colletti and I and the USHPA are trying to help prevent doom for your aerotowing activities. We would love to get questions from pilots and aerotow operators about Sport Pilot issues that we could answer by email and perhaps include in our "Towline" column for the magazine. Please feel free to email your questions to us at «cloud9sa».

Discuss Tugs at the Oz Report forum

What's the USHPA doing to support their instructors?

Paul Voight|Richard Heckman|Steve Wendt|Tracy Tillman|USHPA

Other than the instructor liability insurance program, that is:

Richard Heckman <hekdic@worldnet.att.net> writes:

I crunched the numbers in the FAA database of pilots/instructors (7/1) and then our (USHPA) ratio (23/1). I brought that up at the Safety and Training Committee meeting at the USHPA BOD in Orlando (2004) when I started pushing to reduce structural impediments to certification of instructors.

Paul Voight, who is the Instructor Support Working Group under the USHPA Planning Committee writes:

We are brainstorming presently.

Only firm item is I am writing a article on the (relatively easy) process of starting a school (aimed at remote dudes who will look at it and hopefully "go for it."

Tracy Tillman scheduled Steve Wendt to do two Blue Sky Scooter Tow seminars, see here: http://www.ushpa.aero/.

I've asked Dick, Paul, and Tracy, "How about seminars for instructors and potential instructors on how to run a school or individual instruction business?"

Discuss Instructors at the Oz Report forum

The spy satellite follow us around as we travel from flight park to flight park

Spy satellites

A.I.R. ATOS VR|Quest Air|Tracy Tillman

(Cloud Nine)

Check here (zoom in to the 3^rd closest step). Tracy Tillman writes:

A Mapquest aerial view of the Cloud 9 Field. Your trailer is shown in our back yard, and your ATOS VR is shown out in front.

See here: http://ozreport.com/10.185#1 for a satellite photo of us at Quest Air.

USHPA leadership

Where does leadership come from?

Bill Bolosky|Blue Sky|Jayne DePanfilis|Lisa Tate|scooter tow|Steve Wendt|Tracy Tillman|USHPA

Over the last few years there have been a number of examples of USHPA leadership. For example, Bill Bolosky, Mark Forbes, Jayne Depanfilis, and others took leadership when they decided to proceed with acquiring a USHPA headquarters in Colorado Springs. This took a very significant commitment of financial resources and required that the leaders get the whole BOD to commit to this effort against quite a bit of resistance. A number of USHPA members still erroneously think that this was a bad idea.

Mark Forbes took on the DVD archive project. Jayne and Mark along with others took on the instructor liability insurance program (still in process).

Lisa Tate took over the position of Planning Committee Chairman to oversee the development of the strategic plan. Tracy Tillman took on the scooter tow curricula and organized the 2007 Steve Wendt Blue Sky Scooter Tow Clinics. Felipe Amunategui pushed the EC to fund the clinics. These are not the only examples of real leadership within the USHPA.

Often leadership requires getting the USHPA to provide financial resources. It also means getting committee chairmen, committees and finally the whole BOD committed to a program or direction.

Leadership does not necessarily come from the designated leaders of the USHPA. Not even the committee chairmen. Often these designated leaders are in fact acting as gate keepers instead of leaders, batting down bad, and perhaps good ideas. You've got a much better chance to get a project going if you are a committee chairman in the appropriate committee, but committee chairmen are sometimes not leading, but obstructing.

If your project requires financial resources (and almost all projects that actually accomplish something do), then you've got a really big hurdle. Not only do you have to get it approved by an appropriate committee chair, and an appropriate committee, you also have to get it through the finance committee, before it goes to the full board of directors. If you are going to take leadership you need a lot more than just a good idea, you need a whole battle plan.

That's why a lot of good ideas never get going at the USHPA. What is the incentive, other than the moral compulsion, for someone with a good idea to actually take up the weapons needed to win the war? There is nothing in it for you. Even committee chairmen are reluctant to take on these onerous tasks.

The USHPA has a Strategic Plan that is supposed to provide guidance to the organization, but it has little in the way of a means to implement that plan. A strategic plan is supposed to tell the leadership of the organization what is expected that they will accomplish. I don't believe ours is actually accomplishing that.

Leadership can come from outside the USHPA. Right now two manageable proposals for advertising hang gliding and generating leads for hang gliding schools are in the process of knocking on the USHPA's door. In addition, the USHPA has committed funds for further Blue Sky Scooter Tow Clinics.

The USHPA is a membership driven organization. Its executive director is highly restricted in what actions she can take by the Executive Committee. The ED is not a leader but someone who carries out the programs defined by the BOD and especially by the EC which has a close working relationship with her.

Can the USHPA reply effectively to these efforts to help it reach its own stated goal of doubling the membership in ten years (it went down in the first year)? Is the USHPA structured in a manner that facilitates success or guarantees failure?

USHPA leadership

What the EC actually said

PG|Rob Kells|scooter tow|Tracy Tillman|USHPA

L. Felipe Amunategui, Vice President, USHPA, «dr.amunategui» writes:

I greatly appreciate your acknowledgment of Tracy Tillman regarding his leadership in the scooter tow proposal. I believe that Lisa Coletti also deserves credit for helping put the proposal together. We need more persons like them!

I do take issue with some of the statements you made in your acknowledgement. While I recognize your right to make editorial comments, it is factually incorrect to state that the Executive Committee was concerned about Steve Wendt's compensation. As a member of said committee I never had such concern. I am not aware of any other member of the EC having that concern either. I strongly disagree with how you characterized the EC, but I recognize your right to have a different opinion.

I do recall a shared interest of the EC to have a transparent process of funding that avoided any appearance of impropriety, not that there has been any. It is a prudent practice that is particularly relevant now in light of recent developments in other organizations involved with soaring flight. Again, neither myself nor any other member of the EC had concerns about Steve's compensation or double dipping; we wanted an expedient decision within a process that was thoughtful, transparent and accountable.

Also, the preference given to established instructors reflects an interest we all share in reversing the downward trend in U.S. Hang Gliding pilot numbers. The intent was to ensure that established instructors wishing to participate would be assured to have access to the clinics. The issue of international participants was not considered. If this makes the EC more imperfect than provincial; there is always room for improvement. I applaud Rob Kells and Wills Wings for bringing a global perspective to the issue and the resources to match.

At the time of proposal consideration it seemed consistent with the Strategic Plan objective of growing the sport to give priority to established U.S. instructors. In hindsight this may have been unnecessarily restrictive, and I understand your disappointment and disagreement with that decision. Live and learn.

In hindsight, again, it would have been better to have coordinated things between the USHPA and Wills Wing. So when I say that I applaud Wills Wing for their investment of money and resources, I mean just that. I did not intend to comment nor alluded to the USHPA global vision or to compare resources between USHPA and Wills Wing. I am just grateful and appreciative for their investment.

We need to get better at pooling resources and working collaboratively. There is always room for improvement in this area. However, the net result of this initiative is a positive one all around.

I understand your displeasure with some EC committee members on various issues, but in the interest of accurate reporting, I wanted to clarify these points.

As always, thank you for the important service you provide to the Hang Gliding and Paragliding community world wide.

More on this later.

USHPA

Tracy Tillman deserves our respect and appreciation for his leadership

(Cloud 9, Iosco, mi, USA)

Bill Bolosky|Blue Sky|Lisa Tate|Mike Meier|Paul Voight|PG|Quest Air|Rob Kells|Ryan Voight|scooter tow|Steve Wendt|Tracy Tillman|USHPA

Tracy Tillman has done a very admirable job leading this effort to support USHPA instructors through Steve Wendt's Blue Sky Scooter Tow Clinics. After the spring 2006 USHPA BOD meeting I was tasked with the job of organizing these clinics, but rather abruptly I was fired by the USHPA President, Lisa Tate, leaving no one to run with the ball.

At the same time, Tracy was spearheading an effort to gather the necessary material to create a scooter tow curriculum and continued working on that. At the fall BOD meeting Tracy realized that no one was working on getting further Blue Sky Scooter Tow Clinics scheduled even though their funding had been approved at the USHPA and the USHGF and he immediately took on that responsibility also. Tracy knew how great these clinics were as he and Lisa attended the first one this year and set up their own scooter tow operation at Cloud 9.

Tracy has worked hard with Steve, Rob Kells, the USHGF, and the EC, to get everyone on board, not an easy job for anyone, and Tracy has handled it with aplomb. Thanks to him we'll see Steve's clinics in February at Quest Air, and perhaps further clinics by other scooter tow instructors in other parts of the country later.

Tracy is absolutely right when he applauds the EC for their swift action. They approved the full $6,000 funding when the USHGF said that they couldn't meet to re-approve their previous half of the funding until 2007 (BTW, half of that USHGF funding came from Bill Bolosky who is a big fan of supporting instructors).

Yes, it is unfortunate that the USHPA EC was unable to see that putting a proviso in that restricted the access of foreign instructors to the clinics (they had to get in line after USHPA instructors) was both parochial and short sighted. Here was a perfect opportunity for the EC to gain world wide good will (say, through the Oz Report), and they blew that chance by being petty.

The EC was also afraid that somehow Steve Wendt was making out like a bandit, perhaps double dipping, getting paid by both Wills Wing and the USHPA. Of course, this was not the case, but it reflects a poor attitude. Instead of worrying about spending too much money on instructor support, perhaps the EC should worry about spending too little.

In fact, there is a crying need for instructor support re business issues. Many instructors do not know how to run a successful hang gliding (or paragliding) business. Steve Wendt and Matt Taber could provide excellent instruction in these areas. Steve for how to do it as a one man operation. Matt on how to run a school with multiple instructors.

When I asked Steve about this, he wrote:

I hope that some of that is being observed and covered in my clinics. Everyone that went through last year was surprised how much can be done by one person. I think it's important to let the small guy know that he can do it with enough effort, and then grow from there. I do emphasize that throughout my clinic naturally, simply because it's what I have to do.

To get ideas like this through the USHPA requires a champion willing to lead like Tracy has done. The EC is not a leadership body, but a clearing house that judges what is brought to it. So if this proposal sounds good to you, grab the reins and get the horses in gear.

Wills Wing has totally committed to the Blue Sky Scooter Tow Clinic and methods. Mike Meier's book and the Blue Sky DVD edited and filmed by Ryan Voight will be out next year. I am already hearing about a follow on to fill in the gaps, say Volume 2.

The leaders at the Wills Wing company have displayed leadership and put their money, time and effort into making sure that there are successful hang gliding instructors, not just here in the US, but around the world. There is much interest in these methods in Europe, south, and central America.

Wills Wing has a very strong company wide interest in the continued success of hang gliding. The USHPA BOD has dedicated itself to the goal of doubling their membership and the EC has funded these Blue Sky Scooter Tow Clinics. We are all pulling together, and it is great to see.

Thanks again especially to Tracy, but also to everyone who has seen the power of this vision and moved the ball down the court.

Discuss "Great ⁢USHPA⁣ leadership" at the Oz Report forum   link»  

Blue Sky

How about getting a head start and coming to Steve's clinics in February?

(Quest Air)

Blue Sky|Davis Straub|Jayne DePanfilis|Quest Air|scooter tow|Steve Wendt|Tracy Tillman|USHPA

Tracy Tillman, USHPA Director, Region 7, writes:

Tracy Tillman, chair of the USHPA Towing Committee, is happy to announce that Steve Wendt of Blue Sky Hang Gliding has agreed to run two USHPA-sponsored scooter tow instructor clinics in February at Quest Air in Florida, on February 11-13 and February 15-17, 2007. Contact Steve Wendt at Blue Sky (http://www.blueskyhg.com/) at 804.241.4324 or «blueskyhg» for more information and to register for one of these two clinics.

The registration fee is $100, payable to Blue Sky, with $50 refundable at completion of the clinic. Registration is open to anyone, but priority will be given to USHPA-certified instructors. USHPA sponsorship provides funding in the form of scholarships that cover the bulk of the cost of the clinic for participants.

Steve will also be running two scooter tow instructor clinics in Florida in April, sponsored by Wills Wing. There is no registration priority for USHPA-certified instructors at the Wills Wing-sponsored clinics.

I personally want to thank Davis Straub and Steve Wendt for getting this initiative started last year, and Wills Wing, the USHPA Executive Committee, and Jayne Depanfilis (USHPA Executive Director) for working with Steve and me to make these upcoming clinics happen. In particular, the USHPA EC, acting on behalf of the Board of Directors, should be recognized for its prompt action.

Once I had been able to work out the details with Steve and Wills Wing, and submit a formal proposal for funding, the USHPA Executive Committee held a special virtual meeting outside of their normal schedule to evaluate the proposal and follow through with USHPA funding to support this initiative.

Scooter Tow

Mike Meier and Steve Wendt are writing a new manual with DVD

(Blue Sky)

Blue Sky|Mike Meier|Paul Voight|PG|Rob Kells|Ryan Voight|scooter tow|Steve Wendt|Tracy Tillman|USHPA|video

Mike Meier at Wills Wing, and author of Paragliding, A Pilot's Training Manual, along with Steve Wendt has written a draft of a new manual for instructors outlining how to instruct using Steve's method. I've had a chance to review (and do a little editing) on the new manual and Wills Wing hopes to have it out early in 2007.

It is great to see Mike putting his writing skills to such a great purpose. The manual lays out all the issues that instructors need to deal with to successfully teach this method with a very rigorous curricula. It describes the needed equipment as well. (The USHPA under Tracy Tillman's direction is developing a curricula for scooter towing which compliments Mike and Steve's book.)

The manual accompanies a DVD that Wills Wing is also financing and creating. Wills sent Ryan Voight to Blue Sky earlier this year to video Steve in action. The DVD gives the prospective instructor step by step instruction on how to apply Steve's method.

Last year I wrote that it looked like Wills Wing was the only entity in the US that we could rely on to save hang gliding. That only Wills Wing had the will and self interest to push forward a strong initiative to vastly improve hang gliding instruction.

Wills Wing took on my challenge in a big way and this is the first of many steps that we can expect from them that will hopefully move our sport forward. I will be reporting on them.

I'm also hoping for more action from the USHPA, in particular additional instructor clinics that provide training in the Blue Sky method. In 2005 I was able to persuade the USHPA to finance the first Blue Sky Scooter Tow clinic held in February 2006 which got this particular ball rolling. It was at that clinic that Rob Kells became convinced that it was in fact a great idea to use the Wills Wing Condor with scooter tow instruction.

Tracy

Still teaching and innovating after all these years

(Cloud 9)

Bob "Skydog" Grant|Tracy Tillman

http://www.skydogsports.com/dfsc/chris-c-article.htm

This is the interview of Tracy in the September issue of the HG/PG Magazine. Great interview. I would quote from it but it is a series of JPEG files.

Discuss Tracy at the Oz Report forum

Tracy and Lisa

Add your thoughts to their nomination of USHGA presidential award

Chris Christophersen|scooter tow|Tracy Tillman|USHGA

Chris Christophersen «christotc1» writes:

Tracy and Lisa have been nominated for the USHGA PRESIDENTIAL CITATION. Please encourage the awards committee to honor them with the award by writing a short letter of recommendation yourself and submitting it online. Go to: www.USHGA.org, On the left sidebar click on: Forms +, Online forms +, Award Nominations.

You may reference my nomination and preferably use your own words. Many of you can add reasons that they should receive the award and hopefully you will forward your comments to the awards committee for consideration in their decision making.

Dear USHGPA,

Please consider Tracy Tillman and Lisa Colletti (husband and wife team) for the PRESIDENTIAL CITATION.

Lisa and Tracy are very devoted to and have made a significant contribution to our sport over the course of several years now. Their dedication to 1) pilot, equipment and environmental safety, 2) membership development and promotion, and 3) the enjoyment, comfort and pleasure of pilots and their families/guests qualify them for our highest honor we can bestow.

They are without peer in their hospitality and their investment of tireless human capital. Their unselfish financial capital investments certainly must rank near the top in comparison to the majority of HG/PG operations.

This year alone they have made significant time and capital investments. Just a few examples include: starting a “scooter-tow” operation, working to get an HG operation in our region to take action to comply with safety regulations and hosting a fun event designed to renew the interest of “drop-out” pilots to come back into the sport.

Without hesitation they have taken on national organization responsibilities as Region 7 Director(s).

Lisa and Tracy are members that other members should assimilate as much as possible. They certainly have my vote for the Presidential Citation.

Sincerely, Chris Christophersen

Draachen Flug

A ten year anniversary

(Cloud 9)

scooter tow|Tracy Tillman

Tracy Tillman writes:

What: Draachen Flug Tag (Flying Day):
Flying, Evening Barbeque Picnic Party, Awards
When: Saturday August 19, 2006
Where: Cloud 9 Field, 11088 W. Coon Lake Road, Webberville, MI
Cost: Picnic and Party is $10 donation, or no charge for pilots who fly or who bring a 70’s era glider!

Come to our Draachen Flug Tag * to help us celebrate the DFSC’s 10^th season of flying in Michigan! In addition to aerotowing, we will also be introducing our new ground-skim scooter tow system for training.

With a 70’s theme, we will also be celebrating over 30 years of hang gliding in the US. Bring your old 70’s gliders, and wear your old 70’s clothes.

We will have awards for:

Best 70’s glider
Worst 70’s glider
Most outrageous 70’s clothes/costume
Best bikini (why not?)

We will also have flying-related awards, for:

Most spot landings
Longest time aloft
Highest altitude
Most spectacular whack (without glider damage/injury)
Longest flight from the training hill
Oldest glider to ground-skim scooter tow

Big Joe, our neighbor, will cater this event (per our last chute clinic). Saturday evening picnic/party will be held rain or shine. To help us plan for Joe’s barbeque, please RSVP at 517.223.8683 or «cloud9sa».

* If Red Bull can do it, so can we. See http://www.redbullflugtagusa.com

HGC

They are in compliance

(Hang Glide Chicago, Clifton, IL, USA)

Hang Glide Chicago|Tracy Tillman

Tracy Tillman writes:

I rated the tug pilot, and it is my understanding that the Tandem 3's are still in process. (They can't do much with just a Tandem 3 rating, though.)

http://www.hangglidechicago.com/instructor_credentials.html provides the following information on instructors:

We are proud to announce that Danny Hartowicz and Mike Van Kuiken have agreed become instructors and are currently in process of getting their Instructor Ratings. We will be happy to announce the day when we will be able to offer Full Hang gliding instruction to those who are interested.

Discuss "Hang Glide Chicago⁣ follow up" at the Oz Report forum   link»  

Chicago

Hang Glide Chicago is moving ahead quickly to get their operation in compliance with the USHPA FAA exemption.

(Hang Glide Chicago)

Hang Glide Chicago|record|Tracy Tillman|USHPA

www.hangglidechicago.com

Keith Smith from St. Louis has agreed to come up and tow for us while our regular tow pilot, Bogdan, takes care of some Homework. Keith is an ATP rated pilot and can tow all rated Hanggliders. Instructor ratings are just around the corner for both Mike and Danny.

Tracy Tillman writes:

Lisa and I flew down to Hang Glide Chicago on Wednesday and trained and gave the tug pilot his rating. I spoke with Tommy Thompson at Whitewater, and he said that the instructors had completed the flying work for their ratings, but that they both still needed to create/provide a log of flying experience and an instructional record before receiving their ratings.

Discuss Chicago at the Oz Report forum

Chicago

The USHPA brings the hammer down on a flight park that wasn't playing by the rules and was jeopardizing our FAA tandem and towing exemptions.

(Hang Glide Chicago, Clifton, IL, USA)

Hang Glide Chicago|Tracy Tillman|USHGA|USHPA|Arlan Birkett

http://www.hangglidechicago.com/instructor_credentials.html From their site:

Each instructor has undergone extensive training and is certified by the United States Hang Gliding Association.

We are proud to announce that Danny Hartowicz has agreed to instruct for us along with Mike Van Kuiken doing tandems.

Week-end of June 30^th to July 2^nd. This weekend is on hold. We apologize for the inconvenience. There are a few issues we need to take care of so we can get back in the air.

Under its previous owner, Arlan Birkett, Hang Glide Chicago had three fatal accidents over the last two years, including Arlan and his student's death (https://OzReport.com/9.182#0) while being towed up tandem behind an inexperienced and unrated tug pilot. The previous death occurred on tow on June 26^th, 2004 (https://OzReport.com/9.179#0). The experienced pilot was flying a glider new to him, a Moyes Litesport, in the middle of the day, without a fin. The pilot "locked out," and dove into the ground.

Hang Glide Chicago's instructors as of last week were not USHPA certified for tandem (one is a T-1 and the other has no tandem rating) or instruction (as a review of the USHPA database can quickly tell you), contrary to the above statements from Hang Glide Chicago's web site and in violation of the USHPA's exemption from the FAA. In addition, their tug pilot was not USHPA ATP-rated as required by our FAA exemption. This situation obviously jeopardized the USHPA's relationship with the FAA. In addition, it raises concerns about the level of safety practiced at Hang Glide Chicago, given its history. You've also got to wonder how its students get USHPA rated.

Tracy Tillman, the USHPA regional representative in this region, contacted Joe Yobbka, Hang Glide Chicago's new owner numerous times last week (he had previously contacted him, also) and Tracy made absolutely certain that Joe was aware of the significance of the precarious situation he had inherited from Arlan and how much it endangered hang gliding towing and tandem flights through out the country.

Joe has been very cooperative with Tracy and Mark Forbes, USHPA vice president who at Tracy's urging (he wanted to avoid even an appearance of a conflict of interest) spoke with Joe on Friday. Joe has suspended tow operations until he has an ATP rated tug pilot doing the towing. He has suspended tandem and instruction until his tandem pilots have the proper tandem and instructor ratings. Joe is committed to making sure that Hang Glide Chicago is completely on the up and up with the USHPA and the FAA.

I have had my doubts in the past about the ability of the USHPA leadership (EC) and their regional directors to take effective measures to enforce compliance with USHPA regulations and our FAA exemptions, so this incident is to me a great example of what can happen when the USHPA takes its responsibilities seriously. Those exemptions need USHPA enforcement if they are to be honored. I was very pleasantly surprised to see that Tracy, working together with Mark, was able to obtain compliance without having to resort to an FAA inspection of Hang Glide Chicago. Congratulations to all involved.

Tracy is a FAA safety counselor for the FAA's Detroit FSDO area, in addition to being the USHPA regional director, and it is his duty in this capacity to work with outfits that have FAA compliance problems and to get them in compliance before the FAA inspector comes out and the hefty fines start. Tracy's position with the FAA is voluntary and he has no enforcement authority, but he can call in the FAA (as can any one else).

Here are the results from the USHPA database:

Name: Michael Vankuiken
USHGA #: 81044
Exp Date: 6/30/2006
Division: HANG GLIDING
Pilot Rating: ADVANCED By: ARLAN BIRKETT
Date: 6/1/2005
Appointments: Ratings and Special Skills: AT FL T-1 AWCL CL FSL RLF TUR X-C

Name: DANIEL HARTOWICZ
USHGA #: 39166
Exp Date: 5/31/2007
Division: HANG GLIDING
Pilot Rating: ADVANCED By: W. HENRY
Date: 2/15/1988
Appointments: Ratings and Special Skills: AT FL PA VA AWCL CL FSL RLF TUR X-C

Name: JOSEPH YOBBKA
USHGA #: 72929
Exp Date: 11/30/2007
Division: HANG GLIDING
Pilot Rating: NOVICE By: ARLAN BIRKETT
Date: 5/21/2000
Appointments: Ratings and Special Skills: AT

Discuss "Hang Glide Chicago⁣ suspends operations" at the Oz Report forum   link»  

Towing

USHPA gets its towing exemption

Jayne DePanfilis|Lisa Kain|Mike Meier|Quest Air|Tracy Tillman|USHGA|USHPA

Jayne DePanfilis «jayne» writes:

I am pleased to report that the Association's Towing Exemption, 4144K, is renewed until June 30, 2008.

Please keep in mind that the implementation date for the Sport Pilot rule is January 31, 2008 -- or five months in advance of the new termination date for the Towing exemption. This means that powered ultralights used to aerotow launch hang gliders (foot launching is completed outside the scope of the Sport Pilot rule) will need to be certificated as either ELSA or SLSA by January 31, 2008. (According to the Sport Pilot rule, once you have certificated the tow vehicle, you will be required to hold a private pilot's license to aerotow launch a hang glider).

It is possible that as we approach the implementation date, FAA will adjust the termination date of the Towing exemption to match the implementation date. It's also possible that the effective date for the Towing exemption will continue to supersede the effective date for Sport Pilot by 5 months.

Currently, as outlined above, a private pilot's license is required for a (tug) pilot to use an Experimental Light Sport Aircraft (ELSA manufactured before September 4, 2004 )or Special Light Sport Aircraft (SLSA manufactured after September 4, 2004) to tow a non-powered ultralight (hang glider).

New Towing Exemption cards for 4144K will be printed this week and mailed ASAP to all current USHPA members with an ATP rating.

The Sport Pilot subcommittee that worked with Jayne on developing the strategy and letter of request to the FAA for renewal of our towing exemption was comprised of Chair Tracy Tillman, volunteer Mike Meier, and volunteer Lisa Kain (Quest Air Flight Park Manager and Tug pilot).

Tracy writes:

This is another example of our (USHPA's) good fortune regarding our renewed towing exemption:

The FAA has denied USUA's petition, asking for an extension of the deadlines allowed for ultralight pilots and vehicles transitioning into Sport Pilot. Details here: http://www.usua.org/HotNews/Archives/20060620/

Discuss Towing at the Oz Report forum

Wheels

Big fat wheels to really help you roll

(Cloud Nine)

Tracy Tillman

http://ozreport.com/9.187#2

Tracy Tillman «Cloud9SA» writes:

Real Wheels for Wills Wing gliders are now available from Cloud 9 Sport Aviation in Michigan. Pilots must send their Wills Wing wheel brackets to us, and we will do the conversion for them by machining their brackets and mounting the wheels to the brackets. The cost for the conversion is $75 US plus s/h.

The thicker, rounded wheels can handle softer ground and longer grass than the original smaller, thinner white wheels, and allow for some sliding on the ground if they experience a side load. They also provide for a bit more clearance of the pilot's fingers over the ground, when holding on to the basetube. They have been well-tested by pilots at Cloud 9 Field and elsewhere on Falcons, Sport 2's, U2's and Talons.

Our address is:

Cloud 9 Sport Aviation
Cloud 9 Field (46MI)
11088 Coon Lake Rd. W.
Webberville, MI 48892

517. 223.8683
«cloud9sa»

We are strong supporters and very appreciative of Wills Wing products and service, and encourage them to offer a much larger wheel/bracket option for their gliders.

TFR

The government is not going to play nice

Tracy Tillman|USHGA

Tracy Tillman at « Cloud9SA» writes:

It is important for hang glider pilots to know that the Feds will not take a joke when it comes to TFRs. The Air Force stated they would shoot down TFR violators in the Detroit area during the Super Bowl--then, this happened yesterday, when the President was in town:

"According to news reports, including an interview w/ a 217^th Fighter wing spokesperson, a Cessna 182 violated the TFR. F-16s were scrambled, intercepted the C-182, dropped flares to get the pilot's attention, and the C-182 left the TFR area. The F-16 pilots were able to get the n number of the violator, and will pass it on to the appropriate authorities for further action."

One of our club pilots and his family saw this happen at a low altitude, right over their home. Pilots must check to see if there are or will be any TFRs in their area before flying. The best source is to call your local flight service station (1.800.WXBRIEF), but online sites with TFR information are also available. For example:

1. Http://tfr.faa.gov/tfr2/list.html

2. Http://www.aopa.org/whatsnew/notams.html

3. Http://map.aeroplanner.com/mapping/tfr.cfm

It would be helpful if USHGA could put links on its web site with instructions to pilots on how to get this information before flying.

Discuss TFR at the Oz Report forum

Scooter Tow

Tracy and Lisa learn along with Matt and Bo

Scooter Tow|scooter tow|Steve Wendt|Tracy Tillman

Tracy Tillman, Draachen Fliegen Soaring Club, Cloud 9 Field, Michigan «Cloud9SA» writes:

Lisa and I just returned from Steve Wendt's scooter tow instruction clinic at Quest. Steve did a super job, and we had great fun and learned a lot.

Steve began the clinic with a train-the-trainer lecture session, with lots of good discussion among the participants. As conditions allowed, we then did some flying. Steve did some tows and flights as demonstration of his techniques, then we all did a number of flights and towed each other for the rest of the time. Most of us flew in a 330 Condor, 225 Condor, and 195 Falcon, but Bo also flew a 180 Target on Tandem gear.

We were using Steve's 50cc 4.5 hp Yamaha scooter. It is surprising to see how well that little machine can tow. Steve said that he has even towed Fusions and Litespeeds with it.

Thanks a bunch for helping to organize this opportunity. We all came away very impressed with the system and Steve's techniques.

Sport Pilot

Others are asking similar questions

Bill Bryden|Jayne DePanfilis|Mike Meier|Tracy Tillman|USHGA

Jayne DePanfilis «jayne» writes:

I don't see where FAA has made an effort to differentiate between commercial HG and non-commercial HG aerotow operations for sport pilot.

I will be talking to Larry Clymer next week. Larry is the acting manager of the sport pilot office in OKC. I can rely on information from our emails to support the discussion. I will report back to you as soon as I touch base with him.

But it is my opinion that FAA decided to require tug pilots to obtain a PPL for towing a hang glider because they didn't want to differentiate between commercial and non-commercial towing ops for non-powered ultralights. FAA didn't penalize USHGA with a requirement for a CL for compensated towing but they also didn't grant us the permission to use a sport pilot license for towing either. I remember FAA commenting to Bill, Mike Meier and I, that hang glider towing was a "sufficiently complex" process to justify the PPL requirement. Sue Gardner did evaluate the hang glider towing process and I'm sure we all agree that it is a complex process. I vividly remember her saying now that it is the complexity of the process that caused them to consider a PPL as the baseline for towing.

Last I spoke with Larry Clymer, he advised USHGA to apply for an exemption to 91.315G so that a sport pilot can tow a non-powered ultralight as long as they are a current member of the USHGA with a USHGA-ATP rating. Bill Bryden initially suggested that we include pilots who also meet the requirements of part 61.69 but Larry Clymer advised against this.

Larry also mentioned requesting an exemption to part 91.319G and finally, I think he suggested adding part 61.113 G to the rule now so that a private pilot may act as the pilot in command for compensation or hire for towing a non-powered UL.

Larry planned to talk to Mike Brown, policymaker in DC, about the waiver to part 91.

This issue of compensation is definitely still on the table. I think we're dealing with two issues right now: compensation and a waiver to the sport pilot rule so that current USHGA members with a USHGA-ATP rating can tow a non-powered ultralight. We haven't been able to wrap these two conversations into one yet.

I had asked Tracy Tillman the following:

Davis just copied me on another email thread regarding his concern that the existing fleet of Dragon Flies, or fat UL's used for aerotowing hang gliders will eventually become obsolete or illegal for use under the new rule. Bill Bryden can back me up here but it is my understanding that the current fleet of fat UL two vehicles, the ones manufactured before the rule was released in September, 2004 have been grandfathered in for use as tow vehicles indefinitely. The existing fleet will be required to be certificated as ELSA. They will require the maintenance and inspection program you outlined in an email to the board recently but they will not become illegal for use after January 2010. FAA clearly understood that we can not afford to replace the existing fleet of tow vehicles.

Doug and Group:

I clearly need assistance writing the exemption request to the sport pilot rule once we get the green light from FAA policy makers in DC. Bill Bryden authored previous exemption requests but he may not be in a position to actively volunteer right now.

Tracy: Perhaps, you and I could work together on the exemption request, once we determine exactly what we should include. We could run the request by Bill before it's submitted.

In addition to submitting a request for an exemption to the sport pilot rule we also need to address the fact that the towing exemption expires in October. We should, at the very least, consider submitting a revised exemption request asking FAA to amend the existing towing exemption with just one change: to increase the weight of the tug from 540 pounds to 1232 pounds (to match the weight guidelines under sport pilot) or to some such weight that is sufficient enough to make the Dragon Flies legal for towing under the exemption. As it stands today, the Dragon Flies are still classified as fat ultralights. We haven't transitioned any of them to ELSA, for good reason, but we don't want to be stuck operating in this "gray" area if we can help it.

Discuss Sport Pilot at the Oz Report forum

ELSA

What happens in the future?

Doug McCleary|Dragonfly|Eric Thorstenson|Jayne DePanfilis|record|Suan Selenati|Tracy Tillman|USHGA

Doug McCleary «dougmccleary1995» writes:

There is no doubt that the existing fleet of tugs, trainers and fat ultralights can be grandfathered in as E-LSA. That's 50% of what this whole three year transition time is about. The other 50% is getting all the ASTM standards in place for the SLSA craft, getting us all transitioned as pilots, getting the infrastructure in place to make Sport Pilot work smoothly (as it now stands, there are about seven weight shift DPE's in the whole country, and not many more SPI's--which we need to get the endorsement to get our check ride from the DPE--I'm not grandfathered since I soloed and became a member of EAA AFTER Jan. 2004).

So the problem as I understand it is, there is NO WAY any of us can grandfather our current aircraft in as S-LSA. And even if we did, the rigidity re. the aircraft will make it difficult to use them--much easier for you for instance with a "fixed-wing" dragonfly, but with a trike, you should be able to change out wings, once the S-LSA trikes come out, you won't be able to do that since the aircraft must be kept AS certified.

The whole S-LSA idea is to now be able to purchase pre-manufactured aircraft which have been built according to the ASTM consensus standards. Each manufacturer has to have ONE aircraft built and certified "as is." Then all the other aircraft manufactured after that will be carbon copies of that one certified craft.

S-LSA's have the same maintenance requirements as an E-LSA used for "hire," except that both the 100 hour and annual inspections must be done by an A&P or a Light Sport Maintenance Repairman. And any repairs done to the aircraft must be in compliance with that aircraft's certification. Aside from that, the S-LSA's will also cost several thousand dollars more than the same aircraft did as a pre-SLSA craft (the fleet we're grandfathering in) since after 2008, SLSA will be the only game in town, and if anyone wants to get into light sport aviation, they will only have the choice of purchasing an SLSA.

If we can't grandfather our current fleet in as SLSA, then after 2010 (the extended deadline for using ELSA for "hire") our current fleet becomes either lawn chair material, or recreational aircraft which we can fly for ourselves, but cannot use for towing, etc.

And that's where the frustration comes from for those of us who have invested time and money into these "operations"--whether a larger scale operation like yours, or a couple guys who own a trike like ours. All the money, time and effort we've put in becomes useless after 2010. Either we suck it up and go spend thousands more on a fleet of SLSA aircraft, or we throw in the towel, or we operate "under the radar." I know our guys are tempted to do the latter, since we tow out of an airstrip that's private and somewhat secluded (except for the highway we tend to turn over), but then we incur a new sort of liability as well as set ourselves up for fines and penalties if anything were to happen and the FAA show up on our doorstep.

Now add to that the new requirement that all who are acting as a tug pilot acquire their Private Pilot's License. That's another $6-7000 expense that most of us can't afford and don't really WANT to afford. I could care less about becoming a GA pilot. I love flying my hang glider and my trike, I have no interest in piloting a spam can. And yet, if USHGA isn't successful in getting the rules amended, I am going to have no choice. Fortunately--as I already mentioned--as a weight shift pilot, I can get my private in the weight shift class. But even that isn't worth the trouble if indeed we are required to use only SLSA aircraft (I won't be investing the money to buy a new aircraft for towing).

I don't know if any of this is helpful, but it's the "rule" as I understand it. Please let me know what you hear from the Florida flight park operatorsa nd I'll keep you informed if I hear anything different. My hangar mate--and the guy who brokered the deal for us on the trike so we COULD tow (a long-time hang glider pilot turned weight shift CFI who wanted tug pilots at his disposal) is one of the DPE's. I will try to ask him what he knows when he gets back from this month training in AZ.

I'm going to forward this to Eric Thorstenson, who is part owner/operator of a dragonfly operation in WA, and with whom I was talking about some of this material just the other day.

Tracy Tillman «Cloud9SA» responds:

Yes, that good clarification of the problems. We have a similar issue with the Dragonfly, as we often need to change propellers, engines, etc., in and out, and sometimes from one plane to another, and do other work on the plane, which makes E-SLA much more appealing and practical.

The issue of towing with an E-SLA after 2010 is a concern. I haven't seen that specific wording anywhere (which doesn't mean its not there someplace). I've seen the wording about training--not sure about "for hire." If the tug can't be used for towing for hire after 2010, perhaps it can still be used for towing for personal or club use. We've been towing as a club for almost 10 years, now.

I don't recommend trying to stay under the radar with the FAA. We've been formally inspected twice. Different FSDOs often interpret rules differently. Fortunately for us, our FSDO felt that use of the 2 seat trainer ultralight (fat) dragonfly for towing was acceptable, since the mission of our club is training, instruction, and safety (we consider all our tandem and solo flights to be instructional flights), and because we are a non-profit club. Actually, we made sure to be very up-to-date on the regs before they came, and helped to educate them about ultralight towing, and the regs and exemptions.

Ultralight towing is so oddball for them, that it is not surprising that they did not know much about it. Actually, after all our harping about safety, they asked me to become a safety counselor for the FSDO's Aviation Safety Counselor program. Through that program, I've gotten to know the local inspectors personally, which has been extremely beneficial, both practically and politically.

I do know that the FAA is going to take sport pilot issues more seriously, and look closer at operations towing with SLAs. I'll keep you posted. Thanks, Tracy.

Doug McCleary «doug» writes:

The concern that Tracy and I have been addressing is an understanding that, after Jan or 2010, E-LSA may no longer be used for aerotowing operations. The aerotowing flight parks and operations in the USA are almost uniformly using aircraft that will be grandfathered in as ELSA and the concern is that if ELSA may no longer be used after Jan of 2010, then flight parks and other operations will have to find the funds to replace their existing fleet of tug aircraft, or--as will be the case with smaller groups doing towing--cease operations.

A perusal of the relevant FAR's yields the following:

91. 319 "Aircraft having experimental certificates: Operating Limitations"

(e) No person may operate an aircraft that is issued an experimental certificate under §21.191(i) of this chapter for compensation or hire, except a person may operate an aircraft issued an experimental certificate under §21.191(i)(1) for compensation or hire to—

(1) Tow a glider that is a light-sport aircraft or unpowered ultralight vehicle in accordance with §91.309; or

(2) Conduct flight training in an aircraft which that person provides prior to January 31, 2010.

And

(g) No person may operate an aircraft issued an experimental certificate under §21.191(i)(1) of this chapter to tow a glider that is a light-sport aircraft or unpowered ultralight vehicle for compensation or hire or to conduct flight training for compensation or hire in an aircraft which that persons provides unless within the preceding 100 hours of time in service the aircraft has—

(1) Been inspected by a certificated repairman (light-sport aircraft) with a maintenance rating, an appropriately rated mechanic, or an appropriately rated repair station in accordance with inspection procedures developed by the aircraft manufacturer or a person acceptable to the FAA; or

(2) Received an inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter.

According to (e)(2) above, only ELSA used for flight training fall under the January 2010 timeline for use in that capacity. There is no apparent corresponding ruling regarding ELSA used for towing. Thus, if I am reading the FAR's correctly, we will be able to continue to use the current fleet of light sport "tugs" after January 2010.

However, we cannot use these tugs without having transitioned them to ELSA and receiving an airworthiness certificate (obviously), or without having 100 hour inspections done by an A&P or a Light Sport repairman with a maintenance rating. My guess would be that if we have a light sport repairman inspection certificate we can still do our own annual inspections.

The other matter that those of us conducting aerotowing operations must address is FAR 61.69. § 61.69 Glider and unpowered ultralight vehicle towing: Experience and training requirements.

(a) No person may act as pilot in command for towing a glider or unpowered ultralight vehicle unless that person—

(1) Holds at least a private pilot certificate with a category rating for powered aircraft;

(2) Has logged at least 100 hours of pilot-in-command time in the aircraft category, class and type, if required, that the pilot is using to tow a glider or unpowered ultralight vehicle;

There is more to 61.69...but the most relevant issue I want to raise is that of (a)(1). I believe that most of our tow operations are already working under the rubric of paragraph (2) and doing the training required. And currently, ultralight aerotow operations are operated under an exemption (#4144) granted to USHGA which allows us to act as tug pilots without the requirement of a private pilots license (a copy of which those of us acting as tug pilots are to carry on the aircraft anytime we are towing). The 100 hour requirement may be used in place of the Private Pilots License requirement according to USHGA 104.11.01.

Will this exemption still be in place following the full implementation of Sport Pilot? Or will those of us who are towing now be required to receive a PPL for towing? I believe this latter needs further comment from USHGA or the FAA...preferably USHGA at this point because it's been my understanding that they are still petitioning the FAA for a change or continued exemption to 61.69(a)(1). The safety record of aerotowing operations involving ultralights and hang gliders is very good...and makes one wonder if the FAA will recognise that safety record and continue to exempt us from the PPL requirement, or not.

Jayne DePanfilis «jayne» writes:

It is not my understanding that the current fleet of Dragon Flies, or towing vehicles that will eventually need to be certificated as ELSA, will never become obsolete for use for towing, unless we determine their obsolescence. It is my understanding that we can continue to use the towing vehicles that are certificated as ELSA indefinitely. FAA clearly understood that as an industry or a fragile segment of sport aviation, we could not afford to replace the existing fleet of tug aircraft.

I know I'm right but let's wait for Bill to back me up. I will be calling the Sport Pilot office next week again and I can discuss this email with them but I'm quite sure we have permission to use the tugs indefinitely -- but they do have to become certificated as ELSA and they do need to be maintained properly for use for non-commercial and commercial towing ops.

Discuss ELSA at the Oz Report forum

ELSA

Aerotowing with (E-LSA) Experimental Light Sport Aircraft and Annual and 100 hour Condition Inspections

Tracy Tillman|USHGA

Tracy Tillman Region 7 Director «Cloud9SA» writes:

An annual condition inspection on an E-LSA (Most of our existing tugs and trikes could transition to LSA as Experimentals) may be performed either by an appropriately-rated FAA-certificated mechanic (A&P), or by the owner/operator of the E-LSA if they have the Repairman LSA/Inspection certification. Meaning, if you have a trike or ultralight tug converted to E-LSA, you can do your own maintenance and annual inspections if you have this certification.

However, the E-LSA must have 100 hour inspections in addition to annual inspections if it is used for:

"(a) Flight training for compensation or hire."

(b) TOWING A GLIDER OR UNPOWERED UL FOR COMPENSATION OR HIRE."

Additionally:

"The Repairman LSA/Inspector is not authorized to perform 100 hour inspections."

(The wording above is taken directly from our course materials--meaning from the FAA.)

In order to do the 100 hour inspections, the owner/operator must have the LSA-Repairman/Maintenance certification or higher, or it can be done by an A&P mechanic.

This may be old news, but:

(a) it looks like E-LSA's can be used for aerotowing, no problem.

(b) only annual inspections are needed if the aerotowing is not done for compensation (i.e., personal towing, or a club).

(c) aerotowing gliders and unpowered UL''s (hang gliders) can be done for compensation or hire, requiring 100 hour inspections.

There was no information provided regarding pilot qualifications for aerotowing using an LSA or S-LSA or E-LSA, or is aerotowing for compensation or hire vs personal, club, and/or instructional aerotowing.

All-in-all, it was great to see this information in the FAA-approved documents we received at the course.

BTW, it was great course. We really enjoyed it and found it very useful.

Unfortunately, there is not much documentation from FAA, USHGA, EAA, and/or USUA that definitively says that's are going to go E-LSA. Seems about 98% on track to me, though.

Discuss ELSA at the Oz Report forum

Wed, Nov 16 2005, 6:00:03 am EST

Temporary Flight Restriction

Tracy Tillman

http://tfr.faa.gov/tfr/list.jsp

http://www.avweb.com/news/atis/183670-1.html

Tracy Tillman «Cloud9SA» writes:

A local hang glider pilot, who has decades of flying experience and his own boat towing system, got his butt severely kicked by the FAA after violating a TFR here with his powered ultralight. I believe that his fine was about $10k. They will scramble fighters over TFR violations, and (worse-case scenario) will shoot if the pilot does not respond properly

Discuss TFR at the Oz Report forum

Wed, Sep 21 2005, 2:00:00 pm EDT

Superior carts.

Tracy Tillman|weather

cart|Tracy Tillman|weather

https://ozreport.com/9.186#0

Matt Taber «fly» writes:

I saw a great design in Tracy's cart. I had built several designs that worked well but his carts were very clever, simple, efficient and an excellent material usage with minimal waste -- plus they worked very well. We started buying his carts for the flight park while he was still selling them.

As I recall he was tired of commercially building the carts and did not find the venture particularly profitable and he did not like the potential liability. I think the deal is that as long as he had the students to build the kits it was OK but without that resource the carts were too costly to build and ship. Many people complained about the cost and wanted a cheaper solution, although I thought that they were very inexpensive considering what the materials cost.

I asked for more carts to be built for Lookout with some modifications to make the carts a bit tougher, Tracy did not want to build any more carts -- he either suggested that I buy the design or I asked if he would -- I do not recall at any rate I purchased the rights and plans and have made our changes. That is how I recall the details.

While I do not want plans to be distributed on the carts that Tracy designed and built I do not have a problem with Tracy providing bearing information. It is fine with me if Tracy has the time and inclination to help others in any way that he can. It can be very time consuming dealing with the do it yourselfer in copying a design or a part of a design, in helping them figure out a solution. We do not use bearings for the fork to pivot, we use bushings as Tracy did and Tracy had these machined in his shop at school. You can't just buy them. You have to have them made or buy a commercially available bushing.

The "secret" with the bearing or bushing is to use a 5/8thinch bolt for the swivel and use a bronze bushing in the aluminum wheel fork block and have saddles on the tubes with inserts in the tubes that are tight and super tough. This insert acts as a bushing also and in conjunction with the saddles and bronze fork bushings have held up with little or no sign of ware. They must be correctly installed and everything must fit correctly. It is just as important to have the correct angles on the front forks and have the runners positioned correctly with the pilot weight in the correct position in relation to the center of the front axle.

I have carts available or can build new ones -- the original design with improvements in areas that were bending such as the size of the main swivel bolts for the front caster wheel assemblies -- from 1/2 inch to 5/8ths -- they would bend so we changed them. I also had the runners that the glider sits on molded and made from a super tough plastic. We have all the machined parts C&C machined and we use new anodized aluminum tubing with special plastic bushings in the tubes. The carts are not profitable for us to build and support either but they are excellent carts and a necessary or at least a welcomed addition for aero towing.

Nothing will be inexpensive enough for the do it yourselfer so those individuals should continue trying to create the better mouse trap or trying to copy an already excellent proven design. If all the work, history and cost has little value for folks they can choose to go through the process themselves.

Being able to buy a ready made cart that you can leave out in the weather that is super tough with hardly any maintenance that works great and has proven performance has value to some. So keep telling people where they can get them. Perhaps if we build enough of them at a time we can get some of the cost down.

Tracy Tillman «Cloud9SA» writes:

Just for clarification, the carts (A Model) Matt originally bought from us had the smaller caster swivel bolts and rubber roller supports on the cradle for supporting the hang glider keel. We only produced about 12 A Model carts. The plans (and jigs and fixturing) that we sent to Matt were for our B Model, which have 5/8" swivel bolts, and a cable/hose which act a sling on the cradle for supporting the keel, and also make height adjustments much faster and easier.

The B Model also has plastic cradles instead of wood cradles, and better PVC pinch point fillers between the frame tubes than the A Model's plastic balls. We produced about 30 B Model carts. It would not surprise me if Matt made the caster swivel bolts in the A Model carts larger for his own use, before he received the B Model plans, jigs, and fixtures from us. If Matt received the A model plans from us instead of the B model plans, that would have been a huge mistake on our part, and I would have to apologize profusely about that and rectify the situation. However, the jigs and fixtures were for the B Model--for sure--because they had 5/8" drill bushings for the placement and alignment of the 5/8" caster swivel bolts holes in the frame tubes..

In any case, we continue to use the smaller swivel bolts on our old A Model carts, and only have trouble with bending if people stand on the cart when being pulled across the field, or if a pilot holds on too long and drops it from the air. The larger swivel bolt on the B Model is much more robust. We have never had any bending of the 5/8" swivel bolt on the B Model design, no matter how much the cart is abused.

Discuss carts at the Oz Report forum

Tue, Sep 13 2005, 2:00:01 pm EDT

What material to use so that they don't wrap around the ring or carabineer?

Quest Air|Tracy Tillman

Maybe Tracy Tillman is a little too paranoid. Most of his pilots at Cloud 9 use thick poly rope bridles, both as V-bridles and a chest only bridles.

He told me that he saw Jim Prahl at Quest Air, a few years ago, wrap the upper portion of his Spectra V-bridle around the ring at the end of the tow rope and have the tug almost tuck his glider. He also told me that he had heard that this had been an ongoing problem, that every once in a while Spectra V-bridles wrapped around rings.

I haven't heard this to be the case. Has anyone out there noticed this problem? I once had a pro-tow Spectra bridle snag or wrap around the end of the tow rope when there was no ring or carabineer at the end of the tow rope, just a loop. I had two barrel releases and I just released the other barrel  and let my bridle go by-bye.

I use a very thin Spectra bridle now (https://ozreport.com/9.098#2). I haven't seen any problems with it. Diver Bob uses a V-bridle version with Vectran for the upper line.

So is there a problem with Spectra V-bridles? Do they warp around rings and cause gliders to tuck? Is poly rope a lot safer or not? 

Discuss tow bridles at the Oz Report forum

Mon, Sep 12 2005, 7:00:02 am EDT

Bigger, better, and outside the bar

Tracy Tillman

http://members.aol.com/cloud9sa/

Tracy Tillman, always the engineer and looking for continuous improvement, thought that there could be an improvement of the wheels that come with the Wills Wing wheel brackets. He has had good success over the last few years with a modification that allows for thicker, rounded, and somewhat bigger wheels to mounted on to the Wills Wing brackets. After a bit of drilling and machining of the brackets, he is able to flip around the two wheel brackets to allow the bigger wheels to be used. Here's what they look like:

The thicker, rounded wheels can handle softer ground and longer grass than the smaller, thinner white wheels, and allow for some sliding on the ground if they experience a side load. They also provide for a bit more clearance of the pilot's fingers over the ground, when holding on to the basetube. They have been well-tested by pilots at Cloud 9 Field and elsewhere on Falcons, Sport 2's, U2's and Talons.

Tracy is thinking about selling the modified wheel sets for those who want this extra level of safety. Contact him for more information.

Wed, Sep 7 2005, 11:00:02 am EDT

What happens when you put your student in the bottom harness?

Bart Weghorst|Christopher Moody|insurance|Tracy Tillman

Bart Weghorst at COWBOY UP HANG GLIDING LLC Jackson Hole, Wyoming www.cuhanggliding.com  «fly»  writes:

Over under harnesses are favored by many tandem instructors. But the ones who don't like them (me) have pretty clear objections like these:

Excess strain on the downtubes from the instructor's hands. Downtubes

- already under compression- are bent by the instructor's input if he's on top.

Strong student can easily overpower instructor if instructor is on top.

Release handle hard to reach by the instructor (if on top) if release handle is left down low on the downtube.

At Cloud 9 Tracy Tillman uses an over/under harness. Then he adds handles to the downtubes to allow the tandem instructor to have great authority when he's in the upper harness (only after a lot of tandem flights with the student in the upper harness). This is what they look like:

The handles are industrial equipment used to push large carts.

Gerry «Gerry» writes:

The over/under harness system. That's the type I use when hauling tandems (platform (truck, trailer, boat) payout, stationary, and aerotow). The common fear among pilots is that you won't have enough control over the wing if the student is exerting on the control bar and won't stop (sometimes they don't realize they're doing it) when you tell them that your taking control again. Happened a few times to me but I've never had problems over-muscling them anyway. Guess it's a combination of motivation, determination, and knowing what sustained forces will get the result required. It's easier, of course, to over-muscle them from the bottom seat.

In the pre-launch talk I tell them that there's nothing that they can get us into at altitude that I can't get us out of. The control bar is like the steering wheel of a car, it doesn't work well if 2 people are trying to steer at once, etc. I cap it off and usually get a laugh because they realize I'm half-joking when I say that if they get worried, just hold on to the harness. If they're holding nylon we're safe, if they're holding metal we're gonna die! :-) They'll remember that if/when the fear sets in.

Tue, Sep 6 2005, 10:00:02 am EDT

Is there a most common accident type?

Tracy Tillman

Over the last decade we have had a large number of fatal accidents with experienced tandem pilots and students. I very vaguely remember the first one was a teddy bear with a parachute caught in the side wires.

I would be interested in gathering whatever we have for accident reports on these fatal tandem towing accidents to see if there is some value in comparing the accidents to see if we can find some common threads.

One thing of great interest to me is if the over/under harness system is used and whether the student is in the bottom harness and how many flights the student had before getting into the bottom harness.

I'm interested in all possible causes. Lockouts? Other reasons?

We need to get a handle on this and try to put a stop to these accidents.

Tracy Tillman mentioned to me a problem with tandems getting low behind less powerful tugs (easier for tandems to do behind 582's) and the tug pilot turning and the tandem being on the inside, thereby going even slower and getting lower into the prop wash. Seems like a perfect stall situation.

Discuss fatal tandem accidents at the Oz Report forum

Mon, Feb 28 2005, 2:00:02 pm EST

To the carabineer or to the harness straps next to the back plate?

Tracy Tillman

Tracy Tillman «Cloud9SA» writes:

As far as I know, the chute suppliers very strongly state that the chute bridle should be connected to the harness carabineer, and not be connected to the back plate (ie., the Brad Koji fatality). However, I understand that some instructors/comp pilots may be recommending to recreational pilots that it should be attached to the back plate on a single suspension harness. What are your readers' opinions about that, for recreation pilots Vs for comp pilots? (I hope that you get some comments on this from other pilots, instructors, and comp pilots, too.)

(editor's note: My preference is to have the chute bridle attached to the carabineer. Having said that, my Moyes Matrix harness attaches the chute to straps near the back plate. My Center of Gravity Carbon fiber harness attaches the bridle to the carabineer.

The point of attaching the parachute bridle to the carabineer is that then you can dangle from the hang glider as you come down under chute. You won't get pressed against the glider as chute yanks first you and then the glider back up.

Also, of course, there is the issue of the bridle wrapping around your neck after you through your chute if it is connected to the harness and not to the carabineer. Doesn't happen every time, but it did to Brad. (You can read about this and other exciting things in Cloudsuck).

Then there is the issue that Bo's accident highlights, where he neglected to attach the chute bridle to the harness. See here. More easily done then you would think, especially when testing out harnesses.)

Discuss attachments at the Oz Report forum

Wed, Feb 23 2005, 4:00:05 pm EST

Gotta do the maintenance.

cart|Tracy Tillman

Tracy Tillman at « Cloud9SA» writes:

Gregg made some good comments in the last Oz Report about carts. As a follow-up to that, it is unfortunate when some aerotow operators simply overlook the condition of their carts. The carts are the most immediate interface with the club member or visiting hang glider pilot to the operation (i.e. "customer" for those commercial operators), and give insight into the state and nature of the entire operation.

Not having enough carts available, and having carts that are not well-maintained or are not big enough to accommodate all common glider and wheel configurations does not and should not instill confidence in the operation. Carts get worked hard, and should be inspected and maintained on a daily basis, just like other flying equipment. Carts are just as much of the system as is the operation's tow pilots, tugs, tow ropes, etc., and operating procedures.

The quality of the carts should be just as high as the other components of the system, they are not a place to skimp. Daily cart inspection and maintenance is primarily a little time and effort, not expense. If the carts have problems, it make one wonder about the rest of the system.

(editor's note: I've always had a problem with some flight parks in Florida because I could see a bunch of junk lying around. Always made me feel uncomfortable. I wrote earlier about how great it was to go to Tracy's place and see an incredibly well maintained operation. But then there is a reason why this can happen there and not be the case in Florida.

The old saw, from the days when one could smoke on an airplane, about keeping the ashtray's clean so that passengers felt that you were maintaining the engines as well.)

Discuss carts at the Oz Report forum

Fri, Dec 17 2004, 3:00:00 pm EST

Jim Macklow wins after a strong campaign.

Aaron Swepston|Bill Bolosky|David Jebb|Ed Pitman|Gene Matthews|Jayne DePanfilis|Jim "Jimbo" Macklow|Joe Greblo|Laurie Croft|Paul Voight|Ray Leonard|Rob McKenzie|Rob Sporrer|Steve Kroop|Steve Mayer|Tracy Tillman|USHGA

Jayne DePanfilis «jayne» writes:

Region 1

Bill Bolosky 46
Aaron Swepston 1
Gene Matthews 1

Region 2

Jim Macklow 91
Ray Leonard 64
Ed Pitman 24
Ron Smith 1

Region 3

David Jebb 54
Rob Sporrer 3
Joe Greblo 2
Peter Michelmore 1
Rob Mckenzie 1
John Hurst 1

Region 4

Steve Mayer 63
Jennifer Beach 2
Jim Zeiset 2
Ed Bennett 1

Region 7

Tracy Tillman 39
Neil Roland 1

Region 8

Gary Trudeau 48
Matt Carr 2
Jeff Nicolay 1
John Szarck 1

Region 9

Felipe Amunategui 40
Randy Leggett 2
Jim Rowan 1

Region 10

Steve Kroop 58
Laurie Croft 1
Christian Thoreson 1

Region 12

Paul Voight 58

There were a total of twelve invalid votes. We received only one vote so far after the December 15^th deadline and this vote is invalid.

Congratulations to the newly elected regional directors and to those incumbents who were re-elected as well! The effective date for the newly elected regional directors is January 1^st.

(editor's note: Now the questions are, what is his agenda, program, ideas for change? Maybe he'll write and tell me.)

Thu, Sep 23 2004, 5:00:00 pm EDT

Bill Bryden is resigning as a regional director.

Bill Bryden|Tracy Tillman|USHGA

Tracy Tillman from Cloud 9 is running for his seat. Tracy told me that he thinks that the USHGA should take responsibility for all ultralight soaring (Part 103).

Discuss USHGA at the Oz Report forum

Tue, Sep 14 2004, 5:00:07 pm EDT

Towing behind the extra powerful Dragonflies.

Bob "Skydog" Grant|Cloud 9|Dragonfly|Tracy Tillman

http://members.aol.com/cloud9sa/

http://members.aol.com/dfscinc/index.htm

http://members.aol.com/dfscinc/procedures.htm

Tracy Tillman told me that they did tests towing pilots behind their 912 and 914 Dragonflies. The 914 is the more powerful version with the turbo.

They found that these tugs climb better and are easier on the tug pilot if the hang glider pilot flies below the tugs. Instead of keeping the wheels on the horizon Tracy and Lisa ask that pilots fly with the wheels quite a bit above the horizon.

With the 914 they ask that the hang glider pilot fly below the tug so that about 1.5 to 2 widths of the tug are above the horizon. Just make sure that you can see the top of the stabilizer.

With the 912 they ask that you fly with the wheel of the tug .5 to 1 widths of the tug above the horizon.

In calm air the 914 with this positioning will take you up at 1,100 fpm.

Bob Grant takes this shot of the Cloud 9 field looking south.

Discuss Dragonfly at the Oz Report forum

Tue, Sep 14 2004, 5:00:04 pm EDT

Originally from Tracy Tillman and his students.

Tracy Tillman

Find it here.

Discuss carts at the Oz Report forum

Mon, Sep 13 2004, 2:00:02 pm EDT

Is this the best aerotow flying site in the US?

Tracy Tillman

http://members.aol.com/cloud9sa/

http://members.aol.com/dfscinc/index.htm

The first impression you get is the immense acreage of manicured lawn with unobstructed launch and landing conditions in all directions. The next impression is of the large hanger and clubhouse in absolutely top condition with a clean concrete floor, and stacks of setup gliders and tugs. The third impression is the white board on the wall of the second story club house listing the tasks that club members can perform to get the equivalent of $10/hour in reduced tow fees.

The Cloud 9 field, the Cloud 9 LLC, and the Draachen Flieger Soaring Club are unique operations. A private air field, with an active club of local hang glider pilots, a separate towing operation, a tandem operation, and hang gliding school, and a hang glider equipment dealership. All separate, but all located at the same spot. Non commercial entities for towing, flying, and instruction.

Think about the investment that was required to put this convergence of entities together. Tracy Tillman told me that it was $250,000 for the land, $250,000 for the hangar/club house, and $250,000 for the equipment. Can you think of many other entities that have the ability to put this kind of investment into their operation?

This amount of money wisely invested (if you consider it a wise investment to put money into an activity that just can't generate a solid revenue stream) can produce beautiful results as can be seen by the facilities available to the local hang glider pilots here. Again this is a case where hang glider pilots way way more than they deserve. Funny, some of the local boys understood this very deeply, and some were oblivious.

The club nature of the enterprise is very evident from the fact that club members are encouraged by the reduced towing fees (and the fact that they get $5 off if they land in the spot) to pitch in and help keep the place orderly and the grass mowed. Mowing this big a field is a chore, and that especially was the case this year as Tracy and Lisa said that they did more mowing than towing. Like the rest of the Midwest and east coast this year summer was very wet.

There are about twenty or so club members and we saw ten to a dozen pilots show up starting on Friday and over the weekend. It sure would be nice if there were more and more pilots realized what an incredible resource they have here.

Tracy has a position as professor of engineering at Eastern Michigan University in Ypsilanti, Michigan (http://cot.emich.edu/profiles/tracy_tillman.htm), right next to Ann Arbor (where the University of Michigan is located) and Lisa is a surgeon and associate dean of the medical school at the University of Michigan (http://general.um-surgery.org/gastro_colletti.htm). This gives them the income resources necessary to indulge in their dream of having the best aerotowing flying site in the US.

Cloud 9 is not a flight park. Flight Park has a specific definition in the FAA Regulations. To stay within the legal constraints imposed upon them by their neighbors in the Iosco township, Cloud 9 is a private air field and the flying activity is not of a commercial nature. That's why I am calling it a flying site and not a flight park.

(More to come.)

Discuss Cloud 9 at the Oz Report forum

Fri, Sep 10 2004, 4:00:03 pm EDT

The causes in their proper order.

David Glover|Tracy Tillman|USHGA

cart|David Glover|Tracy Tillman|USHGA

I review my accident on the cart at Finger Lakes Aerosports Flight Park. There has been some excellent discussion of this issue on the hang gliding list and on the Oz Report forum. These are the causes in the order of their causal priority:

1. The cart I used didn't meet the USHGA minimum cart specifications as promulgated in the July 1997 issue of Hang Gliding Magazine. The carts were brand new, designed and built by Joel Spano, a paper path engineer at Xerox. Joel was concerned about making sure that the pilot could easily adjust the cart's path while on tow by bumping the cart to the side. He was concerned about this because the runway is on the top of a drummel with sloping sides and he had experienced the cart going in a direction different to the tug.

Joel had placed thrust bearings in the post of the castered front wheels and this made the wheels very prone to shimmy/wobble/castering. This was obvious from the start when Joel and Marty did tests which I observed two days later. Joel replaced the bearings with washers to increase the resistance of the wheels to castering and Joel and Marty's tests (which I also observed) showed that this eliminated (well, at least very significantly reduced) the castering.

I had used a "Lookout-type" cart on my previous tow. This was a successful launch although I noticed that I experienced the feeling of being stuck to the cart on this tow and came off low. The Lookout carts were built from jigs and plans designed and developed by Tracy Tillman and his students at Eastern Michigan University. Tracy and his students did extensive studies of castering to make sure that their carts did not caster. Marty had five of this type of cart at the flight park.

Castering causes the cart to bounce and increases the drag of the cart making it possible for the pilot to be pulled forward out of the cart. The drag of the cart can increase suddenly and dramatically as the wheels can be castered into extreme angles almost perpendicular to the direction of the cart thereby causing immediate high roll resistance. The wheels on my cart were seen to caster up to 70 degrees while I was being towed.

I had on the previous tow used the Lookout-type cart, and was looking to use one again on the next tow. I had a unarticulated preference for the Lookout-type cart on this day, but due to congestion near the line to tow, I didn't get myself on a Lookout cart and had David Glover bring me the nearest cart. It was my not thoroughly thought out choice to use the wrong cart.

Since it was obvious when Marty and Joel did the tests that the new carts castered like crazy right from the get go, why didn't anyone see this problem on the flight line? Why didn't Joel and Marty see this problem earlier? Pilots continued to use the carts after my accident on Thursday, and on Friday when a similar accident occurred. I wonder why no one could see this problem until Marty and Joel focused closely on it.

On Saturday morning (3 AM) after the second accident Dave Cameron wrote up a report on what was happening. He had been on the cart and in line behind the pilot who had the similar accident. He pointed to castering. Saturday morning Marty pulled all the new carts from use in aerotowing and went exclusively to the "Lookout-type" carts. No further accidents occurred.

Removing the bearings and replacing them with washers dampens the castering. There are other ways of solving these problems and apparently all of them have been tried and used on hang gliding carts.

Also, the cradles for the control bar are made of slick plastic and have shallow wells (relative to the Lookout carts). This makes it easy to slide out of the cart and difficult for the pilot to press against the cart to hold a position as the cart's drag increases.

If I had not used this cart and instead had used the Lookout-type cart my tow would have been successful.

2. I used a double V type bridle with a primary release on the keel. I normally use the Pro tow with just a bridle on my chest. While I have often used the double V bridle I used it in this case just because the mechanism was set up on the glider and I didn't bother to take it off. I also felt that perhaps it would help me tow a flex wing glider after not towing one since the end of July at the previous National Fly-In (a Wills Wing Attack Falcon 2 using a Pro tow).

This type of bridle pulls down on the keel and while this is a benefit in flight reducing the bar pressure as the pilot has to pull in on a lower performance glider to keep up with the speed of the tug, it is no benefit on the cart. The keel is pulled down and this sticks the glider to the cart more than would be the case with the Pro tow.

Sticking to the cart means that you are on the cart longer. If the cart is castering you have a greater chance of bouncing off the cart if you are stuck to it longer. It also means that you are not lifting off the cart and away from it but being pulled down if you come off the cart.

Also with this style of bridle the ring or carbineer on the tow rope is free to climb up the bridle further pulling down the nose of the glider and tucking the glider. This is not true of the Pro tow setup.

If I had used my Pro tow instead my tow would have been successful.

3. I pulled forward on the cart as much as I do with my normal Pro tow but too far for the use of a double V bridle. This lowered the angle of attack of the glider further causing it to stick on the cart.

I should have held a position further back than I was used to to make up for the fact that I was using the double V bridle. This bridle would have kept my secondary barrel release above my control bar so I didn't need to come forward enough to get that release in front of the control bar, my normal reason for coming forward.

I pulled forward to allow my keel to come out of the saddle in the back which reduced the angle of attack and also allowed my keel to rotate when the glider was pulled forward off the cart. If the keel had still been in the saddle perhaps it would have resisted the yawing of the glider as it tried to come off the cart, and held it on the cart.

If I had not pulled forward as much but rather the correct amount for the double V bridle my tow would have been successful.

4. My angle on the cart may have been too low. I was pulled forward enough to lift the keel out saddle in the back, so it didn't matter at that point, but if I had stayed back even that angle might have been too low. The next day the folks working the tow line lowered all the stanchions on the back of the carts to increase the angle of attack.

I am responsible for my accident. I made the choice of carts, I made the choice of the tow bridle setup and I made the decision to pull forward. I know why I made these incorrect decisions and see how to adjust my thinking so that I have less chance of using that pattern in the future.

This one problem with these carts should not paint the Finger Lakes Aerosports Flight Park as an unsafe operation. Many pilots launched without incident during the National Fly-In and Marty and Joel have safety as their number one priority of the flight park far above all other concerns. I trust Marty and Joel to fix the problem and continue to have a great safety minded operation and would recommend that anyone go there for instruction and for flights.

From talking with Joel it appears as though the desire to get so many carts (23) ready in time for the National Fly-In may have cut into the time required to do a full test of their new design. When I first saw all these new carts and the T-cart version I was mightily impressed.

I had also heard from Joel and others that the T-cart had much less propensity to caster, so maybe there was already some awareness of this issue for the other carts. This feature of the T-carts was attributed to the heavier weight of the T-carts but in fact it was due to a different type of bearing used in the caster piece where it attached to the cart.

The USHGA cart guidelines have a few cautions about the heavier carts as does Tracy's article. One issue is what happens if you accidental take the really heavy cart with you (like Pete did in Big Spring).

I also must have been slightly aware that perhaps I didn't want to use the bright shiny new carts because I did display an unconscious preference for the Lookout type carts. I must have been weighing that against my feeling that the flight park would know what was safe and what was not.

Discuss carts and aerotowing at the Oz Report forum

Fri, Sep 10 2004, 4:00:00 pm EDT

Life in the country with friends.

sailplane|Tracy Tillman

http://members.aol.com/cloud9sa/

http://members.aol.com/dfscinc/index.htm

One of the problems with having a nice house out in the country is isolation. You get lonely and bored. Tracy Tillman and Lisa Colletti have solved that problem by starting a hang gliding club right at their place. They invite the local pilots and train more to join the club.

Lately that has paid great dividends as Steve Djokic, a new pilot, has showed off his cooking and hunting talents. On Friday night he served dove wrapped in bacon as an appetizer followed by aged venison that the assembled pilots just raved about. On Saturday night Steve, who is originally from Macedonia, served pita bread concoctions (Pasteta) with a red pepper sauce that again made all the pilots happy. We just sat around the outdoor table while Steve served up the food.

Steve said that the way to hunt dove when you're in a sunflower field (grown by the state of Ohio specifically to feed dove for hunters) is to not tramp around to flush them but to wait in the heat until the birds fly overhead, shoot them, and let them drop at your feet.  If they are out there in the sunflowers the dogs are needed to find them and after an hour the dogs are too hot to do any searching. Steve said that he got his limit (fifteen birds - four bites each) using five boxes of shells (twenty five shells each).

Thursday:

In the morning the winds were blowing the low thick clouds out of the northwest. Of course, when the clouds are so low the wind looks really strong. As the day progressed the clouds rose and the streets lined up. It was a perfect day for a big cross country to the southeast, but we didn't get to the Cloud9  field and the Draachen Flieger Soaring Club in time.

Friday:

The winds had died down and the cu's were much thinner than Thursday, about 100 feet thick just at the inversion layer at 5,100' MSL (we're at 900' elevation). The air was sweet and the view was magnificent. It's flat as a pancake here.

I did a small 32-mile triangle centered around the field. Then caught a thermal at 400' at the field and thermaled up again. There is a small sailplane club/port 7.5 miles to the south southeast that makes for a handy turnpoint. There are landing fields every where. The thermals appeared to be coming from the barren fields and the lift could for the most part be found at the edges of the fields near the tree lines (or at least it appeared to be that way).

About ten pilots showed up on Friday afternoon for a day that looked soarable and they soared until late into the afternoon.

Saturday:

A cold front was coming and in the morning we could see the cirrus clouds way off in the west northwest. The cold front wasn't that strong as was indicated by the fact the winds out of the south were only about ten mph. I decided to take a cross country flight to the north to go down wind.

The lift was weak and I only got to over 3000' AGL within the first half hour. After that I never got above 2700' AGL. I could drift down wind and work really light lift to keep going. At one point down to 500' I spent ten minutes drifting and staying up before hitting the best thermal of the flight.

The cold front came over and the cirrus clouds thickened up cutting off the sun to the point where the lift quit and I landed forty five miles out south of Saginaw.

A dozen pilots showed up for the day and had a difficult time staying up over the field.

Sunday:

The cold front that came through the night before and had no effect other than the cirrus clouds. Now the forecasts showed a warm front over us.

The wind was lift out of the south southwest. I decided to do an out and return into the wind (so that I would have a tail wind on the way back). The cu's started forming just to the north of field and there were haze domes to the south.

I headed west southwest for twenty miles moving from haze dome to haze dome staying high, over 4000' AGL. This was the best day so far. The lift was every where. It was easy to get back with one thermal.

This area is wide open and the cross country possibilities are endless. The front yard from half way down the driveway:

Discuss Cloud 9 at the Oz Report forum

Thu, Oct 2 2003, 4:00:05 am EDT

Bill Moyes|Dragonfly|Kenny Brown|Quest Air|Tracy Tillman

Bill Moyes|Bobby Bailey|Dragonfly|Kenny Brown|Quest Air|Tracy Tillman

Tracy Tillman DraachenFliegen Soaring Club «Cloud9SA» writes:

Also, please post the attached picture of an aileron horn failure that recently occurred on our 912 rotax-powered Dragonfly at 250 hours. It should be noted that the failure occurred in a welded area, but in a different place than where the other reported failure occurred. We preflight thoroughly, but were not able to see any crack developing in that area prior to the failure.

Apparently, the other failure occurred with a stock Moyes aileron horn; whereas in our case, it was not a stock Moyes horn, but an all-stainless aftermarket horn that came with the (most excellent) 4-stroke aftermarket engine mount. If others are using this non-Moyes type of horn, they need to be aware of this failure and probably replace it with a stock Moyes aileron horn, incorporating any additional fixes that Moyes may recommend.

Our other tug has a Rotax 914, and has stock Moyes aileron horns. With 950 hours on them, they still seem OK. If Moyes came out with aileron horns that had beefier material and welds, we'd get them and replace the ones we currently have on our tugs. If not, I'll beef ours up on my own.

Fortunately for us, the failure occurred during a landing after a tow. As it was, the experience was way too interesting, as I nearly ground looped. I'm sooooo lucky that I had just touched down. I had some serious eebie-jeebies for the rest of the day, towing with the other tug.

The Dragonfly is a great Ultralight tug, and (in my opinion) far better than anything else currently available. They do hard duty. Everyone should remember that certificated aircraft get AD's and improvements incorporated into them all the time, as a result of lessons learned over time.

Kenny Brown «flyamoyes» writes:

Attention All Dragonfly Owners with 4 Stroke Engines:

Bill Moyes and Bobby Bailey have investigated the parts and circumstances surrounding the latest incident and report the following.

Bobby had two parts that were in a fatigued state and he had recently assembled Jim's plane in Texas following a landing incident. After a study of the failed parts Bobby's conclusion is that the stainless steel has work hardened. Both parts were from a Quest Air Dragonfly fitted with a 914 Rotax. The elevator horn was mounted on the engine frame on both planes. A thorough investigation revealed that the stainless steel showed clear crystalline structure through the broken surface. This is typical of work hardening.

Stainless steel work hardens at approximately 3 million cycles. An engine running at 5000 rpm delivers a shock load at that rate. It is possible that the part experiencing these shock loads could be fatigued in as little as 10 hours of operation. This would depend on how the fittings are tightened to the engine mount.

There are 78 Dragonfly in service with Rotax two stroke engines that have shown no evidence of failure in the last 12 years.

Bobby has developed a temporary quick fix. It does not stop the work hardening but it will hold the part together in the case of a failure and thus avoid grounding all affected Dragonfly's.

The quick fix involves replacing the AN4-5a bolt that connects the Aileron crank horn to the welded fitting that inserts into the aileron torque tube with an AN 43-5a. The AN3-14a must pass through the eye of the eye bolt.

Owners of Drangonflys with two stroke engines whose confidence has been shaken by the report should exchange the AN4-5a bolt with the AN43-5a bolt.

Adam Elchin|Blue Sky|calendar|Highland Aerosports|Lookout Mountain|Martin "Marty" Beckenbach|Rob Kells|Tracy Tillman|Wills Wing

Rob Kells <Rob@WILLSWING.com> writes:

Glider production is at its highest level in five years, and delivery times are a more reasonable eight weeks. I'll be doing a tour with all of Wills Wing's latest hang gliders for pilots to fly, here's where:

(See our website Calendar section for this information as well as links to the dealer's web sites, http://www.willswing.com/demodays.asp )

August 30^th - September 1^st-- Michigan
Cloud 9 Sport Aviation
Weberville, mi
(517)-223-8683
Tracy Tillman
<cloud9sa@aol.com>

September 5^th - 7^th-- New Hampshire
Morningside Gliders
Charlestown, NH
(603)-542-4416
Jeff Nicolay
<morningside@flymorningside.com>

September 11 - 13^th-- Virginia
Blue Sky
Penn Laird, VA
(540)-432-6557
Steve A Wendt
<blueskyhg@yahoo.com>

September 14^th-- Maryland
Highland Aerosports
Ridgely, MD
(410)-634-2700
Adam Elchin
<hanglide@aerosports.net>

September 16^th - 20^th-- New York
Aerosports Adventures
Walworth, NY
(315)-986-2931
Martin Beckenbach
<baronvon@rochester.rr.com>

September 22^nd - 25^th-- Tennessee
Team Challenge
Sequachi Valley
Mike Nash
(423)-949-7587
<ndti@msn.com>

September 26^th - 28^th-- Georgia
Lookout Mountain
Rising Fawn, GA
(706)-398-3541
Matt Taber
<fly@hanglide.com>

October 18^th - 19^th-- Arizona
Flagstaff / Merriam Crater
AZ Airfoils
Tucson, AZ
(520)-790-3507
Eric Smith
<azairfoils@cs.com>

Eagles Flight
Phoenix, AZ
(602)-504-9289
Shawn Jarrell
<eaglesflight1@juno.com>

Discuss Wills Wing at OzReport.com/forum/phpBB2

Discuss "Wills Wing Demos" at the Oz Report forum   link»

badge|CIVL|FAI|history|sailplane|sport|Stewart Midwinter|Tracy Tillman|XC

Stewart Midwinter <stewart@midtoad.homelinux.org> writes:

An FAI/CIVL diamond distance badge is 500 km open distance in a hang glider, i.e. about 311 mi. Your list of those that have flown a diamond distance has only 10 names, for the entire history of hang gliding. Most of those people have years and years invested in the sport, and spent weeks in the one place in the world that seems able to produce this type of distance.

So why is the CIVL diamond badge for hang gliders set at 500 km? Perhaps it was a decision by the same group of futurists that thought we’d all have our own personal helicopters by now, and be wearing Dick Tracy watches.

The FAI diamond distance for sailplane pilots is also 500 km. Thousands of pilots have achieved that distance. And the gold badge distance is 300 km (186 miles), also the same as for hang gliding. I flew that far in a sailplane in my first week of serious XC flying. Yet in the entire world there are only 4 pilots with FAI Gold badges in hang gliding. Why are things made so difficult for hang glider pilots compared to their fiberglass-flying friends?

The FAI/CIVL gold badge distance for paragliders is 100 km, or about 61 miles. That is a pleasant afternoon outing for a mediocre pilot in many locations of the world. Hundreds, if not thousands, of paraglider pilots have flown that distance. So why are hang glider pilots saddled with this 300 km requirement in order to achieve a gold badge?

CIVL received a thoughtful proposal before its last AGM to review the badge requirements and establish a more reasonable requirement for hang glider pilots when compared to paragliders and sailplanes. What happened to that proposal? There is no mention of it in the official minutes of the meeting (at least, I can’t find it).

Discuss CIVL badges at OzReport.com/forum/phpBB2

Discuss "Badges?! We don’t need no stinkin’ badges!" at the Oz Report forum   link»

aerotow|cart|cartoon|cloud|Cloud 9|competition|cost|David Maule|donations|Dragonfly|equipment|FAA|flight park|Florida|Flytec USA|food|foot launch|game|glide ratio|government|harness|instruction|landing|Maureen Grant|Moyes America|Moyes USA|parachute|photo|record|release|Rick Agudelo|Rob Kells|safety|site|sport|Sport Aviation|Spot|spot landing|storage|students|tandem|tow|towing|Tracy Tillman|training hill|transport|travel|tug|USHGA|weather|Wills Wing

aka the Dragonfly Cup - a new comp with a tall attitude and monster-size prizes.

by Tracy Tillman and Lisa Colletti

(from Reality Check cartoon series)

While working in the laboratory late one night, we created a new hang gliding competition for 2003, the Dragonfly Cup. The comp will take place at Cloud 9 Field in Michigan, home of the Draachen Fliegen Soaring Club. The value of prizes to be awarded is over $6000. Major sponsors include Wills Wing, Moyes USA, Flytec USA, High Energy Sports, AV8/Icaro, and Cloud 9 Sport Aviation.

Hot Comps

Many of the most successful meets taking place across the world use aerotowing as the primary means of launch. At a good site, it allows launching into any wind direction, and enables a large number of pilots to launch in a short period of time (provided that there are enough tugs and tug pilots available). The large cross-country meets that have been hosted by our friends in Florida and Texas over the last five years are a great example of the popularity and success of aerotowing as a launch format. The mass launches are an awesome site to behold, and participation in those comps is an experience that one will never forget. By all means, one should try to get to one or both of the Florida meets, as a participant, tug pilot, volunteer helper, or spectator.

The good flying conditions and high-level of competition at these meets bring together some of the best pilots in the world. These are relatively complex, work-intensive, and expensive comps to run, which results in entry fees being near $400, not including tow fees. With travel, food, lodging, and support crew costs added, the overall cost for a pilot to participate in one or both of the Florida meets is significant. Never-the-less, registration for both of these meets fills up almost immediately after opening.

Despite the popularity of these meets, it has been difficult for some clubs to run a successful meet in other parts of the county. Here in the Great Lakes/Great Plains region of the country, poor weather and low pilot turnout has resulted in the cancellation of meets more often than not. We can experience great soaring conditions across the summer flying season in this part of the country, but the weather patterns are not as consistent as in Florida or Texas. Also, many average Jo/Joe hang glider pilots who live in this part of the country are more interested in participating in a lower-cost, fun-type comp, rather than in a higher-cost, intensely competitive cross-country competition; and, it may be difficult for some pilots to take many vacation days away from work to attend a meet.

The Dragonfly Cup

With these issues in mind, and after some discussions with Rob Kells of Wills Wing, we created the Dragonfly Cup hang gliding competition for the summer of 2003. Aerotow and hill slope will be the primary means of launch. The comp will be hosted by the Draachen Fliegen Soaring Club (DFSC) at Cloud 9 Field in Michigan. It is a low-cost comp to benefit the DFSC, with large prizes sponsored by major hang gliding companies.

(A good summer day at Cloud 9. Photo by Rick Agudelo)

To avoid weather cancellation issues, the Dragonfly Cup is running season-long, from May 15 through September 1 (Labor Day), 2003. To avoid weather-related cross-country task problems, there are five different task categories: Race, Distance, Duration, Spot Landing, and Glide Ratio. To avoid retrieve problems, all task landings are at Cloud 9 Field. To reduce expenses, the cost is only $10 or $20 per comp flight, depending upon the task(s) declared by the competitor, plus the cost of the tow for that flight. A pilot can enter and declare a flight as a comp flight as many times as he/she likes across the season. To enable any level of pilot to win, a handicap system will enable lower-performance gliders to release from tow at higher altitudes. Pilots will foot launch from the newly-constructed training hill at Cloud 9 Field for the glide ratio task, which will enable non-towing student pilots, and even paraglider pilots, to compete in the meet. (Note: It is not a large hill; using a light, slow, high-lift wing may offer an advantage for this task.)

Results will be recorded across the season. Those who finish at the top of each category will be eligible to win one or more of the major prizes available. So far, the prize list and sponsors include: (a) Falcon 2 hang glider, sponsored by Wills Wing and Cloud 9 Sport Aviation ($3075 value); (b) Contour Harness sponsored by Moyes America ($950 value); (c) 4030XL variometer sponsored by Flytec USA ($899 value); (d) Quantum 330 reserve parachute sponsored by High Energy Sports ($650 value); and (e) PVC storage/transport tubes sponsored by AV8/Icaro ($500 value).

The cost for declaring a hill flight as a glide ratio comp flight is just $10, which means that for as little as a $10 entry fee, a pilot could win a brand new Falcon 2 glider worth over $3000. The cost for declaring an aerotow flight as a comp flight is $20 (plus tow fee), but the pilot can choose two of the four aerotow task categories for that flight: (a) Race, which is the fastest out and back 16 mile round trip time to the neighboring Sandhill Soaring Club field; (b) Distance, which is the most out and back round trips to the Sandhill Soaring Club field; (c) Duration, which is the longest time aloft; and (d) Spot Landing, which is landing (by foot or wheel) within a prescribed circle. All landings must be on Cloud 9 field; out-landing flights will be disqualified. For the aerotowing tasks, the tow height limit is1500 feet AGL for rigid wings, 2500 feet for topless flex wings, 3500 feet for kingposted double-surface flex wings, and 4500 feet for kingposted single-surface flex wings.

(Lisa, Tracy, and DFSC club members. Artwork by Bob and Maureen Grant)

The DSFC will host comp parties on Memorial Day weekend, July 4 weekend, and the first weekend in August, to encourage pilots from other clubs to schedule a trip en masse to fly here with us. The grand finale party will be held on Labor Day weekend, with final results determined and prizes awarded on Labor Day.

The winners of each task category will have an equal chance at winning the major prizes. A drawing of the task winners' names will be held on Labor Day to determine who gets which prize.

We feel that events like the Dragonfly Cup can help the sport to grow, as do several major manufacturers and distributors. Wills Wing, Moyes, Flytec, High Energy Sports, AV8/Icaro, and Cloud 9 Sport Aviation are offering significant donations in support of the 2003 Dragonfly Cup. These companies are dedicated to supporting our sport with their excellent products and services, please support them in return.

Cloud 9 Field and the Draachen Fliegen Soaring Club

If you have not flown with us before, please be aware that we have a specific operations formula that may be somewhat different from what you have experienced at other aerotowing sites. Because we have a nice site with a very active club, some pilots mistakenly think of our DFSC club site as a commercial flight park-it is not.

Cloud 9 Field is our sod farm, private airfield, and home. We purchased the land specifically with the intent of building a house, hanger, and private airfield, and to create a home base for the Draachen Fliegen Soaring Club. We are on the executive board of the Draachen Fliegen Soaring Club, and are the owners of Cloud 9 Sport Aviation, which is a supplementary mail order hang glider equipment business that serves Michigan and the Great Lakes region. We are also the owners of Cloud 9 Field, Inc. sod farm.

We allow DFSC club members and guest members to camp on our property (temporarily, not permanently) at no charge, and bathrooms and showers are available in our hanger for members and guests to use. The hanger has a second-floor club house/game room/kitchenette and observation deck overlooking the field. Our airfield is flat and open, and allows smooth cart launches and foot or wheel landings in any wind direction on mowed and rolled sod grass. Last year, we also built a 30 foot training hill on the edge of the field with the help of several club members (thanks Rick, Mark, and Jim!).

(Cloud 9 Field hanger and DFSC club house.)

The DFSC has been active since 1997, and has been flying from Cloud 9 Field since 1998. Even though we gained prior approval from the local, state, and federal government for the establishment of our private airfield for aircraft, ultralight, and hang glider operations, the local township government reacted to complaints from a neighbor about our towing operations, and sued us to prevent us from flying. As a result, we purposely kept a low public profile (but did not stop flying) while battling the lawsuit over several years.

Since that time we have learned how common it is, all across the country, for legal action to be initiated against people who own or establish airstrips and conduct flying activities. We also discovered that it is very important to find attorneys who are well versed in the appropriate areas of law, and who really care about your case. At a significant cost to us, we settled the lawsuit last year. In addition to having a great pair of attorneys working for us, one of which is a hang glider pilot and now a DFSC club member, we also had to do a great deal of work to help them develop an understanding of the case and to build a solid legal argument for the court. We learned a lot, but it was very time-consuming, stressful, and expensive.

During this process, we were inspected twice by the FAA. Their visits and reports supported our legal argument by helping to verify that we are not a commercial flight park operation, that we are operating properly within FAA regulations and exemptions, and that we are operating safely and relatively quietly. After getting to know us and the nature of our operations, the FAA asked Tracy to serve as an Aviation Safety Counselor for the FAA Detroit FSDO region, which also had a positive impact for us in court.

We are both ultralight basic flight instructors, and airplane private pilots. Lisa is the main tug pilot, and Tracy is the tandem hang gliding instructor for the club. We have two Dragonfly tugs, one with a Rotax 914 engine, and one with a Rotax 912 engine. We also own a Maule STOL airplane, painted in the same colors as our Dragonfly tugs.

In consideration of our neighbors, we have been successful in significantly reducing the engine/prop noise generation levels on both of our tugs. We use quieter and more reliable 4-stroke engines, custom-designed Prince propellers that provide increased thrust and reduced noise, after-muffler silencers with exhaust stacks that direct the noise upward, and towing/flying techniques that minimize noise levels on the ground.

(Tracy and Lisa with one of their Dragonfly Tugs)

Our operations formula has been refined over time to best meet FAA, IRS, USHGA, USUA, and other federal, state, and local laws, rules, and regulations. As such, all of our hang gliding instruction and flying operations take place via the Draachen Fliegen Soaring Club, Inc., which is a not-for-profit, mutual benefit organization to promote safe hang gliding and instruction. Club members share in the cost of our operations for their mutual benefit, such as site preservation and maintenance, tow operations, and instruction. All flights conducted by the DFSC are considered instructional flights. Instruction is free, but the club collects membership dues and fees from each member to cover their own specific towing expenses (non-member pilots can fly with us a few times a year as guests of the club without paying membership dues, but club members pay less for tows).

Our field is a private airfield for non-commercial use, not a public flight park for commercial use; therefore, all pilots, students, and visitors must contact us prior to coming out to our field to fly---on each and every visit. We try to be available for flying on most good days, but will be away from the field on occasion, so call before you come. Our season runs from May 1 through October 31. We are available to tow after 10:30 AM six days a week (not on Tuesdays), and on weekends only after Labor Day (when Tracy has to resume his faculty duties for the fall semester at Eastern Michigan University). We conduct tandem instructional flights in the evening, in conditions that are appropriate for students.

Everyone who flies with us must be a DFSC club member or guest member, a member of USHGA, sign our club waiver, and follow all club rules and procedures. We are very safety and instruction oriented, and expect pilots to do what we ask of them. Anyone who does not, will be reminded that they are at our home and on our field as our guest, and will be asked to leave. We would hope that pilots understand that there are many complex factors and issues involved in the establishment and operation of a successful aerotow hang gliding club, which mandates that we do things in certain ways. So far, our approach seems to work--we have an excellent safety record, a great group of pilots, a lot of fun, and a good reputation among students, pilots, and FAA officials who know us.

In spite of the cost and effort (on top of our regular professions) that it has taken for us to create and maintain the field and buildings, equipment, and club operations for the club, we support the club and its members because we love hang gliding and flying. We have had good success in bringing new pilots into the sport and we have helped to improve the flying skills of our club members.

Now that we have settled our township-related problems, we can be more open about our club's flying activities. We are hoping that more pilots will come to learn and fly with us in 2003, and we are very much looking forward to hosting the Dragonfly Cup this year.

Instruction and continuous improvement of flying skills and safety are the prime directives of our club. We take that very seriously. Accidents and injuries are not fun-safe flying is more fun for everybody. We will continue to focus on helping all of our club pilots improve their flying skills throughout the year, and we think that the Dragonfly Cup is a great way to help make that happen.

We are looking forward to having a great flying season ahead. Come fly with us, and enter the Dragonfly Cup - you've got a good chance at winning big!

For more information about the DFSC and the 2003 Dragonfly Cup, visit our website at http://members.aol.com/DFSCinc, email us at <DFSCinc@aol.com>, or call us at 517.223.8683. Fly safe, Lisa and Tracy.

Discuss competition at OzReport.com/forum/phpBB2

Discuss "Young DraachenStein" at the Oz Report forum   link»

Bob "Skydog" Grant|cloud|Cloud 9|competition|Dragonfly|magazine|Tracy Tillman|USHGA

Bob Grant <Bob@skydog.ca> writes:

Now for the biggest prize offering of the 2003 Competition season so far. Sponsored by Tracy Tillman and Lisa Colletti and the Draachen Fliegen Soaring Club (DFSC) at Cloud 9 Field near Lansing Michigan. A whopping $6,074 is being offered in merchandise prizes and the amount is growing. Be sure to check out The 2003 Dragonfly Cup info in the April issue of USHGA magazine and on the new DFSC website at - http://members.aol.com/dfscinc/index.htm

Discuss "The 2003 Dragonfly Cup" at the Oz Report forum   link»

cloud|Tracy Tillman|wheels|Wills Wing

Wills Wing and AIR aren’t the only ones to have wheels for their aero base tubes. Tracy Tillman also has them. You can find them at http://members.aol.com/cloud9sa/

Discuss "Wheels on your aero base tube" at the Oz Report forum   link»

Cloud 9|Tracy Tillman|Dragonfly Cup 2003

http://members.aol.com/dfscinc/

Tracy Tillman <DFSCinc@aol.com> writes:

The Draachen Fliegen Soaring Club (DFSC) will be hosting the 2003 Dragonfly Cup, a combined aerotow and hill launch fun-fly comp, to be held at Cloud 9 Field in Michigan from May 15 to September 1. The total value of prizes to be awarded is over $6000. More details will follow.

Discuss "Summer soaring contest" at the Oz Report forum   link»

Øyvind Ellefsen|PG|Tracy Tillman|Paul Voight

Øyvind Ellefsen|Nick Kennedy|Paul Voight|PG|Tracy Tillman

Paul Voight «flyhigh» writes:

While I haven't gone over to sailplanes. I have rediscovered the fun in hang gliding. For some time now I have been pulling a W.W. Eagle off the shelf to run up to the mountain with, instead of a "high performance" wing.

The set-up is painless, the flying brainless and I can put it down any where I choose (set-up area, my yard, side slopes…etc.) at any time of day, with zero pucker factor. This is the kind of flying that I have been missing for too long. The kind of fun we used to have every time out in the "old days". Just plain, simple, flying. I highly recommend it to anyone who is getting "Hang Gliding burnout."

Oyvind Ellefsen «oyvind» http://www.ellefsen.net writes:

A few years ago in Bassano I asked Tomas Suchanek why he came back to flying hang gliders, I think he summed it up nicely, "Hang glider pilots talk about women, drinking, and having fun. Sailplane pilots talk about prostate problems."

Toby Quantrill «TQuantrill» writes:

There is some implication in your most recent postings that sailplaning represents the obvious 'next stage' for hang glider pilots. This is also a commonly held point of view here in the UK, where sailplanes regularly fly hundreds of miles on days we hang gliders are either sitting on a hill in nil wind or gale dangling.

But I have done some thinking myself recently and come to a different conclusion.

I started flying hang gliders because I wanted to fly hang gliders, not because I couldn't afford to go gliding. I wanted the independence and simplicity of a foot launched wing. I also love the feeling of weight shift, and the 'fly by feel' of an open cockpit aircraft. I also happen to love being in mountains and seeing new parts of the world through flying (my first view of the famous Cathedral at Assisi was as a turnpoint in a competition). Airtime and distance are not the be-all and end-all of my flying, though of course they are important. I suspect there are many others like me out there.

As I get older I find that there seems to be an ever growing level of complexity and hassle in both my professional and private life (not a bad thing, just reality). I don't want more hassle and more complexity in my hobby. I'm feeling a need for a change, but instead of sailplaning I'm thinking of going the other way and doing a bit more paragliding for a while.

I've been flying paragliders almost as long as hang gliders, but never as seriously. The way I see it, I can travel by public transport if i need to, take cheap flights and climb large mountains with my wing. This seems to open a whole range of new possibilities for 'serious' flying. I can also shove the thing in the boot of the car, take quick evening flights after work, and mix family holidays with flying much more easily than with a hang glider. I will probably keep flying some hang gliding competitions, since I think that hang gliders are better suited to competition flying than paragliders. But I'm going to shift the emphasis a bit and explore the possibilities of what could be seen as the ultimate form of flying…(from a perspective like mine).

Rodger Hoyt «rbhoyt» writes:

Nick Kennedy's comments were really profound. As a western pilot, I finally decided being scared half to death every flight was an excessive price to pay for a few measly miles of XC. Now I stay at gentle, low altitude sites soaring with the birds. I've discovered I like FLYING, not AVIATION.

But although some HG pilots may have moved to sailplanes, it has been my observation that many more have turned the opposite direction, to Paragliders. One seeks the ultimate in convenience, consistency and performance, while the other pursues the epitome of simplicity, economy and independence. Ironically, the perfect balance of all these qualities probably lies in the poor, maligned Hang Glider.

All I know is, whether flying sailplanes or hang gliders, tarmac doesn't satisfy my soul. Foot-launched mountain flying is a great excuse to get my wilderness fix…even if the wind is the wrong direction.

Brett Snellgrove «Snelly14» writes:

I read with interest Jules Gilpatric's recent comments. After flying sailplanes, hang gliders and paragliders for some time I have witnessed a similar phenomena. I recall the comments one occasion when I told my sailplane pilot friends that I was taking hang gliding lessons. The consensus was, why would you want to take such a backward step? Interesting how we equate LD with progress?

You would think that hang glider pilots, after years of suffering at the bottom of the perceptual totem pole, would have some empathy for newer entries into foot launched aviation arena but alas this is also not my experience. Not long ago I recall l getting the exact same comment from a hang glider pilot when I told him I also fly paragliders, why would I want to take such a backward step?

Apologies to those enlightened hang glider pilots who tolerate the presence of paragliders with aplomb, but it seems we never learn. To me the situation appears more akin to freshmen at school, hang glider pilots were the initial freshmen suffering the hazing from more traditional aviation, now paragliders have entered the field there's a new group to haze and many hang glider pilots are delighted to contribute.

Seems to me the Millennium satisfies almost all of Tracy Tillman's requirements regarding a collapsible, aerodynamically controlled sailplane with a fabric wing - with the exception of the tail. The addition of the tail makes satisfying his collapsible, transportable requirement all the more difficult. There's a good reason all successful foot launched designs are flying wings.

I recall the wonderful, tailed wings of Volmer Jension were quite difficult to transport as was virtually every tailed design since. I have it on good authority that the archaeopteryx wing you featured recently has already put on considerable weight and is rapidly heading for the towed launch only arena. It's projected cost will be in the $35,000 range and I doubt it will transport as easily as the Millennium with marginal, real performance gain.

It would be nice to see some of the features of the Stalker incorporated in a Millennium like wing though. Gel coated exposed LE, with tube supported trailing edge and a higher tensioned wing fabric might add a few points of glide to a Millennium like design as might the inclusion of the spadd concept and differential ailerons (over tip rudders and non differential ailerons which must require more deflection to control adverse yaw).

Regarding Tracy's preference for stick control, a test pilot who tried the A frame controlled version of the Millennium found considerably more control authority with the A frame over the joy stick (see the rigid wing site). Personally, what I love about hang gliding is the weight shift, body English control and the ability to lean into the corners like a motorbike. Although I continue to fly sailplanes on occasion, the comparison with stick control always feels a little like a simulator to me.

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Attila Bertok|Bill Moyes|Gilbert Griffith|Oliver "Olli" Barthelmes|Rohan Holtkamp|Tomas Suchanek|Tracy Tillman|Vicki Cain

We arrived in Melbourne after a week off-line in Fiji scuba diving to find that there has been a lot of record breaking activity up at Wilcannia in western New South Wales. Tomas Suchanek and Attila Bertok are claiming triangle records. Vicki at Moyes wrote to say that she had heard from Bill Moyes who was out there doing the towing that Tomas had flown 440 km (273 miles) which should be the new Australian distance record.

Tomas is claiming a new Class I 100-km triangle record at 25.2 mph on a Litespeed 4 and Attila is claiming a new Class I triangle distance record at 249 km (155 miles) on a Litespeed 5.

I spoke with German pilot Ollie *Barthelmes today at the Porpunkah airport near Bright and he told me that there were about ten pilots up in Wilcannia with Bill trying for records. There was a rumor that there were attempts at a 300-km triangle.

We are staying with Gilbert Griffith here in Bright, and he and I put the new sail on his (my former) ATOS today, along with all the hardware that upgrades it to the latest model. With cloud base at 9000' Gilbert was able to fly back behind Mt Buffalo from Mystic to reach Mt. Buffalo Lake and then a full circle of the Mt. Buffalo plateau. This task has alluded him after 25 years of flying in the Victorian Alps. He said that he could have flown to the southern coast today.

Gilbert said that today was the hottest day here so far this season. The town is empty of tourists as they don't come until Boxing Day (December 26^th), but there was plenty of hang gliding and paragliding activity. The Bogong Cup takes place here (and at Mt. Beauty) that last week of January.

I spoke with Tracy another hang glider pilot who had landed at the Popunkah airport. She'd been down in Birchip (Victoria) earlier in December flying there at the same time that Rohan Holtkamp was holding his cross-country clinic. She said that temperatures were reaching 38°C (100°F) with north winds. She got her first cross-country flight.

Things are heating up in Australia. The conditions are looking much better for records than they did last year at this time. Heard a rumor that there had been a car fire in the paddock at Hay, but that only of a portion of the paddock burned and that there was no crop damage.

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Tracy Tillman|NTSS

Sorry for the error of placing Tracy Tillman in the female category.

The full US pilot ranking can be found at http://www.davisstraub.com/Glide/2001ntss.htm.

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Aaron Swepston|Andrew Pryciak|Bob Kranz|Bob Mackey|Bo Hagewood|Brian Porter|Bruce Barmakian|Bubba Goodman|Buddy Cutts|Bud Melaney|Butch Peachy|Campbell Bowen|Carol Sperry|Chris "Hawkeye" Giardina|Chris Arai|Chris Filer|Claire Pagen|Craig Woodward|Dave Seaberg|David Sharp|Davis Straub|Dean Funk|Dennis Harris|Dennis Pagen|Denny Mallet|Donn Denman|Don Netlow|Duncan McBride|Dustin Martin|Eric Beckman|Eric Shiever|Floyd Frontis|Gary Davis|George Stebbins|Gerry Pesavento|Glen Volk|Greg Dinauer|Greg Kendall|Jack Simmons|Jamey Meier|Jamie Shelden|Jamie Sheldon|Jersey Rossignol|Jim Lee|Jim Yocum|Jody Lazaro|Johann Posch|John Beckley|John Ryan|John Sylvia|Jon Borton|Jon James|Jon Lindberg|Jose Pereyra|Judy Hildebrand|Kari Castle|Kelly Harrison|Ken Brown|Kerie Swepston|Kerry Lloyd|Kim Albarran|Larry Costanza|Larry Tudor|Laszlo Babarcsik|Lisa Verzella|Marion Moody|Mark "Gibbo" Gibson|Mark Bennett|Mark Bolt|Mark Gibson|Mark Grubbs|Mark Mulholland|Martin Gruber|Mike Barber|Mike Degtoff|Mike Eberhardt|Mike Glennon|Mike Zidziunas|Mitchell "Mitch" Shipley|Nancy Smith|Nathan Whelchel|Nelson Howe|Nick Kennedy|Nick Thomas|Paris Williams|Patty Cameron|Peter Welch|Ramy Yanetz|Reto Schaerli|Richard Burton|Robert Lane|Rob Kayes|Ron Roose|Russell Brown|Russ Locke|Ryan Glover|Simon Kurth|Slade Kennett|Steve Lee|Steven Desroches|Steve Refsell|Steve Rewolinski|Steve Stubbendick|Tim Denton|Timothy Washick|Tip Rogers|Tom Webster|Tracy Tillman|Tyson Richmond|USHGA|US Nationals|Wayne O'Sick|Wayne Sayer|William Vogel|Zac Majors

Now that the Wallaby Open and US Nationals have been completed, the competition pilot ranking has changed to reflect the results of these meets. Pilots can use the current ranking to gauge the point value of attending further meets.

To view the results in more detail, or to download the Excel 95 spread sheet that is used to calculate these results, go to http://www.davisstraub.com/Glide/2000wtss.htm. These are preliminary results and they await any corrections from Russ Locke, USHGA competition chairman.

US pilot ranking for the year 2000 World Team, as of May 8^th, 1999:

Class II:

Class I:

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