Leonardo da Vinci  playing with wing. Hangs beneath wing. Explores stall in dropped devices. 1510 year:

Lift
                                  February  2009

Thanks to all those who have been sending note

 lifts.  Wow!  Anytime is fine.

The coming March issue will feature Alex Morillo's joined-wing project.

Have a note: Use click=> Enter Data  +

• Modern hang gliding started with Otto Lilienthal, perhaps. About four pauses and surges have occurred in modern hang gliding. A severe renaissance started in 1950s, emphasized in 1958, made emphatic in 1961 and 1962 and grew from there.  In the 1970s Bob Trampenau and Roy Haggard and Dave Cronk and Richard Boone and others sparked changes that artfully have been blessing contemporary hang gliders. Tracking the innovations from 1975 forward is an important work. All are invited to discuss such innovations. Editor@UpperWindpower.com     or  EnterData+      
  and advance the Timeline: [===Timeline===].

•      Classic view of Delka.      Didier Favre - Merci Didier HQ  
   
• Karl Stice, author, pilot:
  • HISTORY Flight For Fun
     
  • Special story:    Be sure to visit Karl Stice's  story about the flight he survived after not hooking in! What might his experience give to hang gliding?  He credits a sharing by Roy Haggard for his coming through the experience unscratched. Too many have not had such a blessing when failing to hook in for their flight. 
     
• Muller Windsports

   

• Avoid glider damage during tote, storage, retrieve, and to-launch trips.  Send tips in...
   
• Imagine:  Hang glider landings into catch nets?   Send in your designs and notes!
   
• 1976 May 31, issue of HGW ...one article from that issue, its cover story..
   
• Lyre Bird - Imitating Sounds - David Attenborough  (vid)                      wiki        
  What are the practical applications of sounds from flying hang gliders, if any; send in your ideas and experiences.
   
• MAD MIKE KUNG DANCES WITH PARAGLIDERS    Ready to dance ...  limp  hang glider dancing ...
• MMK radical - acrobatics
• Extreme paragliding    (small limp hang glider with high wing loading)
   
• Combat L 2009    News release.                                                     Aeros

  ---

• AP Hi Def Fly Table Bluff (vid) Slope soaring with LEI kite .  Another tweak to hang gliding. Kite soaring.
• ALEX PETERSON Kite-Soaring 
• speed flying kite soaring au Tour 

  ---

  
   

• Further blossom Dean Sigler's article that was in an earlier issue of Lift.
• http://www.dynamicflight.com.au/WeakLinks.html

• Call for short essays:  Cost/[hour of hang glider flight fun] = c/h
  • If one's budget was $1000 per year for all expenses involved in one's hang gliding, then how would that unfold? Include transportation, repair, replacement, special gear, fees, etc.
  • What are some various lifestyles that involve hang gliding without having to say one is "better" than another.
  • If one had a billion dollars to spend on the construction of one hang glider, how would that money be spent? Play the game by spending at fair market value for design, materials, and labor.
  • How much safe fun could one have by employing "trash technology" to build one's hang glider?
  • How does hang gliding joy arrive?  Hang gliding joys?
  • Will advanced small and affordable power-assist for flatland launching replace trucking to mountain launch?  Power to soar?  Power fly to the favorite foot-launch mountain site?
     
• There may be coming kite-energy hang gliding parks where the hang glider pilot agrees to fly an hour a kited hang glider in figure eights ...back and forth, back and forth, etc. The one or two lines will be towed up to a close point. The track will be pulling the ground-based line through two pulleys or some rail car; an electric generator will be between the two pulleys or on the rail car. In both directions the line will be generating electricity. Then release to do some soaring free off tow; the line drops to pick up another glider to be kited. Morphing wings allow low-wind skyting. The next pilot agrees to stay in kite mode for another hour to make more electricity to be sent to a using grid.   EnergyKiteSystems.net   
   
• In 1975 we were proud to receive news and photos on and from  Jonathan  (HGW V3#16p5c3)  and his Phrunobulax  which he put up for sale. While he was a student at the University of Illinois, in a basement he sewed his own wing sail and made his frames.  He used an ordinary Singer sewing machine. Else he used a drill press, hacksaw, vise, and hammer.  Today he is flying again and generating entertaining and instructive hang gliding video.  See his earlier explorations and some of his current doings.
   
• Dave Santos suggests that it might be an addition to hang gliding to have high-altitude kites [Ed: perhaps kytoons] staying up to provide an elevator for launching hang gliders to gliding flight. Several tactics of using the main line as elevator can be developed.
   
• Vindicator  Is this something to have at launch?  
   
• Imagine:  High school hang gliding education programs. Physical education.  Science.  Mathematics.
• http://www.designboom.com/contest/winner.php?contest_pk=10    Next: Let it fly.
• Imagine:  Urbanizing hang gliding. What might be done for inner-city hang gliding?
   
• Imagine:  Indoor hang gliding flight parks? Send in operating parameters and rules!
   
• Flytec
   
• http://www.bautek.com/FG/index.htm  
   
• http://www.aeriane.com/press.htm   Swift   photos
   
• LIDAR for hang gliding?   Micro-LIDAR?    Discuss.          wiki   
   
• Imagine:  Altering building and home property covers to allow broad hang gliding take-off and landing spaces.
   
• Imagine:  Getting the high wires out of the lands.
   
• Cactus'  Flight 1549..... gliding was a big part in the Hudson-dip success.  Communities might go out of their way to invite hang gliding into their community.
   
• The TED of hang gliding?  Otto?  Chanute?  Volmer?  FMRogallo?  Ryan?   Richards?  Palmer?  Miller?  Foreman? Markowski?  Poynter?    Send in your nominee to Editor@UpperWindpower.com 
     
• Imagine:  a hang glider flight simulator in every computer on the planet!    
  
  
• Imagine:  Tensegrity hang gliders
   
• http://www.glide.net.au/
   
• TOP-Navigator       

• avigation     
  –noun aerial navigation.
  Origin:
  avi- + (navi)gation
  Dictionary.com Unabridged
  Based on the Random House Dictionary, © Random House, Inc. 2006.     Cite This Source

• On the 'Wing... the book (Volume 1) 
   
• Imagine: Monastic community that uses only hang gliders for getting around!  They walk or fly; they never use a car or bus or truck or train.  How would that unfold?  
   
• Imagine:  Around-the-world hang-glider flike--over land and over oceans.
   
• What are or could be in the intersection of hang gliding with National Institute of Standards and Technology ?
   
• SIV - Simulations of Incidents en Vol (in flight).  SIV courses, training, practice, study
   
• Some substantial preview of the book:  Paragliding By Noel Whittall   Some missing pages in promo.
   
• Sprog tutorial
• 
   
• Regeneration
  ELECTRICALLY POWERED GLIDER Bizjak
   
• Imagine:  Hang gliding inside Moon City.
   
• Stewart Midwinter            1st flight Oct 23 1974
   
• Battery tease in a market note.  A link in the note goes further.
   
• Japan sent bomb-laddened balloons across Pacific; one landed in Oregon and later found by six picnickers who dragged the bomb and caused the bomb to explode; the explosion killed six Americans; the incident occurred in 1945; danger may still exist from some unfound ballooned bombs.   
   
• Imagine:  Prone paragliding:   David Prentice  "Dave Prentice flying his revolutionary new RLD "Suprone" system.  David Prentice, one of the most accomplished paraglider and hang glider pilots in the world."

  Maybe to see the canopy for the prone PG pilot:
  1. Mirror
  2. Cam to display
  3. Cam to viewing goggles
  4. Modified harness permitting pilot roll to view
  ???????????????   Send ideas to  Editor@UpperWindpower.com    See some sharing since the above note:

• Thanks Joe,                                                       Feb. 3, 2009 Some points on the prone PG. Weight shift control is severely affected and recovery from collapses compromised in this configuration. A large collapse, spin frontal,  etc., in such a position would be very problematic with riser twists almost certainly resulting. It should not be used under 500 ft or in turbulent conditions IMHO. I did investigate using a cage-like configuration with a HG style A-frame to permit safe PG in the prone position. This makes the prone position considerably more practical. Eliminates the possibility of riser twists, adds full weight shift control to the prone position and provides a degree of pilot protection. To me it's the only practical way to utilize the prone position in PG. I sent my results from preliminary testing to the Cage designer. Brett

  Flying different ! Cage Paraglider

  Related cage links: http://www.cageuk.co.uk/registration/case_for_cage.htm http://www.cageuk.co.uk/mark/pitfalls.htm Cage pilot list: (more invited...) pilots: Andre Amyót, Karl Stice, JLD, Mark Chamberlain, ... .... Cage USA http://www.aspic.org/uk/cage.php http://www.aspic.org/uk/photo1.php Dynamic Take-off Cage Paraglider  (vid) CAGE Pilots Association     La Cage: bienvenue ASPIC (Association des Pilotes de Cage) est un site Vol Libre dedie à la Cage de Pilotage. ASPIC (Cage Pilot's Association) is a french/english speaking about free flight with the Cage.

•  
• European Aviation Safety Agency          EASA    Deep set of files...  Notice also the neat language choices on some pages (the vertical choices on the left).
   
• Imagine:  Stamp-out hang gliders ... mass production.   Price point: $777  ?    Go for it. What is needed?
   
• Imagine:  Architects forming cities where all roofs are double purposed for solar-energy transformations and landing areas for power-assisted hang gliders.    How can we get the change?
   
• 
   

Consider Joe Greblo run outs.     Consider morphable wing parachutals.   Consider perching.   Consider landing nets.    Send in your landing and "watering" ideas:       Editor@UpperWindpower.com

http://www.uptimal.com/Powered_paragliders.html  
Open for discussion.

• solar_cell_efficiency_breakthrough/    How may PV affect hang gliding?
• BATT
• Open for your discussion notes on details mentioned. Water-proofing? Battery advance? Each project mentioned by Eric Raymond.  Notice how with an old system he hopped across the USA from west to east... less than 3 hp       Solar Electric Powered Flight     What are the hang glider dreams attachable here?      He did not mention the fully-double-purposed ultracapacitor space where structural parts are---without much mass cost--so formed so as to give the function also of energy storage.  One day it will be old school to have add-on separate batteries, so I dream.  What is your dream and thought in this arena?

• Otto #300           Greg Yarbenet   Spelling in Hang Glider Weekly (V3)#13 did not have the second "e" in his name when he shared a dive recovery design. Research on both spellings.  We spelled it correctly on his Y-Ram Foil newsletter ad and his article on the Y-Ram Foil hybrid hang glider.   Slider inventor.
• Otto #979         John Bavaresco, Jr.
• Otto #11041       Jonathan
• Otto #10,000      Maurice Butler
• Otto #14235       Glen A. Haston
• Otto #9283         Paul Dees
• Otto #13618       Bob Trampenau, Seedwings
• Otto #14373        Dan Tadlock
• Otto #10626        Doug Squire
• Otto #13309        Ted Ancona
• Otto #12620        Roy Mahoney
• Otto #12761        Richard "Sky" Kingrey
• Otto #14010        Jerry Forburger
• Otto #14596        Colleen Fox             "So now I am a hang glider." HGW v3.14.p4
• Otto #12445            Michael Laakko    Pending spelling of his last name.   In HGW v3.v14.p6  we may have put an extra L in the front of his last name.
• Otto #14515            Steve McCarroll       Photographer
• Otto #12164        Bob Lafay
• Otto #10578        Mike McCarron
• Otto #13386        Docteur B. Poussiere      or Poussi'ere    (?)  (modified Quicksilver)
• Otto #9377         Eric Rabenold        
• Otto #12475       Frank L. Gaggia, Jr.
• Otto # 13859         Ken de Russy
• Otto #12403       Tom Low     "Cloudhopper"        Contact again: March 25, 2009, from HangGliding.org after 38 years he remembered his Otto number from Self-Soar Association. He recalled how S-SA directed him to Fellow Feathers where he met Jan Case and Lee Sterios. Back then, he recalls fondly about two lessons for total of $28, each lesson 2 1/2 hrs. He recalled the info package that noted the Otto membership was "good for life."      He has a scanned file image of the early Chandelle San Francisco Sky School.    Tom, good to hear from you again!   Lift to you and yours.
• Otto #

Batteries of the Future I
Modeling Lithium-ion Battery Behavior

http://www.vestas.com/en/about-vestas/campaigns/sponsorship.aspx
SailRocket photo.                     Generalized link:SailRocket

• Bill Moyes    Moyes Delta Gliders Pty Ltd
• Wills Wing, Inc    Mike Meier of Wills Wings
• aerosint@aerosint.kiev.ua  (Hang Gliders, Trikes, Airplane)
  aero@aerosint.kiev.ua  (Paragliders )
  kite@aerosint.kiev.ua
• http://www.airborne.com.au/pages/home_n.cfm   fly@airborne.com.au
• sales@airwave-gliders.com    Airwave    http://www.airwave-gliders.com/_en/
• Avian Hang Gliders   http://www.hanggliding.co.uk/     avian@hanggliding.co.uk
• http://www.finsterwalder-charly.de/  http://www.finsterwalder-charly.de/html_eng/drachen/drachen.php
  • office@finsterwalder-charly.de    
    .: Finsterwalder & Charly - airsport equipment since 1974
     
• FexAmerica fexamerica@hotmail.com
• http://www.flightdesign.com/     http://www.flightdesign.com/index.php?page=contact   No direct e-mail.
• staff@icaro2000.com http://www.icaro2000.com/Home.htm
• lamouette@lamouette.com   La mouette    
• North Wing  ultrikes@northwing.com
• http://www.aeriane.com/         Aeriane                     has  Swift   info@aeriane.com
• Bautek  info@bautek.com

Hoping this reaches you and yours well.

Having found 1800s and early 1900s hard evidence for hang glider swing seat and even the fully-cable-stayed triangle control frame A-frame for hang gliders, the question of the mechanical invention in the global scene has been resolved to my satisfaction for the credit of earlier (pre-1911) designers, manufacturers, and intrepid aeronauts; others after 1911 used the known mechanics that are found even in today's hang gliders.

My attention is now on the energy kite system (EKS) sector. There are some short-term and long-term opportunities in the EKS sector at many levels from small to very large systems. Feel free to have someone in your circle participate in evolving aspects of EKS.

Lift to you and yours, as ever,

Joe Faust

Associate editor for
http://www.EnergyKiteSystems.net

PS: Dave Santos has suggested a secondary use of EKS:  elevator launch of hang gliders.

"" Autonomous Glider
As a practical robotics project, using minimal perception, it seems feasible to put a minimal control system into a model glider for 3-D Braitenberg-like behaviour; for ridge soaring, tracking up and down the windward side of a ridge of hills gaining lift. I have the basics worked out, we have a powered glider (radio control plus power for take-off, then hand over to autonomous control), we need the time and effort put into this. As well as a good technical challenge, this has the tremendous appeal of a form of artificial life that could genuinely extract  the energy it requires to maintain itself from the environment -- from the wind.""

Group on the CGS Hawk

Adam Malysz - SGP Zakopane - 139,5m
Gliding without hooking into any HG.  Body gliding with ski takeoff and ski landing or artificial turf.

ALEX MORILLO is inviting our look and comment on his joined-wing hang glider project. Look for more image and text release soon.      Attention: Brett Snellgrove    
 

Contact Alex Morillo through Editor@UpperWindpower.com   Attention: Alex Morillo.

Preliminaries:

 Recall:

• Julian Wolkovitch    .Patent number: 3942747  Filed: Jun 24, 1974 Issued: Mar 9, 1976
  Inventor: Julian Wolkovitch
  Joined wing aircraft Julian Wolkovitch
• "Wolkovitch 76-96 and Mac 87-present"
• http://www.abovetopsecret.com/forum/thread192824/pg1
• http://www.hanleyinnovations.com/msajwing.html
• 
  Tail-braced wing aircraft and configurations for achieving long supersonic range and low sonic boom John M. Morgenstern

• 
  Multi-winged lifting body aircraft Harold A. Wenzel
   
• [PDF] Aeroelastic Analysis of A Joined-Wing Sensorcraft
   
• http://tinyurl.com/JoinedWing8888texts
• Joined wings images general study
• http://www.earlyaviation.com/
• http://www.flyingmachines.org/

http://www.wikidelta.com/deltaplane/videos/didier-favre-merci-didier-hq.html

http://www.wikidelta.com/deltaplane/videos/didier-favre-cap-444-lq.html

http://www.wikidelta.com/deltaplane/videos/didier-favre-merci-didier-hq.html

1994  Didier Favre
... sky's natural vagabond

http://www.kap444.org/index.php?option=com_content&task=view&id=13&Itemid=9

http://KAP444.org   Trans Alpine Paraglide expedition    Chris Scammell 

Pierre Bouilloux, one of the fathers of vol bivouac flight....

Late 1970's:  Didier Favre, Laurent de Kalbermatten, and Freddie Keller ::

Uphill landings

Trans Alpine Paraglide expedition    Chris Scammell

Hang gliding hopping around the world and even across the oceans .... Rules? Hydrogen from use of sun to split water to obtain launch assist off water surfaces?    Send in your ideas!

Joe Greblo's daily note on the web is a winner for me; the short Windsports note is bookmarked. His one sentence invite to all to level the LZ and weed it ... "before flying" pulled me in.

Team strapped some large boulders and moved them to the side. Thousands of trippy rocks were through to the ravine. Joe G. and self truck-dragged a wire leveling device; ballast wood keep slipping out; a few spikes could anchor those railroad beams. We all kept watching out to keep George S. daughter safe from the flying rocks. Gloves, shovels, rakes, straps ... a good time ... before flying.

I hitched a ride with Angela (who had a couple of short flights at Dockweiler a couple of years ago) to Sylmar LZ to have a full day with many club members and visitors. I think I wore out Ken Andrews ear; he answered some questions and asked some. Ken, a link to that prone PG:
http://www.youtube.com/watch?v=IGxVCkgPCPM

Ken triggered memories: Pat Conniry; my flights in Seagull II, Seagull III, Quicksilver, Frank Colver Skysail, Carmichael-Miller Aluminum something, Bean Cronk 5 (having an error caused by my own publishing error), Dial Ship bowsprit adverse-yawing ... and manila-rope quick-make harnessing, Eipper I, Waterman-Seagull Flyer biplane tailed, Icarus I fold-up, modified Icarus II beach-berm soar at Rose Ave., Venice Beach, CA... pictured in Santa Monica Star News, Bennett's wings tested in Simi, Sylmar 1500' TV 60-Minutes flight with camera duct-taped to crossbar, flights off Ortega Hwy overlooking Lake Elsinore, editor test flight of Porta Wing, my manual-kiting of Bill Moyes at his visit to Torrance Beach, ... a broken-arm crash at Malaga Cove cliff soaring, ...and the joy of just taking off and landing...up and down ...but total flight time probably not over 2 hours.. Off Kagel SHGA pilots get more than that in one flight regularly. Ken shared an extraordinary graphic illustrating a database on the SHGA club membership; be sure to get a look at it.

Fred Ballard's passenger was so excited that he signed up for lessons with Andy. The CD Fred gives after the discovery flight had the exciting stall experience.

Dimitri Keller gave Sam a PG tandem experience. As driver (my first driver action for a PG pilot action in over 22 years. Tandem Flights Soaring Adventures. 310-850-8830 Tandem-flight instructor. Discovery flights. http://tandemflights.com  Los Angeles and San Bernardino, Calif. counties. It was a pleasure to meet both Dimitri and Sam. Dimitri explained his steps to me as he prepared for takeoff with Sam. The wing must be manipulated; it is powerful. He has a comparison with a woman that you must here directly from him. .

Rome had many tips on getting the lock open at the gate. Thanks Rome. Or is it "Roman" or both? At age 80, Rome is full of flight life and stories of gold and MJ.  He admitted me into the Sylmar Hang Gliding Association's non-affiliated related 5S Club, now that I am 66. Sylmar Senile Seniors Soaring Society. Apparently Larry Chamblee is the 5S Club tee-shirt-distributing president.   Glad to be a member ...

Neat hearing of Jim's out-of retirement decision; he has not looked back after returning to hang gliding. He is a cat with many lives.

Mini-air show: RC power, RC soaring model, a toy kite, and near 20 hang gliders and two, maybe three PGs.

Mosquito pilot told of a part he wanted to have fixed.

Another club member returns over LZ with his sons and dog ...after a morning's hike in the hills and ravines.

Great club Sylmar Hang Gliding Association.          SHGA                      High Times 

The narration is almost as much fun as the flying.

Gliding 1930       Tow the glider up via motorboat.  

Safety apparatus for hang glider      Stephen M. Mansfield     

Related?  

Studying:

Article1      "Composite Rigging’s breakthrough lay in finding a way to both reduce the cost of making the rods and at the same time improve the security of the end fittings. We have to go back to the fiber optic industry to see how this came about."

Chafe protection?  Fatigue?   Work hardening?  Moisture?   UV?  Migration of domains?   What else? Seals? Fairing? Heat-shrink?  Can continuous winding be applied to stainless steel cables to advantage for hang gliding?  Potting?   Aramid versus PBO versus carbon vs stainless steel vs piano wire? Terminals?  What does assembly and disassembly ... and trucking and storing do to our cables and at what rate?  Upfront costs? Lifetime costs? Ultimate breaking strength (UBS)?  Will fiber rigging ever replace stainless-steel rigging for the flying wires of hang gliders?               EnterData+

Small-to-large-kite-train approach of launching skyhook to form elevator for launching hang gliders.

1. Instructor appreciating his or her own attitudes in preparation for expanding one's service.

2. Appreciating the great variety of student targets, goals, attitudes, and behavior types.

3. Appreciating that an instructor is ever with the opportunity to grow instructing skills; that right now one is not expert on all that is possible. Ever acknowledging one's own skill set and coordinating with other instructors' skill sets in a territory can bring credibility, growth, confidence from students, and a better safety record.

4. Strong site awareness.
 

Greg DeWolf  .. . fine instructor trained by Joe Greblo is instructing currently at Dockweiler Hang Glider Flight Park. In 1962 Jim Hobson of Lawrence Welk Shows flew a Rogallo Wing hang glider at the dunes. In 1965 Richard Miller and friends flew Bamboo Butterfly there. During the 1970s the site was available. Greg DeWolf was trained by Joe Greblo in 1978. Soon thereafter Greg obtained and ran Hang Gliders of California in Santa Monica, CA.  Today, February 25, 2009, Ash Wednesday for Joe Faust, Greg DeWolf ushered Faust back into hang glider official instruction with five flights on the Wills Wing Condor.  DeWolf appreciated hearing that in 1908 a pendulumed pilot flew a hang glider behind the cable-stayed standard triangle control frame or A-frame.

Faust very much appreciated the lesson, instruction, tips, and demonstrated kiting. A firm wind allowed handling some challenges.  Greg corrected Faust's inward thinking to outward viewing.  Faust reported that he could not have been more delighted than to be ushered back to the sky by Greg DeWolf. Next day Faust mailed his renewal to USHPA for his membership #005 (Joe had assigned #001 to Dick Eipper and chose #005 as a symbol of "family" during a phone call from Joe's home then in Venice, California; Dick accepted the key role) along with donation toward General Fund and some also for the safety and education program; this is in honor of Greg DeWolf's hang gliding life of service. A founder found his way back via inspiration from Joe Greblo, Andy Beem, and Greg DeWolf of Windsports ... and the spirit of Jonathan, each members of the Living-Legend Lifters scroll (which scroll is not complete; send your nominees for Members Set #001 and for Living-Legend Lifters to Editor@UpperWindpower.com )

Greg DeWolf did the great Fly America trip from Sylmar's Kagel launch above Sylmar Flight Park all the way across America  to Kitty Hawk, North Carolina; the hang glider trip was done point to point without onboard power, but with vehicle towing for some of the launches. The trip took five months and was written up in five articles in Hang Gliding.  See 1988 New York Times.   Greg participated in 37 conferences, clinics, and hang glider talks across the USA to advance hang gliding safety and image.    In recent 2008 he returned to California and is now instructing hang gliding at Dockweiler Flight Park for Windsports.

See Returning to Earth, Part I and II   1986   by Greg DeWolf.

Robust: http://www.birrendesign.com/rhgpa_links.html

Landing matters:      All are invited to send landing notes to Editor@UpperWindpower.com

Bold, highlight, and font is altered for study.

June 30, 2008                                                          Exemption No. 4144L
                                                          Regulatory Docket No. FAA-2002-12590

Mr. Paul Montville
Executive Director
United States Hang Gliding and Paragliding Association
P.O. Box 1330
Colorado Springs, CO 80901

Dear Mr. Montville:

This letter is to inform you that we have granted your petition to extend and amend Exemption No. 4144, as amended. It explains the basis for our decision and describes its effect.

The Basis for Our Decision
By letter dated February 12, 2008, you petitioned the Federal Aviation Administration (FAA) on behalf of United States Hang Gliding and Paragliding Association (USHPA), formally United States Hang Gliding Association (USHGA), for an extension of and amendment to Exemption No. 4144, as amended. That exemption from §§ 91.309 and 103.1(b) of Title 14, Code of Federal Regulations (14 CFR) allows USHGA members to tow unpowered ultralight vehicles (hang gliders) using powered ultralight vehicles. The amendment you request would allow USHPA members who are licensed sport pilots with light sport aircraft to tow aloft unpowered ultralight vehicles (hang gliders) for recreational and/or instructional purposes, as well. Additionally, the request reflects the organizations name change from USHGA to USHPA.

The additional towing relief you have requested is significantly different from the conditions and reasons relative to public interest and safety that were the basis for granting the original exemption. Therefore, the FAA will treat that portion of your amendment request as a new petition. In addition, we will publish a summary of your amendment request in the Federal Register so that the public may comment on it. We will advise you of the agency's final decision on your petition as soon as possible.

Our Decision
The FAA has determined that the justification for the issuance of Exemption No. 4144, as amended, remains valid with respect to this exemption and is in the public interest. Therefore, under the authority provided by 49 U.S.C. 40113 and 44701, which the FAA Administrator has delegated to me, United States Hang Gliding and Paragliding Association is granted an exemption from 14 CFR §§ 91.309 and 103.1(b) to allow USHPA members to tow unpowered ultralight vehicles (hang gliders) using powered ultralight vehicles.

The Effect of Our Decision
Our decision extends the termination date of Exemption No. 4144, as amended, to June 30, 2010, unless sooner superseded or rescinded.

All conditions and limitations of Exemption No. 4144, as amended, remain the same. This letter must be attached to, and is a part of, Exemption No. 4144.

Sincerely,

/s/
John M. Allen
Acting Director, Flight Standards Service

AFS-08-207-E

Exemption No. 9756

UNITED STATES OF AMERICA
DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
WASHINGTON, DC  20591  

In the matter of the petition of  

UNITED STATES HANG GLIDING ASSOCIATION      
Regulatory Docket No. FAA-2004-19081   

for an exemption from §§ 61.52(a)(3)

and 103.1 of Title 14, Code of

Federal Regulations            

PARTIAL GRANT OF EXEMPTION 

     On August 20, 2004, Ms. Jane DePanfilis, Executive Director, United States Hang Gliding Association (USHGA), P.O. Box 1330, Colorado Springs, Colorado 80901, petitioned the Federal Aviation Administration (FAA) on behalf of USHGA for an exemption from §§ 61.52(a)(3) and 103.1 of Title 14, Code of Federal Regulations (14 CFR).  The proposed exemption, if granted, would allow USHGA members to use aeronautical experience obtained in an ultralight vehicle to meet the requirements for a private pilot certificate with an airplane category rating provided the experience was obtained while towing an unpowered ultralight vehicle.  It would also allow USHGA members to use an aircraft that does not meet the definition of an ultralight vehicle as specified in § 103.1(b) and (e) to tow an unpowered ultralight vehicle. 

The petitioner requests relief from the following regulations:

Section 61.52(a)(3) prescribes that a person may use aeronautical experience obtained in an ultralight vehicle to meet the requirements for a private pilot certificate with a weight-shift-control or powered parachute category rating.  

Section 103.1(b) prescribes that an ultralight vehicle is a vehicle that is used or intended to be used for recreation or sport purposes only.

Section 103.1(e) prescribes that an ultralight vehicle is a vehicle that, if powered, weighs less than 254 pounds empty weight, excluding floats and safety devices which are intended for deployment in a potentially catastrophic situation; has a fuel capacity not exceeding 5 U.S. gallons; is not capable of more than 55 knots calibrated airspeed at full power in level flight; and has a power-off stall speed which does not exceed     24 knots calibrated airspeed.   

The petitioner supports its request with the following information:

The petitioner states that it has represented more than 125,000 hang gliding and paragliding pilots since its inception.  USHGA currently has approximately 10,000 active members to whom it provides numerous services.  It is a member of the National Aeronautical Association and the Air Sports Council.  USHGA represents its members’ interests with the FAA, the National Park Service, Bureau of Land Management, U.S. Forest Service, and other Federal and state agencies.  

USHGA asserts that safety is its primary goal.  It has observed that in hang gliding, as in other forms of aviation, there are two factors very important to flight safety:  the quality of initial pilot training and the degree to which pilots maintain currency of skills and knowledge, as measured against an objective set of practical standards.   

The petitioner states that in the past it has taken concrete steps to address an unacceptably high fatality rate in hang gliding.  The petitioner notes that it achieved a tenfold reduction in fatalities during this effort.  It attributes this reduction to:  improved pilot training; improved hang glider design, to include the testing and certification of hang gliders to consensus standards; and the establishment and promotion of a culture within the hang gliding community that values safety, training, objective proficiency standards, good pilot judgment, and maturity. 

The petitioner states that it has conducted clinics for the training and certification of hang gliding instructors since 1976 and has worked diligently to develop and promote superior training methods and training programs.  The petitioner asserts that its efforts to foster safer training were threatened by the introduction of part 103 and that it responded by petitioning the FAA to grant relief permitting two-place flight and instruction. 

The petitioner further notes that the continuing development of powered ultralight vehicles made the aero-tow launching of hang gliders possible.  Later, the development of aero-tow vehicles progressed to where they could be utilized for towing hang gliders carrying two people.  That development permitted the use of aero-towing for two-place hang gliding instruction.  The petitioner believes that the increased availability and use of aero-towing for two-place pilot training has increased the opportunity for pilots to maintain proficiency and currency, thereby contributing to an improvement in safety.  The petitioner also notes that it obtained an exemption to permit the use of an ultralight vehicle to tow a hang glider.   

The petitioner states that in order to preserve and perpetuate the safety gains USHGA has made over the past 28 years, it must maintain accessibility to high quality, cost effective training.  The petitioner states that two-place instruction is the most effective method of training in hang gliders and that aero-towing provides the most practical means for conducting this training.   

USHGA states that aero-tow tandem training provides an efficient and effective training process by reducing the burden on both students and instructors.  It effectively helps to offset the shortage of instructors by increasing the individual instructor’s efficiency.  Successive aero-tow tandem training flights are accomplished without the need for multiple breakdown/transport/setup cycles.  This efficiency greatly enhances student retention and results in significantly increased training time, airtime, and skill development.  The petitioner also asserts that instructors can train a larger number of students in optimal conditions.  The aero-tow tandem training method increases access to instruction and reduces the financial burden on the instructor corps.   

The petitioner notes that the maintenance of pilot proficiency and pilot currency within the pilot community is as important as the provision of basic instruction.  Aero-tow launching makes it possible for pilots to fly and stay current in areas where opportunities for foot-launching are limited.  

The petitioner states that aero-towing allows for hang glider training and hang gliding flights in large areas of the country that do not offer suitable foot launch sites.  More than 70 percent of the United States is suitable for aero-tow schools and flight operations.  Much of this area is not currently used for training purposes due to the lack of viable foot-launch sites and a dearth of active instructors.   

The petitioner contends that continued access to aero-tow capable aircraft and to skilled tow pilots is, therefore, vital to preserving access to the most effective methods of instruction.  This access is vital to maintaining hang glider pilot proficiency and facilitating hang gliding outside areas with airspace congestion.   

USHGA currently has several hundred ultralight tow vehicle pilots who have been recognized by USHGA as having the requisite skills and knowledge to tow hang gliders under the provisions of Exemption No. 4144.   

The petitioner further states that the provisions set forth in the new rule, “Certification of Airmen and Aircraft for the Operation of Light-Sport Aircraft” (the Sport Pilot rule), will require the vast majority of existing tow vehicles to be certificated and operated under its provisions.  These aircraft must be operated by FAA-licensed pilots.  The new rule does not permit the holder of a sport pilot certificate to tow an ultralight vehicle.  The pilot must hold a private pilot certificate and meet the provisions of § 61.69.  The petitioner states that all of USHGA’s current tug pilots (with the potential exception of those piloting part 103 vehicles) will ultimately need to acquire a private pilot certificate to continue towing without compromising the health and safety of the sport.  

The petitioner states that although the new rule provides that ultralight experience obtained in weight-shift-control aircraft can be applied toward the requirements for a private pilot certificate, the majority of the towing activity of USHGA’s members is conducted in three-axis control, fixed wing vehicles.   

The petitioner states that the provisions of the current rule will likely cause economic and training accessibility hurdles for many of its fixed-wing tug pilots.  These difficulties may preclude some of these pilots from obtaining private pilot certificates.  In addition, there is concern that some tug pilots will believe that the training required is both unnecessary and cost prohibitive.  USHGA believes that some tug pilots will discontinue their participation in the sport and that this will result in a decrease in safety. 

Under Exemption No. 4144, tow pilots are required to have a minimum of 100 hours of powered flight time and demonstrate towing proficiency to a program administrator.  The petitioner notes that the FAA requires a minimum of 40 hours of flight time for a private pilot certificate.  Therefore, the petitioner contends that under its program, even its least experienced and newest tow pilots have at least two and one half times more airtime than the FAA requires for a private pilot.  The tow pilots who transition to a private pilot certificate generally have acquired more than 100 hours of flight time, with many having in excess of 1,000 hours of towing airtime.   

The petitioner contends that given that the modest population of tow pilots and their already vast experience it would be in the public interest, and in the interest of the sport, to permit tow pilots to apply their experience in ultralight vehicles toward a private pilot certificate with an airplane category rating. 

USHGA states that there are unique requirements for an aircraft or ultralight vehicle to aero-tow a hang glider, many of which are not readily apparent to the nonspecialist.  These requirements can be met by specially designed three-axis-control aircraft or weight-shift-control aircraft.  Chief among these unique requirements is the ability to maintain a high degree of aircraft control at extremely low airspeeds.  The petitioner lists, in detail, several characteristics of hang gliders and aero-tow vehicles.   

Prior to providing a discussion of the petitioner’s previous exemptions, the petitioner states that engine, airframe, and operational requirements for safely towing two-place training hang gliders while withstanding the cyclic loads inherent in normal training operations place ideal ultralight tow vehicles outside the current weight limits of

part 103.  Consequently, special purpose-built vehicles in both three-axis control and weight-shift-control designs are presently utilized.  Vehicles exceeding the weight provisions of part 103 are needed to preserve and further improve the safety of aero-towing operations.  These aircraft will ultimately be certificated and operated under the new rule; however, the petitioner contends that an exemption for their operation during the transition period is necessary.   

The petitioner specifically notes that it has investigated every aircraft with the potential for providing safe, economical, aero-towing and has concluded there are no standard or primary category aircraft suitable for aero-towing hang gliders.  The petitioner also notes that existing ultralight vehicles generally fail to meet the criteria for safe, economical aero-towing of hang gliders.  Ultralight vehicles with high horsepower engines generally cannot be flown slow enough to tow hang gliders.  Those ultralight vehicles designed to fly slowly employ lower horsepower engines in airframes with reduced structural strength.  Consequently, the petitioner believes that specially built ultralight vehicles and only a few amateur-built experimental aircraft have provided the only options to safely and economically tow two-place hang gliders.   

The petitioner hopes that certificated production designs will become available to tow hang gliders and that the current fleet of ultralight vehicles that were custom built to have a towing capability will be certificated under the new rule.  The petitioner, therefore, requests that its petition be granted during this transition period. 

The petitioner requests that this exemption be applicable to three-axis-control and weight-shift-control aircraft.  The petitioner suggests that the FAA grant its petition using parameters comparable to those that have been provided in an exemption to part 103 for float ultralight vehicles equipped with one float and two 15-pound outriggers.  The petitioner also suggests permitted uses of vehicles subject to the exemption.  The petitioner also requests certain changes to the conditions and limitations in Exemption No. 4144.  The petitioner recommended changes in vehicle weight limitations, the elimination of Condition No. 3, and a revision of Condition No. 5 to state the pilot must possess a current pilot rating issued by USHGA or a USHGA Novice (level 2), for a recreational pilot, or a Student (level 0), for a student pilot, under the supervision of a USHGA certified instructor.  

            A summary of the petition was published in the Federal Register on April 10, 2007 (72 FR 17984).  No comments were received.

The FAA's analysis is as follows: 

The FAA has fully considered all of the petitioner’s supportive information and has determined that a partial grant of exemption would be in the public interest and maintain an equivalent level of safety.  Additionally, the FAA notes that subsequent to the filing of this petition USHGA has changed its name to the United States Hang Gliding and Paragliding Association (USHPA).  In this analysis, the FAA will, therefore, refer to the petitioner as USHPA/USHGA. 

USHPA/USHGA specifically requests that its members be allowed to use time accrued while acting as ultralight tow pilots under Exemption No. 4144 to meet the requirements for a private pilot certificate with an airplane rating.  Although § 61.52 permits a person to use aeronautical experience obtained in ultralight vehicles to obtain certain certificates and ratings, that section does not permit this experience to be used to obtain a private pilot certificate with an airplane category rating.  Section 61.52 was added to part 61 as a result of changes made by the final rule, “Certification of Airmen and Aircraft for the Operation of Light-Sport Aircraft” (69 FR 44772;           July 27, 2004).  The preamble to that rule specifically recognized that the new section did not contain provisions for a person to apply aeronautical experience obtained in ultralight vehicles to meet the requirements for a private pilot certificate with an airplane rating.  The preamble noted “The FAA has considered allowing the same sort of credit for fixed-wing ultralight pilots to meet the requirements of a private pilot certificate with aircraft category ratings.  However, this crediting was viewed as a significant change to the aeronautical experience requirements for this certificate.  The FAA considered such a change outside the scope of the original proposal and significant enough to justify full public notice and comment.  The FAA expects to address this issue in a separate future rulemaking and may favorably consider exemptions to this rule.”  

The FAA, however, did not propose to revise § 61.52 to permit a person to use aeronautical experience obtained in an ultralight vehicle to meet the requirements for a private pilot certificate with an airplane category rating in the notice of proposed rulemaking (NPRM), “Certification of Aircraft and Airmen for the Operation of Light-Sport Aircraft; Modification to Rules for Sport Pilots and Flight Instructors with a Sport Pilot Rating” (73 FR 20181; April 15, 2008).  Although the FAA recognizes the value of flight experience gained while operating ultralight vehicles, the agency proposed that the provisions of the current rule expire on January 31, 2012.  In setting forth this proposal, the FAA specifically noted that it “did not intend for these transition provisions to be indefinite in duration.  Since operators of ultralight vehicles should have transitioned to the new airman certificates prior to the date of this proposal…the FAA believes that retaining the provisions for the use of aeronautical experience in § 61.52 is no longer warranted.”  The proposed expiration date of January 31, 2012, was selected to provide “a sufficient amount of time to use this aeronautical experience to obtain the new certificates.”

The FAA recognizes the value of flight experience gained while towing unpowered ultralight vehicles such as hang gliders under the provisions of Exemption No. 4144.  The FAA has evaluated USHPA/USHGA training programs and the operation of ultralight vehicles under the provisions of Exemption No. 4144 and believes that the experience may be used to meet the general aeronautical experience requirements specified in the introductory language of § 61.109(a) (i.e., 40 hours of flight time,      20 hours of flight training, and 10 hours of solo flight training).  However, the FAA notes that certain aeronautical experience required by § 61.109 must be obtained in an airplane.  This exemption, therefore, does not permit aeronautical experience obtained in an ultralight vehicle to meet the aeronautical experience requirements specified in subparagraphs (a)(1), (2), (3), (4), and (5) of § 61.109.  Additionally, it does not permit this aeronautical experience to be used for the issuance of a private pilot certificate with other than an airplane single-engine land rating.  The FAA also specifically notes that the relief provided by this exemption is limited only to aeronautical experience acquired while towing unpowered ultralight vehicles, to include the time spent returning from a released tow. 

The FAA believes that it would be safe, appropriate, and in the public interest to apply aeronautical experience gained while towing unpowered ultralight vehicles to meet certain aeronautical experience requirements for the issuance of a private pilot certificate with an airplane single-engine land rating.  In light of the FAA’s recent proposal to eliminate the transition provisions contained in § 61.52, the agency encourages persons who seek to use the relief provided by this exemption to act accordingly. 

The FAA specifically notes that at no time were ultralight-like vehicles that exceed the limits set forth in § 103.1(e) (commonly referred to as “fat ultralights”) authorized to conduct towing operations.  Therefore, any aeronautical experience logged in a vehicle that does not meet the provisions of § 103.1(e) will not be accepted to meet the aeronautical experience requirements of § 61.109 for the issuance of a private pilot certificate with an airplane single-engine land rating.   

The petitioner also requested relief from § 103.1.  The FAA has in the past recognized that it is in the interest of safety to permit training flights to be conducted in two-place unpowered ultralight vehicles that comply with all sections of part 103 except             § 103.1(a) and (b) (see Exemption No. 4721 issued to USHGA).  The FAA has also recognized the safety and value of allowing individuals to provide flight instruction in two-place vehicles that exceed the limits set forth in § 103.1(a) and (e).  Additionally, Exemption No. 4144 has allowed the towing of unpowered ultralight vehicles (hang gliders) by USHPA/USHGA members operating powered ultralight vehicles that meet the requirements of part 103.  That exemption has a current expiration date of        June 30, 2010. 

The petitioner argues that to effectively tow two-place unpowered ultralight vehicles, a vehicle that is heavier and more powerful than allowed under § 103.1(e) must be used (i.e., “a fat ultralight”).  To accomplish this task, the petitioner has specifically requested that an aircraft that does not meet the definition of an ultralight vehicle as specified in § 103.1(b) and (e) be used to tow unpowered ultralight vehicles.  The petitioner’s request would effectively expand the applicability of Exemption No. 4144 to cover those vehicles.  However, with the introduction of the Sport Pilot rule, the FAA has implemented regulatory provisions that require such operations to be conducted by certificated aircraft. As a result of these changes, aircraft considered to be “fat ultralights” are now required to be registered and issued airworthiness certificates.  These aircraft must also be operated by a person possessing a pilot certificate. 

Additionally, although the petitioner describes the aircraft for which an exemption is sought as ultralight vehicles, these “vehicles” do not meet the definition of an ultralight vehicle under part 103 and are considered aircraft.  Although the FAA permitted by exemption the very limited use of two-place ultralight-like aircraft for training purposes under part 103, those exemptions (e.g., Exemption Nos. 3784 and 4721) were very narrowly drafted.  Those exemptions contain a number of conditions and limitations, to include who was authorized to conduct specific operations.  Apart from the very limited operations permitted under these exemptions, the FAA never permitted the use of heavier, two-place aircraft unless the aircraft met all applicable airworthiness standards and the operator fully complied with all applicable FAA regulations.  The rationale to now require the certification of these previously exempted vehicles is discussed in both the NPRM and final rule, “Certification of Airmen and Aircraft for the Operation of Light-Sport Aircraft” (67 FR 5368;   February 5, 2002 and 69 FR 44772; July 27, 2004, respectively).   

The FAA believes that certification of these aircraft will help ensure their airworthiness and, therefore, enhance safety.  Allowing these aircraft to operate without airworthiness certification would undermine the purpose of the Sport Pilot rule and, therefore, would not be in the public interest.  The petitioner’s request for an exemption from § 103.1 (b) and (e) is, therefore, denied. 

The FAA’s Decision

     In consideration of the foregoing, I find that a partial grant of exemption is in the public interest.  Therefore, pursuant to the authority contained in 49 U.S.C. §§ 40113 and 44701, delegated to me by the Administrator, United States Hang Gliding and Paragliding Association is granted an exemption from 14 CFR § 61.52(a)(3) to the extent necessary to allow USHPA/USHGA members to use aeronautical experience obtained in an ultralight vehicle while towing an unpowered ultralight vehicle to meet the requirements for a private pilot certificate with an airplane category rating and single-engine land class rating, subject to the conditions and limitations listed below. 

Conditions and Limitations

1.      Each person seeking to use aeronautical experience obtained in an ultralight vehicle to meet the aeronautical experience requirements for the issuance of a private pilot certificate under this exemption must:

a.       Have obtained that aeronautical experience while towing an unpowered ultralight vehicle;

b.      Have been a registered ultralight pilot with USHPA/USHGA when that aeronautical experience was obtained;

c.       Have documented and logged that aeronautical experience in accordance with the provisions for logging aeronautical experience specified by USHPA/ USHGA and in accordance with the provisions for logging pilot time in aircraft as specified in § 61.51;

d.      Have met USHPA/USHGA requirements for towing unpowered ultralight vehicles when that aeronautical experience was obtained;

e.       Have conducted the towing under a specific individual authorization issued by USHPA/USHGA when that aeronautical experience was obtained;

2.      Aeronautical experience obtained in an ultralight vehicle may only be used to meet the aeronautical experience requirements specified in the introductory language of             § 61.109(a) which requires an applicant to “log at least 40 hours of flight time that includes at least 20 hours of flight training from an authorized instructor and 10 hours of solo flight training in the areas of operation listed in § 61.107(b)(1).”  Aeronautical experience obtained in an ultralight vehicle may not be used to meet the aeronautical experience requirements specified in subparagraphs (a)(1), (2), (3), (4), and (5) of        § 61.109.  

3.      Each person seeking to use aeronautical experience obtained in an ultralight vehicle to meet the requirements for a private pilot certificate with an airplane category rating and single-engine land class rating must present to the examiner at the time of application for the practical test:

a.       A copy of this exemption; and

b.      Evidence indicating that the requirements specified in Condition No. 1 have been met.

4.      USHPA/USHGA must provide the Manager, General Aviation and Commercial Division, Flight Standards Service (AFS-800), with a list of those persons who have applied for the issuance of a private pilot certificate using the relief provided by this exemption.  This list will be provided annually at the beginning of each calendar year.

This exemption terminates on September 30, 2010, unless sooner superseded or rescinded. 

Issued in Washington, DC, on September 16, 2008.

 /s/

James J. Ballough        

    Director, Flight Standards Service

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