Ellenville Flight Park Site Information

Updated:

General Site Information

Min Rating: H3/P3; H2/P2 with observerLocation: Ellenville, New York
Site Direction: NWLaunch Vertical: 1070′
Flyable Directions: 260-350Glide to LZ: 5.3:1
Wind Range(mph): 0-15 mphLaunch Type: Open slope, wide slot slope
Launch Coordinates: 41.6725, -74.40308LZ Coordinates: 41.6876, -74.4078

Specific Launch Information

Ellenville has three main launches facing roughly west, northwest, and north. There is also a NW facing hang glider launch off a Route 52 overlook to be used only when the main launches are inaccessible due to snow. Below are the safe ranges for wind speed and direction for each launch. All have maximum recommended gusts of +/- 5 mph.

LaunchTypeLeft (deg.)Right (deg.)Min (mph:HG/PG)Max (mph:HG/PG)
NorthSlope3353550/518/15
NorthwestSlope3053250/518/15
WestSlot2602800/018/12
RoadRamp2953050/NA15/NA

Click below to view site maps.

Ellenville Site Overview
Launches
Landing Zone
HG/PG approach patterns

Directions to Launch: From route 209 passing through Ellenville take either Center street or Canal street up the mountain; both may be marked on maps as route 52 and they merge going up the mountain. After passing two overlooks there will be a trailhead parking on the right; immediately after that will be a pullout on the left with a gate for a gravel road. Follow this gravel road up to launch.

Directions to LZ: From route 209 you will find Hang Glider road 1.5 miles south of Ellenville. Follow this across a small bridge and the LZ and camping is to your right.

Contact: Wayne Neckles, wayneneckles@yahoo.com, (845) 590-3241

Emergencies: Cell phone service is available on all carriers both at launch and in the LZ. The nearest hospital is in Ellenville: follow 209 north through Ellenville and the hospital is the same turn you take for the Shoprite.

Site Protocols

This list is supplemental to the site rules found within the Ellenville Flight Park waiver and membership application, which EVERY pilot must sign BEFORE training, ground handling, kiting, or flying any aircraft within Ellenville Flight Park.

  • Pilots must be members of both USHPA and the Hudson Valley Free Flyers club (monthly memberships are available) membership.
  • H2/P2 should make contact with observers BEFORE coming to Ellenville.
  • All accidents involving injury MUST be reported immediately to the club president and/or safety director.
  • PG pilots should be aware that HG landing approaches are low and fast, so that PG pilots should carry their gliders to the breakdown area immediately upon landing instead of folding up where they land.
  • To reduce conflict when many gliders may be landing in a short period, pilots should adhere to the designated landing areas indicated in PG/HG Landing Map above.
  • If flight activities are possible, PG should confine LZ kiting activities to the designated zones at the extreme ends of the LZ (see LZ map).
  • When the road to the main launch is snowed in there is an alternate HG launch available from one of the overlooks on Route 52, but should only be used under the guidance and wire assistance of experienced local pilots.
  • Tandem flights may only be conducted by USHPA certified tandem pilots with a non-commercial instructor’s status.

Flight Guidance: Site and Conditions

This section shares some local insights into the flying conditions found at Ellenville and areas of caution that all pilots should be aware of. Note that hang gliding and paragliding are high risk sports, and this document cannot address all the dangers one may encounter.

Ellenville is capable of producing extreme turbulence. The site looks like a grassy benign wonderland for flight, and many days it is, but landing must be respected as potentially life threatening even in benign-seeming conditions. Midday heating can lead to strong thermic conditions with gusty winds that can switch directions dramatically. In addition to thermal turbulence, the topography upwind of Ellenville can produce severe mechanical turbulence. The potential for this severe turbulence increases drastically with wind speed, and tends to be significantly worse the more northerly the wind direction. The best way to deal with the potential for turbulent conditions is to be diligent in choosing when to fly at all. Conditions can be fine for launching and flying and extremely risky for landing. Don’t be fooled! 

If you make a poor decision and find yourself in such conditions, don’t let your wish to be on the ground lead you into another bad decision. Instead, stay up as long as possible to let conditions mellow. Then, stay alert, because the place can surprise you without warning, and follow the suggestions below for your aircraft:

Hang gliders: Using an aircraft approach with a long straight final (no low turns!), and transition upright while still high. It is critical to fly your entire approach at best maneuvering speed, and carry that additional airspeed all the way to ground level. Airspeed is control and safety in rough conditions.

Paragliders: Be alert to all the telltales around the field, and the windsock. Get out of the harness while still high to avoid a butt landing if you get dumped. Hold some brake and stay extremely alert to prevent collapses with active flying, even if you have not felt a bump recently. 

Wonder Winds and waves are not uncommon at Ellenville. Wonder Winds can occur late-afternoon to early evening, and produce widespread smooth lift all over the valley. Wave lift can also be encountered at Ellenville, with similar characteristics but with high wind speeds. In either case, descending to land can be difficult and time consuming, so plan ahead as the sun sets and be prepared to use advanced descent techniques (flying fast, finding and turning in sink, wingovers, speed bar and big ears, etc). Doing 360’s are usually not effective in such lift, but a great way to use wonder wind and wave lift is to fly slowly and connect long, straight into-the-wind glides with a big shallow-banked turn to return to the downwind edge of the lift.

There are several venturi areas to be cautious of. One example is the gap where Rt. 52 passes through the mountain. Another area where the wind speed increases dramatically due to venturi effect is over the top of the mountain. Be very wary of crossing gaps in the ridge when you are lower than the top of the mountain, or allowing yourself to drift back over the flat top of the mountain.

“The Ranch” is a skydiving drop zone over-the-back in Gardiner. While it is technically legal to fly through their airspace, it is extremely risky as well as impolite. The stronger the wind, the further from the airport they drop- usually but not always upwind. Due to the unpredictability of where they are dropping, please steer well clear of Gardiner for safety and common courtesy.

The trees SUCK. There is a lot of friction as wind flows up the mountain face and over all the tree tops. This friction creates a SIGNIFICANT wind gradient along the tree tops. This means not only is the best ridge soaring a wingspan or two away from the trees, but mistakenly getting too close to the trees can lead to reduced airspeed and loss of control. It will literally feel as though the trees are sucking you in. Respect the trees, keep safe distance. Tree landings are unacceptable. In the unfortunate event of a tree landing, STAY IN YOUR HARNESS AND DO NOT UNHOOK! LEAVE YOUR HELMET ON! Secure yourself to the nearest tree as well and as quickly as you can. Use your radio and/or phone. The Ellenville community is well-versed in tree rescue. Hang tight and wait for a rescue team to arrive.

Your Responsibilities as a Pilot

On Launch

  • Educate spectators about staying out of the way.
  • Keep our site clean. There is no trash collection on launch, please take all your garbage out with you.
  • Drive and park courteously. PG pilots might consider leaving the closest spots for HG pilots.
  • Only move onto launch when you are ready and like the conditions. If you are on launch and do not like the current conditions, be aware of other pilots that are ready and clear the launch so others can fly if they so choose.
  • Help out your flying brethren with hang checks, pulling PGs open with permission, and checking leg straps.
  • Do not launch if someone is flying in front of launch. Give each pilot time to work their way up (or sink out), and others will give you the same courtesy. PG pilots performing reverse launches must be extra-diligent in clearing their airspace before pulling up.
  • If you don’t know someone and don’t see a current helmet sticker, please ASK! – they can pay after but make sure they’ve signed a waiver.
  • We recommend carrying a “drop line” to aid in your own rescue in the event of a tree landing. (A container of strong dental floss is great.)
  • We recommend flying with a whistle, which helps find you if you end up in the forest.
  • If you intend to go XC, please let someone know so that people aren’t worried that you’re “missing” at the end of the day. Carry a cell phone at a minimum, and ideally a radio and GPS as well. It is your responsibility to carefully review and observe all airspace regulations prior to flying. 
  • For XC flying having a live airspace map on board showing class D and skydiving dropzones is strongly advised. 

In The Air

  • Plan ahead and clear all turns BEFORE initiating the turn.
  • Most hang gliders fly faster than most paragliders. When in ridge lift pilots of both aircraft need to be aware of this, plan and fly accordingly.
  • HGs generally experience turbulence as roll, whereas PGs generally experience turbulence as pitch. In textured conditions give HGs additional clearance to the sides, and give paragliders additional clearance above and below.
  • When HGs and PGs are thermalling together, the HG should not fly excessively fast, and the PG should not fly excessively slow. Any efforts to match airspeed and turn radius are greatly appreciated by all.
  • Understand wake turbulence and be attentive to not waking other pilots.
  • It is your responsibility to know, understand, and apply the USHPA Right of Way rules

The following USHPA right-of-way guidelines are to be followed when safe and practical to do so. USHPA chapters and insured sites are empowered to modify or create additional guidelines as necessary. During circumstances where pilots must fly in a contrary manner to these guidelines, the constant governing rule shall be “see and avoid” and all pilots will be equally responsible for maintaining safe flying distance from one another.

  • When traveling opposing directions, pass to the right. Pilot on the “inside” with the ridge to their right has right-of-way.
  • Lower pilots have right of way.
  • First pilot in a thermal sets the turn direction regardless of altitude. When entering a thermal with other pilots already in it, you must yield to them. If multiple pilots are in the same thermal, the lowest pilot sets turn direction and higher pilots must match.
  • Clear your turns. See, be seen, and avoid through anticipation.
  • If you are overtaking someone going the same direction as you, pass between the pilot and the ridge, when practical. Turning around is more advisable than forcing an unsafe passing situation.
  • Do not pin other pilots against the ridge. If a pilot is between you and the ridge, make sure they have enough room to turn out away from the ridge if they need to.
  • Pilots already in the air have right of way over pilots on the ground. Pilots waiting to launch must wait for a clear and safe time to do so, and pilots that have landed are responsible for clearing the LZ as quickly as practical.

In the Landing Zone

  • Try to space out landings by creating vertical separation
  • Be predictable and plan ahead
  • When HGs and PGs are landing in close proximity, HGs should set up their approach over Joe’s field, and land using the North half of the LZ. PGs should set up their approach over the Kelly’s field, and land using the South half of the field. (refer to maps above)
  • PG kiting on flyable days must be near the training hill, not interfere with training hill activities, and stay aware of incoming traffic from the mountain
  • Ground based activities like kiting and scooter towing should cease when incoming pilots are at 500 ft or sooner, so that pilots can plan their approach without worrying about obstacles.
  • After landing check for incoming traffic before moving! then clear the field as quickly as practicable. Pack your wing in the grass along the road, or at the turnaround.

People invited to collaborate:

Ryan Voight
Paul Voight
James Donovan
Ken Foldvary
Ray Leonard
Lindsey Chew
Paco Carr
James Bradley
Rolan Yang
Bill Lock