APA Paragliding Vol1/Iss1 July/August 1990 by US Hang Gliding & Paragliding Association

$3.95

PREMIER ISSUE VOL. 1 NO. 1 JULY/AUG. '90

Featuring news from the American Paragliding Association

FERAL CORPORATION • North Conway, N.H. (603) 356-6907 GLIDING FLIGHT PARAGLIDING CENTER • Point of the Mountain, S.L.C., UT. (801) 254- 7455 ALPINE WORLD OPERATIONS • Boulder, CO. (303) 449 -5620 TORREY PINES FLIGHT PARK • San Diego, CA (619) 452-3202 TEXAS PARAGLIDING • Houston , TX. (713) 973-9546 MORNING SIDE FLIGHT PARK • Claremont, N.H. (603) 542 -4416 VERTICAL FLIGHT SYSTEMS • Bishop, CA (619) 873-8367 LASER C UT F OILS

published six times per year

Publisher and Editor: Fred Stockwell assistant to the editor:

prvduction coordinator:

Phil Huff

Alan Wreyford

art director: Freddie Snalam

Lynn Keiser

copy editor:

Paragliding, The Magazine Editorial, subscription and advertising information: 3314 West 11400 South South Jordan, Utah 84065

FEATURES: 6 launch Introduction to the magazine and the sport of Paragliding

(801) 254-7701

Cape Cod

let's Go Fly

Fly tfie sand dune

Where to fly across countrynew flying records to be captured

It Sucks 12 Sometimes Aflying experience

14 Cliff launch Techniques in Europe 18 Flying Flying with the hot-and not so hot Emergenty Reserve 30 Canopies

by Fred Stockwell by Chuck Smith

by John Bouchard by Fred Lawley by Curtis Woodman

by Chuck Smith

by Peter Zimmerli

DEPARTMENTS: PARAGLIDING, !he Magazine II published for members of the poraglrdrng commum~ os well os other interested pilots_ It 1s the offic1ol v01ce of the Amencan Paragliding Assooonon. Arnde submissions ore welcome, however Poroglid1ng, The f~ogozrne will not be responsible for the rerurn of or damage lo any unsolicited monumiprs, photos or other material. Moreover, Paragliding, The Magazine. reserves fne right to edil any rnntnbun·ons_ Further. The magazrne reserves the nghr to reiecr anyodvernsing which may be deemed objectlonab!e oi domoging 10 the puh!irnlion by ihe smtt oi 1he

ossocmt10n. Themagazrneandtheasmianondonotossumeonyresponsibilityfor rhe conrenr of any published ortides,odvert1smgorfor the opinions e)p1essedm themagozmeby itsronrributors PARAGllDING, The Mogozine, ispublishedsrxtimesoyeorlor osubsuiprionprrceol\24 per yeor hy PARAGLIDING PUBLIWIONI, INC , 3314 Wesr I1400\ourh, South Jordon, U10h B4061,in ossotiorron wilh: Whrre Horse Publirnrrons, P.O. Box I8404, Boulder, Colorodo B0308 Absolutely no articles, odvertsmg, photos or other published mote11ol of the magazine may be reprodu(ed many manner wrthour express wrrnen permissron of the publrsner. Copyrrghr L I990 by PARAG LI DING PUBllCATIONI, INC. AllrrghrsreseNed. POllMAllfR· sendoddresschongesro: Poroglrding, !he Mogozrne, 3314Wesr I1400\ourh Soulh Jordon, Uroh 84065

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APA News French Certification Systemand the French and Germon Ratings including comments and translations

Photo Credits

Next Issue Highlights

by John Bouchard

elcome to the first issue of Paragl iding the Magazine. For those of you who are AP.A members , you are probably amazed .. . news, photos , people , ads , info .. ... and all in color. Those rumors you hear, that things are happening , must be true , and for those of you who are just checking it out , here is a bit of what has been going on. Paragliding got started as a sport about six years ago in Europe . Two years later it had attracted several thousand people . In less By Fred Stockwell than three years it was gaining popularity in over ten countries throughout the world . Early in 1986 interest had started in the United States. Popularity becomes obvious when you see it for the first time . It is a dream come true , weighing only fifteen pounds , easy to carry, simple to fly and almost too much fun , so what is the catch? The same as in all adventure sports - you have to understand your equipment and learn in what conditions to best use it. Those of you that ski , kayak, climb , hang glide , scubadive , sky dive and other skilled sports know that to learn by trial and error w ill "This year many more eventually get you hurt if not worse. So , during 1986 a few pilots that understood the need for people will be discovering safety and training set up the AP.A Today the sport of paragliding and there are over 30 instructors in the United States. Training courses , certification will be taking to the air." programs, instructor clinics and a board of directors, just to help make it tick . A profile of directors is published in this issue. Some of the schools are also advertised in this copy and more will be listed in the next issue . Just one word of warning , this sport has a worldwide reputation of being addictive. The Board of Directors is made up of sports people from many sporting activities and do not seem to spend much time with their ripcords , ropes , caribeeners , hang straps and paddles . Fortunately for paragliding their coming together and understanding for the need to learn has made it possible for everyone to get the information and learning required to fly safe and enjoy the sport. So , now the sport has grown big enough to justify a magazine. The aim of the magazine is to get information

Launch

on every level to existing pilots and of course to people just starting to show interest in the sport. We will be covering competitions, new products, technical information, sights to fly , general information and also letters to the editor. It will also be the official voice of the AP.A which will carry letters from the president, Peter Zimmerli, accident reports , instructor ratings, safety information , voting procedures and all the general information required to run an association. As some of you are aware , Peter Zimmerli is our new president as of April 1990. I have known Peter for three years now and in that time he has done a lot of good work for the association. I feel that he was an excellent choice for president. Peter, I wish you all the best in your new job and I feel thatthe AP.A is in very good hands. This year many more people will be discovering the sport of paragliding and will be taking to the air. They will be expressing the same feelings as we did and still do. The sheer excitement and enthusiasm can create quite an adrenalin rush which can often lead to bad judg_ment. When I first started flying, good help and advise was hard to get, fortunately it sometimes found me, which helped get me safely

through the early learning period. I have found that most pilots today have that helpful attitude , especially the hang gliding pilots (thanks guys). By keeping an eye on new pilots, a helpful tip or a word in the right place could make someone's day and easier ones for us all. Some of the articles in the magazine might seem a bit scary, and in all fairness to the pilot in the article "Sometimes It Sucks" it definitely was, but it was not just put in to scare people or put them off the sport. In all sports, or everyday life things happen and well written articles such as this can help to identify problems and what you can do to avoid them. Thanks, Fred Lawley. And thanks to the other guys for writing good articles to help inform others. Paragliding is a fun flying sport. It attracts people who just want to go out on weekends and do some recreational flying right through to the cross country and competition pilots. So for those of you reading about paragliding for the first time do not think you have to be some sort of daredevil. Just check it out, you will be amazed at what is going on up there . Anyone who would like to send in articles, photos , stories, comments, etc. for upcoming issues, please do. v '\\lfl ~

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So, how does one kill a paraglider? ... but of course , you para-SHOOT him! I know, your thinking "Now there 's a parapilot that has had one too many blowbacks. " Well , the salty seabreeze here on Cape Cod makes we natives a wee bit off center at times , particularly after a long winter of Nor' easters. Northeast is the preferred wind direction here as it gives us the chance to soar the dunes and chase the sea gulls. It also allows us to get a rare

KEN BAIER , APA Vice-President

Ken began his flying career as a pole vaulter, moved on to water ski jumping , then in 1973 began towing hang gliders and flying in amateur water ski shows. At that t ime Ken was working as a ski instructor and taught sailing and boating during the summers . After graduating from the University of Arizona with a degree in Public Administration and Recreation , Ken moved to San Diego to become a hang glider "air junkie". In 1981 he became an instructor and stopped logging air time after he passed 1000 hours. Ken has since taught hundreds of les-

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view of nude sunbathers, that's best left for discussion at another time . The Cape offers some enjoyable ridge soaring when we have a favorable east wind. Sites are found along the outer shore in Wellfleet and Truro. The best dunes stretch for approximately 15 miles between Nauset Lighthouse and Highland Lighthouse, and rise to nearly 200 feet. Hang Gliders often cover the entire distance. This has yet to be done with a paraglider. However, with the recent developments in high performance gliders it should be possible soon. The crux is clearing the wide sons both at the training hill and by flying tandem. In 1988 he became manager of Torrey Flight Park located at the famous coastal cliff site - Torrey Pines. During the Spring of ' 89 he put together the first paragliding clinic in Southern California with APA President Fred Stockwell. By summer Ken had attended an instructor clinic and was soon teaching paragliding in San Diego . Thanks to a proposal Ken submitted to the City of San Diego , a 6 month trial period for paragliding started in February of '90. Ken 's belief is that "flying is fun " and "we need to fly today in such a way that we can fly tomorrow". In April 1990 he was elected Vice-President of the APA and hopes to use his experience with hang gliding and instructing to promote the SAFE growth of paragliding .

.::MASSACHUSETTES

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breaks in the ridge where public beaches are located . Flying here has its magical moments if you're lucky enough to see some of the local seal population or a pod of finbacks. It is also possible to see the entire Cape as it curves for 60 miles from Provincetown to the mainland . The best time to fly on Cape Cod is March through May and September through November. Winter winds are usually quite strong and gusty . As for the summer, we rarely . get east winds and the common seabreeze is not sufficient. There is a small site for southwest winds on the bay side at the Seascape Motel in Truro . USHGA membership is required . If anyone is interested in flying on Cape Cod , he should be aware of our perhaps unique situation. The entire outer shore of the Cape is National Park, Cape Cod National Seashore. Park policy prohibits the deployment or landing of manned aircraft. However, there are town-managed beaches within the CCNS that permit flying. Currently , gliders are permitted launch and land at town beaches. Depending on the exact location, there is about l 00-200 yards of useable area. Once airborne , you may fly where you will provided you land within the confines of a town beach. The purpose of the park policy is to keep people off of the delicate sand dune and beach grass ecology , specifically earthbound tourists. The Cape is a fragile place so please be attentive to the erosion of the dunes. The ocean usually takes a couple of feet a year anyway . At that rate eventually everyone will have beach front property, like it or not.

worth , Washington and took first place. Also in 1988, Greg went to Switzerland on a climbing trip. Needless to say, he took his paraglider along and flew in Switzerland , France and Germany.

Greg Smith has been climbing since 1972 and teaching on and off for the last l Oyears . When on a climbing trip in Patagonia in 1987 , he met 3 Germans flying paragliders who gave him a rough idea of how to launch and Greg took to the air. Arriving back in the US. he saw John Bouchard's ad for paragliders and promptly bought his first glider.

Then in 1989 he entered the World Meet in Austria. In 1988 Greg took part in the first US instructors' s clinic . He got his instructors license, class 2, and set up his school. At this time he was also appointed a regional director by the APA and has been helping to set safety standards in the US.

After several months of self-teaching, he heard that Mark Axen and Jim Yates were giving lessons. They met and learned a great deal from each other. In 1988, Greg flew at the first US competition at LevenGreg Smith, Region 12

l Oday tour of France and Switzerland July 28 thru August 7 Pa ra g lide Europe Join John Bouchard and Claudia Stockwell on a guided flying tour. Traveling with a sma ll group, you' ll be introduced to each flying site by APA certified instructors with local site knowledge. This is the best way to build your experience and avoid hazards. Fly famous Chamonix, Verbier and more. $2,500.00 includes roundtrip air fare, accommodations, transportation, and lift tickets. Don 't miss out. Reserve a space today. Yes! I want to join you to Paraglide Europe July 28 thru August 7, 1990. Here is my deposit of Sl ,250.00 to reserve my space. I understand that if I hove to cancel, I will give you one month adva nce notice fo r a full refund. I am enclosing my address & phone number.

Mail c heck to John Bouchard. PO Box 1100 West Sid e Rd., North Conwa y, NH 03860. o r ca ll Claudia at (801) 254- 7455 for more information.

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By John Bouchard

The appeal of paragliding is obvious -it is easy for beginners to learn and relatively safe (for an air sport) yet at the same time it is complex enough at the advanced level to fascinate pilots with hundreds of hours. The paraglider is the least complicated and the lightest of all aircraft. There is much less equipment between the pilot and the environment. In paragliding , judgment and awareness are a much larger percentage of what we call pilot skills than in other types of aviation simply because the domain of what is flyable is so narrow. The best pilots have a Zen-like feel for flying . The paraglider is so easy to learn to use that real pilots are suspicious and fear a repeat of the ultralight "go-karts in the sky" fiasco. They have little to worry about. If anything , paragliding will broaden pilot values and qualities. The equipment demands so little attention that the pilots have a lot more time for a self examination of their own values and motivations. Paraglider pilots have to scrutinize flying conditions more intensely to make up for the limited performance of the paraglider. A hang glider pilot remarking " Oh , it's blowing 18 - 24 miles an hour or so " is horribly imprecise to a paraglider pilot.

Most of us began paragliding through mountain climbing; we thought it a tool for descending. As we actually began to fly and the gliders gained performance, we recognized the same spiritual values and aesthetic qualities we cherish in climbing. There is the same total dedication, commitment, boldness of decision and courage to stick to the decision. There is the same admiration for our universe and appreciation of the privilege to participate in the activity that sets us above ordinary people. And there is the same self-imposed austere scrutiny you either made the flight or you didn't, you either stayed up or sank out. Any group constantly striving for at least a personal best and intolerant of anything less has a unique aura. We learned that foot launched aviation like climbing is a craft where the skills are passed on from one generation of pilots to another. But more important in this exchange, also passed on are the value and traditions which were defined in the Owens Valley in the late ?O's and early 80's . There, in the beginning, inexperienced pilots launched untested gliders into un-flown air. These were the wild, wild, days when gliders disappeared over the White Mountains into the Nevada desert at over 15,000. Then George Worthington set a tone of preparation and bold-

Unfortunately at many other areas, we SEVEN ROUTES have to work out perl .) California, Owens Valley - Paiute to janie's Ranch 30+ miles. mission from local authorities to use the 2.) Utah-Point of the Mountain to Lone Peak and Back; 15+ miles. sites. This bothersome 3.) Washington - Chelan Butte to as far as you can fly! but necessary task must be performed before 4.) Colorado - North Boulder to Golden: 20+ miles. attempting the flights to insure future access. 5.) Vermont- Mt. Ascutney to Morningside; 12+ miles Also, we have to obey 6.) Texas - Hearne Airport to College Station; 20+ miles. the FAA. The 18,000' rule will be the only real 7.) New Hampshire -Whitehorse Ledge to Conway and Back; 10+ miles problem since we are ~~~~~~~~~~~~~~~~~~~~~~~~~~~~ forbidden to fly above this altitude. ness when he entered the scene and brilliantly defined foot launched flight. A sai l plane pilot, The next few years in the States are guaranteed he brought real flying skills to hang gliding and to be exciting. There has been too much talk and for a time he held all the FAI records. He was supposition about what it might be like, what meticulous with his equipment, prepared flaw- could possibly happen, and what probably is the less flight plans, he had a vision of hang gliding best way to approach it. Enough! Let's go flying. beyond that of any other pilot of the day, and was bold in executing his flights . His example is precisely appropriate to paragliding. The basic concept of paragliding , then is using the least to attempt the most. The future of paragliding will be cross country flight; random circling around a ridge or aimlessly going back and forth on a sea cliff becomes boring after a few hundred hours. This has been happening since 1988 in Europe when flights of nearly 20 miles were made. The pilots were hang glider pilots repeating easy cross country tours for hang gliders. Later in 1989, 30-40 mile flights were made until finally a 50 mile flight was done in the Owens Valley. The FA/ distance records will be too complicated for most pilots since they require a barograph, photographs and witnesses. Now that the record is 129 Km, new records will require more time and travel to find the best area. Namibia, near South Africa , is the current area to go high and far. It is unlikely that many will make the journey. Out and return records will receive more attention. Most real flying will be performed by pilots exploring local areas and doing the obvious routes . For example, two established routes are from Horseshoe meadows to Lone Pine in the Owens Valley -50 miles, and from Chamonix, France (Plan Praz launch) to Verbier, Switzerland (Les Chaux landing field) -25 miles. In the States at the established flying sites there ore seven big routes waiting to be done. .--. '.\i/,P

John Bouchard , Region 11 John Bouchard , age 38, began paragliding in 1986 in Chamonix France where he had been climbing the hardest routes for over a decade . Educated in France , he has climbed extensively in the Alps, Himalayas, Andes and Yosemite. His love affair with the French Alps climaxed with his marrying into an old Chamonix family. Cousins, nephews and in-laws all teach paragliding and climbing or make and sell the equipment. He has been flying in European competition since 1987 and placed first in last years US paragliding Championship. He and his wife run Feral Corporation which manufactures ITV paragliders in the US.

Thanks Utah Hang Glider Pilots I A specia l thanks to the Utah Hang Gliding Association. When paragliding first go underway in the United Sta tes, paragl id ing p ilots had little knowledge of safe flying cond itions but hang g liding pilots had a vast knowled ge of flying conditions but they were skeptical of paragliding and the information was hard to get. But in Utah not only was th e hand of fri endship extended to me but

they a lso kept me safe in the sky wh ile I was learning essential flying conditions. The p ilots in Utah are not just good pilots, they are great pilots. They share their air knowledge , experi ences , and over the years have helped many pi lots to enjoy safe and fun flyi ng.

Thanks again t o g reat p ilots and good fri ends.

Fred Stockwell

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Clark Saunders, Region l (AK) Clark has been actively involved in skiing , mountaineering , kayaking and other outdoor activities since youth . He began paragliding in the spring of 1987. As instruction and general knowledge of the sport was nowhere to be found at that time , he and his wife , Norma Jean Saunders , learned through the school of hard knocks. Since then , through self- learning and some much- appreciated , qualified , instruction, he and his wife have become safe and proficient pilots . He currently holds a Class II / Instructor rating and is the regional director for the APA in Alaska. He and his wife started the first APA Chapter Club in Anchorage , Alaska in 1989 and named it the "Arctic Air Walkers ." Since then , club membership has risen from the handful of charter members to over two dozen active participants. He and Norma Jean currently own and operate a paragliding school , Raven Advenutres, based out of Palmer, Alaska . Clark has been involved with the APA since its origin .

Pilot Profile: Norma Jean Saunders Norma Jean has been involved in mountaineering and climbing in Alaska since her youth. Her experience includes: First woman soloist on Mt. McKinley, Nine ascents of McKinley (seven of which she guided), ascents of Mt. Raineer and various peaks throughout Alaska, Europe, New Zealand and the west coast. She began paragliding with her husband Clark in 1987. What started as a desire to pass information to new pilots so they could avoid problems, became a passion. Together she and Clark own and operate Raven Adventures , a paragliding school, in Alaska. They helped develop the APA chapter paragliding club, the Arctic Air Walkers. She has served as the Vice President of the APA for the past year and declined nomination this year, feeling that she can do more on a local level. Norma currently holds an APA certified instructor, and Class II pilot rating.

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By Fred Lawley We discussed the weather between us. The four of us de-cided that for a mild pre-frontal to frontal , unstable winter day , the 2,300-foot-vertical site at Soboba, CA with its 2: l glide to LZ would probably be our best bet for para-gliding since it fac es southwest and has many acres of easy-to-hit landing zone. We reached the top just after noon. Upwind the sky was dotted with cu 's as far as the eye could see. There was a large solid cloud a few thousand over and behind (East) of launch that appeared to be of little factor in planning. The wind at launch was 20-ish , a bit strong , coming nearly straight in but Lee was feeling his oats. He decided to give it a go , so the girls, Bobby and Teresa , helped on canopy lift.

Lee quickly took to the air and hovered. He was standing in the steering seat, full speed ahead. I hollered for him to get off brakes and he released the last few inches of toggle and started inching forward at a whopping l / 2 to l MPH. The flight consisted of pointing at the LZ and hoping for down air. He made zero turns and finally landed.

When he was retrieved and rejoined us at the top of the hill , the wind had backed off a bit and we were becoming slightly more optimistic. When the wind dropped into the 12- 15 mph range , still within 20 degrees of straight in , I prepared to launch. My canopy has a good speed range and the fact that I was soon penetrating away from the hill confirmed it. My pleasure at good ground speed was soon replace d with a bit of c oncern with my rate of ascent. Basically it shouldn 't have been as "good " in pure ridge lift as I seemed to be getting -500-600 fpm. My next concern was the fact that the large menacing c loud that had been above and behind launc h earlier had by now moved over and in front of launch. Cloud base seemed to be descending rapidly as the sun was beginning to set and the temperature dropped . I was beginning to climb more rapidly. It was bec oming apparent that some quick thinking and a new course of action was necessitated. I have been flying Hang Gliders over 13 years with altitudes up to 18,000 feet and distances over l 00 miles. Also I am multi-engine and instrument rated in airplanes and realize that I am not to "intentionally" enter clouds without the proper clearances . I also am aware of how difficult it is to maintain a heading or attitude in any aircra ft relying solely on body sensations. I had been flying para-gliders for 8 months and had successfully completed several courses including basic solo and instructors. I attended the Point of the Mountain Paragliding Nationals which I enter-ed for fun and learning. Amazingly enough I finished 12th overall with-out pushing limits. However, in my training to date I had not done an intentional canopy collapse nor was I flying with a reserve . I have and I do Now!

Luckily I had seen a video of someone collapsing and recovering a canopy and had this explained by my instructor, Mr. Fred Stockwell (thanks buddy!). He had guided me into a canopy in which he had quite a bit of confidence .

As I continued to rise toward the wispies at cloudbase ... and , preferring not to collapse my means of staying airborne just to descend , I chose to try to maintain my heading , hoping that I might punch out the front of the cloud . Even with all my flying skills , I would be very hard pressed to keep my heading away from the hill for even that one minute. Some interesting things to note here are the fact that as I got close to cloudbase not only was the lift stronger but the horizontal wind was also stronger. As I entered the cloud m y ground-speed (penetration) had slowed considerably. During most of the flight , 1 kept in light brakes to keep the canopy from surging too much in front of me in the mildly turbulent conditions. As I entered the cloud ,

I decided that 30 seconds would be my maximum limit out of visual contact ...

... with the ground. One-one thousand, two-one thousand , three-one thousand .. . 30 one thousand. OK!! This is it! I had seen nothing but white-gray fuzz for 30 seconds and now it was time .

, w hich only a moment before , had been a very nice air foil. As the canopy did its first mild collapse I let the brake lines rise so it could re-inflate .

I realized that down was out , but knowing how to get down didn ' t mean I liked it. Still, I knew what I had to do. Turn off all the little recordings in the head that go on and on , wrap the brake lines once or twice around my gloved hands and start pulling toward my hips . It's interesting , in a certain way, to watch the canopy scrunch up in this vaccuum of visual stimulation .. ! mean , all you can see is fog / cloud everywhere and then 20 feet of shroud lines

Whew!! The process worked more or less as advertised. However, no one had mentioned how much adrenalin this involved.

At the end of those lines was this crumpled up piece of paper, headed for the trash can

FWOOMP! It did!

Three more collapse and recovery cycles elapse before I begin to see ground below. Once I stabilize out at the bottom of the cloud to catch my breath , I realize the UP SUCK is still working and this little adventure isn 't over yet. I re-solve to continue with the collapses . Each of these is longer and deep-er than the first one with the resulting recovery also a little more violent each time . Other things I'm noting are that when the canopy is collapsed I' m drifting downwind quite a bit and that cloud base has lowered very rapidly and is now barely above launch .

My next collapse I hold in. I'm quite committed , but now the ridge top is rapidly coming up. This recovery is the busiest and jerkiest one of all. Swinging into ridge lift, pointing downwind , I turn parallel to the slope . I am lifting rapidly toward the cloudbase which is brushing the top of launch . Lovely. I head north and pass launch with a quartering tail wind , just below eye level of our gang.

"Catch me!

"1 shouted. "You ' re smokin' downwind " Lee hollered back as I made my turn back into the wind. Of course I was right in ridge lift that just wanted to go up. I stall- collapsed the canopy as I was over the top but backing up . The canopy stalled 10- 15 feet off of the deck, jerked my feet out fromunder me, and I plopped down on the top of th enarrow finger of dirt. My behind, hip , shoulder blade and finally my head absorbed the shock. Boy am I glad I wear a helmet!

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Pro Safety Tips: Cliff Launches By Curtis Woodman Many of the best soaring sites in Northern California are coastal bluffs which stretch for miles along the Pacific Ocean. Local paraglider pilots have become accustomed to launching from these majestic cliffs - and have much respect for the inherent danger involved. Because of the unforgiving nature of cliff launches, it's important to be aware of the hazards you are likely to encounter before attempting to fly from a precipitous perch.

The Cliff. Falling off a cliff will ruin your day. It's imperative to have the canopy fully inflated and centered over your head before running off the edge. This means that you give yourself sufficient launch space to inflate , flight check , and abort if necessary before reaching the cliff edge.

Site Conditions/Turbulence. In order to avoid cliff edge turbulence and launch zone rotors , wind speed should be 8 mph or less. Cliffs have a propensity to generate strong rotors in windy conditions(8 mph or more). Some cliff sites are flown safely in stronger winds Cl 0- 15 mph) by experienced pilots who launch from areas of the cliff that do not create rotors in the take-off zone . For example, if a cliff has a downwind sloping launch , 30-45 degrees, the pre-sence of rotors is often reduced in that particular area and can be safely launched from in moderate conditions . Always check with local pilots before flying at cliff soaring sites to obtain important information about operating limitations for a particular site .

.., Pilot Hesitation During Launch.

This is unfortunately a common occurrence and cause of accidents at cliff launches. Pilots who are unaccustomed to flying from cliffs have a tendency to notice inconsequential things like wandering beetles, untied shoelaces, or nude sunbathers just before they are about to step off the edge ... they unconsciously slow down for an instant ... and then jump into their harness as the canopy proceeds to stall, zoom over their heads, dive towards the ground, and cause all sorts of unpleasantness. Once you have inflated, flight checked , and decided to launch, it's time to commit yourself to flying off into the wild b lue. Keep your airspeed high by running on air. Tie your shoes when you've landed safely on the beach. Better yet, ask the sunbather to help out. Many of the most spectacular flying sites demand the most focused concentration on launch. This is especially true of cliff launches. Make sure conditions are favorable for the site and your level of experience. Take the time to inform the ground crew of the protocol and signals you would like them to follow during launch. Pay close attention to air traffic and clear your launch with other pilots. Most importantly , use your best judgement when deciding whether or not to fly. There is always another day.

Fred Stockwell, Region 7 Fred's first involvement with ascending parachutes was in 1975. He was towing round canopies behind vehicles and boats , parasending (towed launch) and parasailing. Later that year he discover flying ram-air canopies from towed launch. He studied safety and training methods in England and Ireland which led to , in 1979, the first commercial tandem ram-air towing operations in the US. Fred then went on to set up commercial operations in Africa , Australia and numerous other countries , completing thousands of tandem flights in the process. During 1985 he was awarded the Tiger Medallion by Prince Andrew and Fergie and a certificate of flying achievements by Prince Phillip at the Royal Aero Club, London , England. In 1986 he returned to the United States to travel and fly his new paraglider. Eventually he arrived at the Point of the Mountain and stopped. That winter

Fred founded the APA and became its first President and a Class II Instructor, Examiner. Since that time Fred has organized and run one national and one international competition at Point of the Mountain. He married the lovely Claudia in 1989 and together they run their Paragliding & Hang Gliding School in Utah. He is the founder/publisher of "Paragliding, The Magazine".

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AN EXPENSIVE WAY TO LAND YOUR PARAGLIDER The chances are that at sometime when you have landed your glider it has come over in front of you fully inflated and hit the ground with a very solid wack . If you thought no more of it , other than the inconvenience of pulling it over so you could fold it. think on . As the canopy hits the ground the air inside compresses , putting unnecessary stress on the material and stitching , but

more so will invariably spit the ribs. I have seen it split as many as five ribs from leading edge to trailing edge. Canopies that have a netted lead edge are even worse as they tend to split the top surface between the stitches. This is very expensive to repair. If this has happened to you , check your canopy , especially back behind the first crossport vent.

Worl d -c lass alpinist and adventurer, Arrived in the USA in 1980 from his home town of Preston , England together with a fell ow climbing partner, they were on a Round-theWorld sailing trip . After crossing the Freddie Snalam, Region 7 Atlantic Ocean, and spending several months in the West Indies, it was time for some rock climbing. Next stop was Boulder, Colorado and that was the end of sailing.With a degree in Mechanical Engineering and six years of teaching high school , it was time to put all their talent to use. So he opened his now-famous "Freddie' s Hot Dogs" vending cart on the Boulder Mall. In the winter months, Freddie would take several months off work and go traveling and climbing wherever his fancy would take him . In the fall of 1987 he went to Point of the Mountain for his first paragliding lessons. Two years later he accomplished one of his many dreams to fly in the Himalayas! Currently, he runs Alpine World Operations, a climbing and paragliding school. He is also a free lance cartoonist /graphic artist.

Started flying in the summer of 1987 at Utah . She was the only woman to compete in the first paragliding nationals in ' 88. Dana introduced paragliding to Texas through a hang gliding ___.=...,,...___J club, "The Packsaddle Dana Ellinger, Region 8 Soaring Association" and has been instrumental in building a positive relationship between paragliding and hang gliding pilots in her region. She was a test pilot for low pressure , pay-out winch towing in Texas in 1988. Though she prefers mountain flying , Dana says she will resume towing after she gains more experience on high performance canopies . "Canopies perform differently under tow. Some early paragliders were so stable you could experiment with tow pressures and rig speeds. The more responsive the canopy , the trickier it is to tow up. If you want to tow, get proper instruction." Dana loves to travel to Utah and California to see friends and fly. She hopes to visit Europe soon. You would think that a mountain flyer wouldn't be satisfied living in the flatlands but her work with The Texas Commission on the Arts and her extended family keep her coming home to Texas. L . . __

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By Chuck Smith Since I started paragliding almost 3 years ago , I've spent muc h o f that time flying with European p ilots. Last summer was the first tim e I flew against them . I had the privilege of competing with the American team at the world meet in Kossen , Austria . I expected this trip to be quite humiliating as well as educational . I wa s not disappointed on either account . It had been nearly a year since I w as in Europe so I w as interested to see the changes in paragliding . And changes there were! It scared and exited me to see what the bold pilots across the Atlantic were doing with these neon air bags. Extended full sta lls were common place.

which included the closest thing to a wing-over I have seen . I sa w the best parapilots in the world . I also saw the worst . More than once I witnessed gliders go down on ski lift cables , bounce off roofs, go through wooden fences and crash into trees. A rather large specimen of the pine family last I looked. It is important that I point out that most of the accidents did not involve competitors . The final day of competition was on a Saturday. Naturally the site was full of pilots. Prior to the opening of the launch window for competitors, there was free flying open to non-competitors. What ensued was nothing short of chaos . The launch zone looked more like a

c andlepin bowling alley , as pilots were colliding with others laying out their wings . I noticed one pilot make at least a dozen attempts to laun c h. Twice the pilot and his ground crew ignored my com ment that it appeared that the glider was out of trim . After several more attempts, he finally got airborne. It was easy to sse that the glider was listing badly. The glider stalled. Our own Greg Smith was the first to reach him and offer assistance. This is a crucial time for paragliding in the US . We have much to learn from the Europeans but let us not repeat their mistakes. I was taken aback by the somewhat blase attitude of many concerning the amount of accidents. As the number of pilots increases people become indifferent. We cannot afford to take this attitude in the US . I am unfamiliar with many European laws but it does not appear to me that they are in as much danger as we are of losing flying sites.

As w e have all seen in the past two years , since the formation of the APA , it is no easy task to organize a group that is comprised of pe o ple of such a highly individualistic nature. The freedom that flying gives us can be a very private matter at times . However, here at home , there has been great cooperation between parapilots at the launch site . This must not stop as the popularity of paragliding increases . As flying sites become more crowded , we will have the tendency to lose patience in competing for launch and air space. It is important that we keep a helpful attitude . J' m not saying that we should patronize one another either. A healthy competitive spirit is needed to advance the sport but when safety is threatened , so is the future. There is a fine line between bravery and foolhardiness as there is between advancement and recklessness. We 're on the right track, lets keep with it. We can 't afford not to . . , -

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Mark Axen Mark came from a background in rock climbing and hang gliding. He learned to fly hang gliders in 1975 in Tucson , Arizona on a plastic, home built. He started coming to the Owens Valley in 1979 and ran "Owens Valley Hang Gliding Mark Axen , Region 4 Center " from 1980 to 1983. He started flying para-divers in 1986 and flew in the 1989 World Meet in Kossen , Austria . Mark tied for first at the 1989 US Nationals and was second over all. "In the early days of hang gliding, the performance was not much better than the soft wings we are flying now. It will be interesting to see how far the designs will go. "Mark has also helped set up instructor clinics and is an APA Class II Instructor, Examiner.

Ed Pitman, Region 6 Ed had been paragliding since 1987. Since that time he has flown in every US competition and always finished in the top ten. He developed a program of para-ski demonstrations for several ski resorts This experience paid off when he was the only American to make the cut into the finals at the 1989 World Paragliding Championships in Kossen , Austria . In only one round he moved past a quarter of the finalist to finish 36th overall. Ed 's interest in aviation springs from his father who was a 26 year veteran pilot in the Marine Corps , logging over 16,000 hours. Currently Ed has a career with the National Park Service and a business as the US distributor of Comet paragliders. Before working with the National Parks Ed operated guide services and contracting businesses. He is a highly decorated Viet Nam veteran who has always thirsted for everything life has to offer. At this time he finds only time and interest in his students, flying and competitions. Ed is looking forward to the increasing skills of his students. He says, "If I am successful as an instructor, my students should be beating me in the coming competitions. I will enjoy that".

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American Association 25 Goller Place Staten Island NY 10314

Letter from the President Welcome to the wonderful sport of paragliding and the American Paragliding Association. It may come as a surprise to you to receive another magazine. A lot of changes have taken place since you received the last issue of the APA Magazine. The APA's goal is to assure a healthy growth of our wonderful sport, make many friends and have exceptional accident-free air time. The outgoing president, Fred Stockwell, did an outstanding job for the first two years of the organization. He got the recognition of the USHGA, established pilot and instructor ratings and worked on many other things that I will continue. A new goal is to assure a steady and financially sound growth of our organization and the paragliding community with the lowest (no) accident average in aviation sport. It won't be easy, but by working together, all member will be part of the achievement. Tim Domenico said the right thing: "As the pioneers of the sport, we all have an obligation (to ourselves, our family, others in the sport and everyone who will participate in paragliding in the future) to demonstrate a high level of professionalism and moderate sense of risk-taking. By setting the proper examples now we have the opportunity to make paragliding the most popular, personal aviation experience that has ever been introduced to the American public." A Board of Directors meeting was held in Salt Lake City on April 4, 1990. New Officers have been elected. Directors have been reappointed with the exception of the region of Northern California. That vacancy will be filled by nomination until the official election in the winter. By then, by-the-membership elected director will be seated at the spring meeting. Yes, you heard right. Our organization is established and we are ready to have the first official election by the membership. The regions have been slightly adjusted and a list is published in this issue with the director's name and phone number. The headquarters has moved to New York and all correspondence and membership is administered through the headquarters. The headquarters will distribute all mail and requests to the appropriate officer or committee. The APA is facing a cash flow problem. It will continue and delay some planned activities. However, we made sure that the bimonthly newsletter will be on time and other benefits with your membership dues are available. To accomplish a healthy growth and offer more and more benefits to our members, we had to raise the dues to the following: Individual $30.00 Instructor $100.00 And a newcategory was established: Company $200.00 The specific benefits you as an individual member will receive are:

1. Paragliding Magazine with official American Paragliding Association news, published bimonthly. 2. A membership list to locate new friends to fly with in your area or wherever you travel. 3. Access to flying sites where American Paragliding Association pilot rating is required. 4. list of available sites in the US with location, rules, regulations and contact. (Available Fall 1990) Furthermore, we are working to offer insurance to our members in the near future. At this time you will be insured when you join the USHGA

At the USHGA Board of Directors meeting the APA was accepted as an affiliated chapter with our own board and committee. With the USHGA we are hoping to find an economical solution so that USHGA can administer our membership equally into their system. The Hang Gliding Magazine is accepting advertising for paragliding. The members of the USHGA are afraid that paragliding articles will take their magazine over. Since there will be two publications for the paragliding community available, a newsletter and a magazine, their fear is unfounded. The official APA newsletter will have several pages in Paragliding, The Magazine published by Fred Stockwell. A Bylaw Committee chaired by Ed Pitman will work on our bylaws so they can be adopted at the next BOD meeting at the end of July. The Safety and Training Committee under the Chair of Claudia Stockwell is rewriting the pilot proficiency program, instructor requirements, towing and tandem. The committee with the biggest work load, Circ Toepel is chairing the competition committee. I nominated Freddie Snalam to chair the accident committee. If you read John Bouchard's accident analysis, you'll realize how important it is to collect and analyze accident data. However, we would find out that most pilots do not read the operating manual and are unaware of the extensive differences in operating envelopes from glider to glider. Find the committees addresses and phone numbers in the special listing in this issue. The first two competitions had been weathered out, and due to the lack of a newsletter, had not been announced in a timely fashion. That will improve. Nationals will be held over the Labor Day weekend, maybe some six to eight days long. The location hasn't been selected yet. Three places have shown interest in organizing the Nationals. So keep these dates reserved. Most likely the Nationals will be divided into two categories; one for Class I and one for Class II pilots. This is to adapt the skill of the pilots to wind and weather situations. Another competition is planned at the Point of the Mountain at the end of July.

I am looking forward to seeing you enjoy your flights. Peter Zimmerli

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Hi, I'm Peter Zl.mmerli and I'm proud to be your new APA presfdent. I would like to tell you<a little bit about myself so you will get a clearer picture of me,

Skydiving Sport Products, and since April 1, Director of Paragliding. I enjoy paragliding very much and believe it's an up-and-coming sport with a great future.

I started paragliding on visits I'm origlnally from Switzerland \/{here I worked in the parachuting field for 9 to Europe after I moved to the US I've competed years. I've been a skydiver since 1969 and I've at overseas competitions as well as the Nationals d garog~ run of medals and trophies in Switzer~ · here. I was also a member of the US World Team land. ihey wouldn't get into my suitcase. I in Kossen, Austria last summer. I have a family came to the US In 1986 and have been working with two children and I'm hoping they find an at Para-Fllte In Pennsauken, NJ as Director of exciting sport of their own..

APA EVENTS AND

TICES Utah Instructor Policy

An invitational meet, APA Class 2 only, out and return task at the Point of the Mountain. The destination will be Lone Peak with a takeoff on the lower bench. Date back cameras will be used to record the starting point, distance points and the turn point. Scoring will be as follows: Takeoff (lower bench): O Starting point (North side top launch): 50 Distance point l (Quarry): 50 Distance point 2 (road in gap): 125 Turn Point (Lone Peak): 400 Distance point 3 (road in gap): 100 Distance point 4 (quarry): 100 Landing Zone: 100 Greatest time will be used to break ties. The flying window will open from noon to 7:00 PM. Unofficial scoring will be the pilots claimed score he turns in after landing. Unofficial scores will be posted every morning on the bulletin board at the South Side before the pilots briefing at 1100. Official scores, following the processing of the film, will be posted the following day. Protests: Pilots have 12 hours to protest the days score. Protests will cost $50.00 which will be refunded if the protest is upheld. Final Scores will be announced Saturday, July 28. Entry Fee: $100.00 I $50.00 received by June 25. As some of us discovered in Kossen, the only way to fly distance is to fly distance. To prepare for the World Meet in 1991 we need as many competitions of the out and return or open distance nature as

possible. We also discovered that using a camera for scoring was not as simple as it seemed. Salt Lake is the perfect laboratory for xc paraglider flight. The task out and return to Lone Peak- is accomplished regularly with hang gliders and there are lots of places to land in between. By restricting the entry to class II pilots, and limiting entries to the first 25 we can have a manageable number.

The Utah Hang Glidif"lg Assocla· tion wishes to inform you of a new policy regarding the 'Point of the Mountain. Due to increasing air traffic and the jeopardy of our site, only Utah resident instructors will have teaching privileges at the point. Out of state instructors wishing to teach here must arrange to work with a l(jcal instructor or school. Thank You for your co-operation.

For more information contact: area (801) Bob Schick 359-6036 Claudia Stockwelf 254·7455

·APA aoard of Dtr•ctora,M•,eti The APA will hold a Boa.rd of Directors meetin@on the ~eekenp of July 28 and 29 in Salt Lake. Tlmes and agendawiUftjqwarded to directors in July.

1st Ann,ual s,um,met"'Lake F1y .. 1n June 30Jhur July 4 1990 Destined to be one of the Abert rim fly-In 50 prutmnes to West's premier paragliding the southeast. , sites, Overlooking Summer Carnll)lrtg at the D7 Ranch Is: Lake, Oregon, Winter Ridge ls avolloble and a sm~I rnotel an East facing rim ·of, 2500· to nemrby with 7 roomKat low 3000 ft. for nearly 30 rnlles. rates. i· ' . ! NumEHous unimproved launches ideal for paragliding For'Further Information: contact and, with some limits, hang- site coordinators: gliders. F1y..:1n requires APA class Phil Pahl, PO Box 812 ij~nd, OR I minimum rating and current ( ) _ , membership in APA and 97709 503 389 4086 USHGA. Flying tasks will be deVE!loped by portlclponts on a daily basis. Flyers my wish to devote one or two days to flying with hang~gllders ot their

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OFF! PRESIDENT Peter Zimmerli

PRESIDENT

TREASURER/SECRHARY

Ken Baier Torrey Flight Pork Inc. 2800 Torrey Pines Scenic Drive San Diego, CA 93514 (619) 452,.3202

Jay Hauth 1130 East 4045 South Salt Lake City, UT 84124 (80 l) 268-9369

REGIONAl DIRECTORS AK

UT,

Clark Saunders P.O. Box 1887 Palmer, AK 99645 (907) 745-3097

Fred Stockwell P.O. Box 177 Riverton, UT 84065 (801) 254-7455

NM,MT

Southern Califomia, Hi

CO, WY, ND, SD

Mark Axen P.O. Box 1632 Bishop, CA 93515 (619) 872-1756

Freddie Snalam 2841 13th St. #2 Boulder, CO 80302 (303) 449-5620

Northern Califomia

TX, LA, OK, AR, MO, KS, NE, IA

Vacant call headquarters OR,WA

Ed Pitman P.O. Box 188 Shasta, CA 96087 (916) 859-2392

Dana Ellinger 2905 Richard Lane Austin, TX 78703 (512) 472-6679 OH, IL, IN, WI, MN, Ml

Vacant call headquarters

WV, VA, KV, TN, Al, MS, GA, FL, NC,SC

Vacant, call headquarters MIE, NH, VT, MA, RI

John Bouchard P.O. Box 400 North Conway, NH 03860 (603) 356-6907 CT, NY, NJ, PA, DIE, MD

Peter Zimmerli 25 Goi\er Place Staten Island, NY 10314 (718) 698-5738 A:l, NV Gregg Smith 3422 Bowie Rd. Reno, NV 89503 (702) 747-1896

COMMITIEES Safety and Training .... Mark Axen, Claudia Stockwell, Norma Saunders and John Bouchard Competition ......... John Bouchard and Circ Topel Sites ................. Freddie Snalam Towing ............... Fred Stockwell, Dana Ellinger. and Charles Fontenot APA Bylaws ........... Ed Pitman, Dana Ellinger, and Jay Hauth

STATEMENT Of MISSION The APA is a non-profit, self regulating, membership organization. Developed by paragliding pilots, for paragliding pilots, established to promote, maintain, and preserve the safe and healthy growth of the sport of paragliding in the U.S. Approved on April 4, 1990 BOD in Salt Lake City Chairman: Peter Zimmerli

INSTRUCT R CERTIFICATIO:N CLINIC (DATE TENTATIVE) At the April 4, 1990 BOD meeting it was decided that no further instructor Certification Clinics would be held until the new require- · ments were drafted. However, there have been some inquiries and request indicating the need for additional ICC course before the summer.. Therefore, I decided to see if enough qualifled applicants would be available to conduct such a clinic within a reasonable financial budget. Administrative costs are $300 per participant and do not include accommodation or food. The minimal requirements are outlined below. All applications must be received by June 15, 1990 at headquarters with complete documentation. The APA then will select one date(Minimum four day duration) and place. The following are temporary new minimum requirements until amended or changed by the BOD at the nest meeting in late July 1990

AppHcant: Must be a current rated APA pilot with a minimum of 1 year flying experience with paragliders. Must apply in writing to the APA headquarters. Must pass a preliminary exam given by appointed instructors or regional directors. The exam requires skill of a APA class II rating. Pilots with an APA class II rating are exernptfrom this exam. Must hold a current card from Emergency First Aid training with CPR or equivalent. At the present time our membership records show that we have one instructor for every 7.5 members. Either we have a high dropout rate among students or a lot of instructors with out students. Better yet all Instructors are so busy and hove no time to sign up new members.I

25 Goller Place Staten Island NY l 0314 OFFICE HOURS: Tuesday, Wednesday and Friday 12:30 PM - 2:30 PM F.astern Time Weekday Evenings 8:00 PM - 9:00 PM Eastern Time

(718) 698-5738

MEMBERSHIP APPUCAllON (Make copies, do not tear out)

Membership Form (Check One) New or Expired

Renewal

Membership Dues (Check One) Individual $30.00

(For overseas air mail add $10.00)

Instructor $100.00

0 Corporation or Company $200.00

Make check or money order payable to APA Headquarters. Peter Zimmerli. Payments from outside USA only by international Money Order (Foreign bank checks with US name AND bank routing code printed on check or money order).

First and Middle Name ___________ Last Name _____________ Mailing Address _________ _ _ _ State

City Count~------.----~ Phone H

_____ Zip _ _ _ _ _ _ __

Phone W

Date of Birth _ _ _ _ _ _ _ _ _ _ _ Sex ____ Statistical Survey Flying Since (Year) _ _ _ Total Flights to Date _ _ _ _ Total Flight Hours to Date _ __ Injuries related to Paragliding last 12 Months _ _ _ __ To Date Flying (Model and Size) ____________________._ _ __ Rating Records (Please update for our records) Class l

O Class 2

0 lnstructior

Other Aviation Activities Other Activies _ __ For Corporation or Company membership application only Type of Business Sale O School Loft Manufacturer O Importer O Distributor Others _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~ Type of Products Canopies O Harnesses Instruments O Fly wear O Accessories O Media Others _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

I certify that all statements in this application are true and correct to the best of my knowledge. Signature ___________________ Date _ _ _ _ _ _ __

~ ~E.SERVc ll ~v ~~

:..,0

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4r iiJ

EMERGENCY

-An unexpected occurrence or situation demanding immediate action.

By Peter Zimmerli

How important it is to prepare and use information with skill is indicated in the "Drachenfliger". It is a report about about the German instructor course of 1989 where all instructors had to deploy their reserves in flight. The exercise was done over water. The unanimous comments from the instructors were that the rate of descent was to high to land without injuries.

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This part of the article addresses how to pre-pare , physically and mentally , as practice for emergency deployment and landing under a reserve canopy. Preparation for such an emergency is the key to reducing injuries or avoiding death .

As of today , there are three principal emergency systems on the market: l .) Throw out deployed ; 2.) Rocket deployed and 3.) Cut away deployed square reserve . The last is only offered in Europe . I already mentioned in the first article that none of the systems are l 00% reliable and will never be. But we are still far behind with regard to the reliability factor on which sport parachuting depends . This is simply because of the lack of knowledge as to what type of malfunctions do occur. There is also a lack of knowledge in the design and operation of reserve devices.

Accident Analysis With certain precautions and training , we are prepared as well as possible . It is important then to use all information and reports to improve our emergency procedures skills . However, that is only possible if reports of malfunctions , accidents , etc . are forwarded to the headquarters for analysis by the appropriate committees . In response , the committees can recognize pat-

terns and will advise the pilots with recommended procedures for certain types of malfunctions and accidents. That is another reason why it is important that you report such malfunctions or accidents immediately.

Equipment The important things to know are: l) The exact size of your reserve canopy; 2) The recommended in-

spection and repack cycle; and 3) The recommended installation and attachment to the harness (See previous article). Lastly, you must learn the recommended throw out procedure. You should find all of it in your owner's manual. Study it and memorize the throw out procedure.

Throw Out Practice The next step is practicing all the grips and movements for the deployment of the reserve when wearing the harness. Next, pratice the same when sitting in the harness. Find a pole , beam or branch that will support you in a hanging position. In this situation you are closest to your actual position whenever experiencing a malfunction. However you can never simulate that actual position you will be in when your canopy malfunctions (Spin , Flat turn , deflation etc.) .

Paragliding pilot with reserve canopy

When your manual requires an inspection and

repack of the reserve, hang up your harness, sit in and actually throw it out. You will feel the force require to open the container and throw the canopy away. It is a good idea to inspect and repack the reserve every three months. Repacking is not guarantee that the reserve will function properly. The inspection is required to see if any part of the reserve has been damaged by mildew, insects or chemicals. That's why it is called an inspection. The repack is the logical way to make sure the canopy can perform as designed. Each time before flying just repeat the sequence of throwing out that reserve. As far as direction goes, it should always be into the 1urn and 45 degrees upwards. Once you throw the canopy in the air, it stays there. It will not turn with you as you turn. Throwing it into the turn will give the canopy more time to in flate before the bridle starts to wrap around you. The 45 degree angle puts the canopy almost straight up, and exposes the skirt bottom down for a faster inflation. Use all the force you have to throw that canopy. Your throw should stretch out all the lines and the canopy. Only in that way are you guaranteed the fastest canopy inflation.

landing !Fall Roil

Keep your legs together. Another important point is the landing. Each leg supports the other like a splint. Two In comparison to legs are strong, one leg is weak. other sports such as Bend skydiving, we do not have the luxury of Relax so you can fall down when your feet exercising our sport touch the ground. No muscle should slow over obstacle free down the fall. Let the roll absorb the energy. terrain most of the look at the ii'>,.. ..;,..,....... time. In fact, we can, or must, expect Never look at the ground. Your eyes are not that our reserve ride trained to calculate the exact moment of will be over hills or contact. In 95% of the time you will make a slopes at best, or wrong judgment resulting in tightening of even rocky grounds. the muscles. Looking at the horizon gives Therefore, I again you a good idea and your feet will tell you stress the imporexactly when you are touching the ground. tance of a larger It will be too late for the muscles to tighten. reserve canopy to slow down the rate And finally, most importantly, fall of descent. Hanging absolutely verlike a bag of potatoes (or tomatoes, tical is important. Even if the rate of whatever you like better). The techdescent is at the currently acnique of the Landing Fall Roll is not a cepted rate of 17 feet per second, beauty contest, it is designed for it is more than triple your regular landing at high speed in an environtouchdown descent rate. Only ment we are not used to while knowledge of the Landing Fall Roll avoiding injuries. and constant practice will help you to reduce injuries upon landings. In You are the only one who the insert box you will find the secan make that decision. quence as to how such a fall should There is no one eise to ask. be performed. The following are the most important factors when exPeter Zimmerli, 25 Goller Place, ecuting the roll. Staten Island NY 10314

J TRANSLATION & COMMENTS

BY JOHN BOUCHARD

1.) Purpose and Area of the Application:

The object of this ruling is to define a method of test flying paragliders which allows an objective evaluation of their behavior.

There seems to be some confusion about the ACFPULS (Association des Constructeurs Francois des Planeurs Ultra Legers Souple - The French Manufacturers Association of Flexible Ultra Light Gliders) testing program and glider rating system. Attached is a translation of a fax I just received concerning revisions in the program for 1990. As many of you know, the ratings initially were PA- Pilotage Aise (easy flying) and PE - Pilotage Exigent (demanding flying). The new glider ratings are level 1,2, and 3: level l being for beginners where the glider returns to normal flight without pilot input; LEVEL 2 where the the glider returns to level flight most of the time; and level 3 for experts whose skill level is high enough to perform these tests themselves.. The tests have evolved reflecting the progress the sport has made in the past year. Also included is a partial list of the gliders which, at this time, have

passed AACFPULS safety standards with their ratings. Note that list specifies the configuration of the glider that was tested - in other words if there were trim tabs (*afficheurs'), cross stabilizers (*croisillon '), steer seat ('sellette de pilotage'). If there is nothing mentioned it means the glider was tested without any riser adjustments; if there is any change after the test, in other words if trim tabs are added, then the glider is no longer certified. After reading the testing procedure, it should be obvious why this is the case. What I found amusing about the revision was that before the tests are performed, the organization requires a detailed video of a factory pilot performing the tests before and ACFPULS pilot even flies the glider! One can easily imagine why they came up with that rule. As a final, cautionary note, remember that the tests are performed in smooth air over water, and that all

the test pilots end up in the water at least some of the time. The maneuvers are difficult to perform, are extremely dangerous and must not be attempted by non-professional pilots. Malfunction recovery clinics are taught in Europe but only over water. As of this date, we have not found a suitable testing/training area over water in the US. The Swiss organization, the FSVL, has decided that the ACFPULS certification is acceptable; as of 1990, French certified gliders are considered certified in Switzerland, Great Britain, Austria, and Spain have also accepted the standards

INTRODUCTION The regulation S52309 deals with test flights: it seems necessary to distin-

2.) The Principle:

The manufacturer gives the pilot skill level of the glider in question.

this demonstration is guish between gliders which in the tests foreseen by the ruling return to normal stabilized flight without pilot input (level l) and those which require specific maneuvers described by the manufacturer and included with the glider (level 2 and 3). It is equally necessary to verify these instructions from the flight manual.

1.) Purpose and Area of the Ap~ plication: The object of this ruling is to define a method of test flying paragliders which allows an objective evaluation of their behavior.

2.) The Principle: The manufacturer give the pilot skill level of the glider in question. A demonstration by the factory pilot then must show the appropriateness of the proposed rating; the demonstration can be made by a video recording if it clearly shows the behavior of the glider in the extreme situations- in other words, with a zoom lens powerful enough to show the number of the glider.

are at either extreme will perform the tests. In the situation where the glider can be delivered to the public with two types of harnesses or steering systems, the tests will be doubled in order to determine the differences and inform the public. In the case

Testing 1.) Takeoff: The pilot must set the glider up for launch according to the flight manual. He will perform two launches in this manner.

3) The Evaluation If this demonstration is deemed satisfactory by the individual in charge of the testing, the next step is a series of tests by an independent test pilot (with integrity and expertise) whose weight corresponds to that recommended by the manufacturer. This procedure may be repeated twice. In the case where the maximum load recommended by the glider exceeds 1.3 times the minimum weight, two pilots whose weights

test will be examined by a jury, which is made up of three experts not involved with the manufacturer in question, who will decide on the conclusions drawn by the person in charge of the test.

2.) Straight fllght

where the safety features can be removed, the glider will be tested in the least safe configuration. The entire tests will be filmed on video according to the criteria listed below. The films and report of the

Maximum Speed: the pilot must fly at top speed without using the controls. There can be no unexpected cell closures and the glider must be stable on its flight path.

3.) Minimum Speed: Performed on gliders with controls other than standard brake toggles. The pilot must fly with the setting as slow as possible and the glider must

A Cf PULS -The French Manufacturers Association of Flexible Ultra Light Gilders

Testing Program and Glider Rating System Manufacturer

Model

Year

level

Evasion 1127 Arpege 20 Arpege 22 Arpege 25

89 89 89 89

PA PA PA PA

Olympe 23 Olympe 26 Aries 23 Aries 25 Tandem Atlas Vega 10 Vega 11 Meteor 0.95 Meteor 0.97 Meteor 100 Meteor 103 Saphir 100 Saphir 103 Tandem Titan

89 89 89 89 89 89 89 89 89 89 89 89 89 89

PA PA PE PE PE l

2 3 3 2

Kestrel 90/248

Boomair 22 Boomair 25

90 90

2 2

Comments

EDELWEISS

ITV

Steer Seat Steer Seat

2 2

Steer seat Steer seat Steer seat Steer seat Steer Seat Steer seat

MCCAviation AirMan

This a partial listing of canopies relevant to the US market. Additional canopies are under evaluation.

maintain normal flight (no stalls, deep stalls, etc.).

4.) Ability to tum: The pilot makes a 360 degrees in 7 seconds, reverse his direction in 4 seconds, and does another 360 degrees in the opposite direction in 7 seconds. The total allowed time for the maneuver is 18 seconds.

5.) Test for deep stall using con-

trols: Phase I: If there are other controls than brakes, the pilot will use these to fly as slowly as possible.

Phase 2: The pilot will then continue to slow the glider with brakes until his trajectory is as close as possible to vertical. At this point, he will slowly let off on the brakes, without shaking them, in order to observe how the glider recovers. In the situation where the glider remains in deep stall for more than 4 seconds, the pilot can react according to the manufacturers directions.

6.) Test for deep stall using rear risers: Phase l: The same as step4.

Phase 2: The pilot takes the rear risers and in a steady fashion slows the glider as much as possible until reaching a near vertical trajectory. He then slowly lets up on the risers without shaking, and observes how the glider recovers. If the glider stabilizes in deep stall for more than 4 seconds without recovering, the pilot can react according to the manufacturers directions.

7 .) Frontal collapse: The pilot seizes the front risers and hangs on them until the front collapses. He then releases the front risers but cannot use the brakes.

8.) Asymmetric cell

closure: The pilot closes 50-60% of the glider's span by pulling down on a riser on the side of his choice or on the folding line (See note B). Then he waits 4 seconds (no input allowed) and then can react according to the instructions (See Note A)

9.)Static stall: The pilot progressively applies brakes until he attains a vertical trajectory with a total collapse of the glider. The trajectory must be as stable as possible without swinging. The pilot then completely and as quickly as possible releases the brakes. To obtain Rating l: the glider cannot surge beyond horizontal although it can be closed. For Rating 2: the surge can be greater than l but cannot exceed 135 degrees off the vertical.

10.) Flat Spins: The pilot slows the glider to minimum speed, and simultaneously releases one brake and applies the maxi-

mum to the other. The pilot holds this for 360 degrees.

11.) Asymmetric stall: The pilot slows the glider to minimum speed, then applies one brake to a maximum. If the glider goes into a complete stall, the pilot eases off on the brake until the glider goes inio rotation. After achieving this situation, the pilot lets on the brakes into the neutral position.

12.) Inverse tums: The pilot makes sharp connected rhythmic turns to obtain a pendular swing of at least 60 degrees. The pilot is looking for cell closures. The pilot must land on his feet without any complicated maneuvers.

NOTES A.)Pilot input is always according to the manual supplied by the manufacturer. Waiting time is 4 seconds, then the reaction according to the manual, and the glider must return to normal or controllable flight within 4 seconds. B)The fold line is where, in the case of a cascaded glider, the last attachment points are more than one third of a span from the wing tip.

Test Number

Model

GS 01 070-88 GS O1-075-88 GS O1-07 5-89 GS 01-081-88 GS O1-082-86 GS O1-093-89 GS O1-096-89 GS O1-097-89 GS 01-100-89 GS 01-103-89 GS O1- 11 1-89 GS 01-129-90 GS Ol - l 30-90 GS 01-134-90 GS Ol - 13 7 -90 GS 01-138-90 GS 01-139-90 GS 01-140-90 GS Ol - 14 1-90 GS 01-142-90 GS 01-143-90 GS Ol - 145-90 GS Ol - 14 7-90 GS 01-150-90

Kestrel 248 Condor VIP l Condor VIP 2 Cobra 27 Cobra 24 Kestrel 204 Comet ex 19 Comet ex 21 Aries 23 Aries 25 Condor SP 10 Condor SP 9

Manufacturer

Pro Design/Wolf Condor Sports/Skyline Condor Sports/Skyline Fa Firebird Fa. Firebird Fa. Pro Design/Wolf Fa. Steger/Wagner Fa. Steger/Wagner Fa. ITV /Salewa FA ITV /Salewa Fa. Condor Sportaline Fa. Condor/Skyline Fl 27 Fa. Firebird Salewa ITV Vega 11 Fa. ITV /Salwea Twist 25 Fa. Firebird Fox 24 Pa. Firebird Fox 26 Fa. Firebird Vega 10 Fa. ITV /Salewa Twist 28 Fa. Firebird Corrado 10 Fa. Pro Design/Wolf Corrado 12 Fa. Pro Design/Wolf Meteor 103 Fa. ITV /Salewa Meteor 100 Fa. ITV /Salewa Comet ex 23 Fa. Steger/Wagner

Rating 3 4 4 2 2 3E 2 2-3 3 3E 2 2-3 2 l l -2 2 l 1-2 2 2 2 2 2-3 2

Testing procedures are not available.Classifications as ol May 1989 1, For beginners and for pilots interested in simple flights or tor those who do not fly often. 2, For pilots with a Class l License and who enJoy flying. 3, For pilots who have Class 2 License or are experts and fly on a regular basis. E, Requires special instruction. May have unusual steering or difficult handling characteristics ..

The classifications relates to how the canopy reacts and how it handles. The classification is not about technical performance.

This next section is based on a phone conversation with Andre Rose concerning the ratings given to the gliders. JB

Ratings - The glider returns to normal stabilized flight within four seconds of the malfunction with no pilot input. After all the malfunctions are induced, there is an obligatory 4 second wait before the pilot can react. This is to allow the situation to worsen.

2 - The test pilot made no more than three corrections during the entire testing process and the glider returned to stable flight in less than four seconds after the corrections. 3 - The test pilot made more than three corrections during the test, but the glider always returned to stable flight in less than four seconds after the corrections.

"USER FRIENDLY" Even though the COMET ex series is still winning more competitions and setting more World Records than any other paraglider, It is without piers for being "user friendly". The CX-A was recently developed for the beginner and intermediate pilot. Comet took the superior, original design, and engineered it back to a canopy that is "mistake proof". The ram- ports are enlarged but still on the lower leading edge, with fewer ribs to reduce material and labor costs. Gutesiegeled as a calss 1 paraglider (needs no pilot input) and still exceeding 5 to 1 glide. As responsive as the CX and forgiveness beyond belief! An excellent mountain canopy at under 1Olbs., and the finest glider for working those turbulent mountain currents.

CX-19

METRIC

U.S.

22.9 M2 246.5 SO.FT AREA SPAN 8.2M 26.9 FT. 1.5MPS 295 FPM MIN/SINK 14KMH 9MPH LOW SPEED 37KMH 23 MPH TOP SPEED GLIDE RATIO 5.5 5.5 LOAD RANGE 50/80 KG 110/176 LBS CANOPY WT. ~

MilB!Q

25.8 M2 277.8SO.FT AREA 9.1 M 29.7 FT. SPAN 1.4 MPS 275 FPM MINISINK 8.1 MPH LOW SPEED 13KMH 23MPH TOP SPEED 37KMH 5.8 GLIDE RATIO 5.8 LOAD RANGE 651120KG 143/264 LBS CANOPY WT. ? ? ~

.MilB1.Q

.Mil.BH;.

AREA 31.9M2 343.4SO.FT SPAN 11.4M 37.5 FT. MINISINK 1.0MPS 197 FPM LOW SPEED 4KMH 2.6MPH TOP SPEED 38KMH 23.5 MPH GLIDE RATIO 7.1 7.1 LOAD RANGE 751200KG 165/440 LBS CANOPY WT. 7.2KG 15.9 LBS

.!,l,,S,_

28.9 M2 311.1 SO.FT AREA SPAN 10.5M 34.5 FT. MINISINK 1.2 MPS 236 FPM LOW SPEED 10KMH 6.2 MPH TOP SPEED 35KMH 21.7MPH GLIDE RATIO 6.1 6.1 LOAD RANGE 751150KG 165/330 LBS CANOPY WT. 6.5 KG 14.3 LBS

.cxA:22 AREA

MfIB.I.C.

CXA-22

METRIC

19.8M2 ?11:_.,~n~ SPAN 7.8M 25.6 FT. MINISINK 1.9MPS 374 FPM LOW SPEED 15KMH 9.3MPH TOP SPEED 37KMH 23 MPH GLIDE RATIO 5.2 5.2 LOAD RANGE 45/80 KG 99/176 LBS CANOPY WT. 8LBS 3.6KG

U.S.

AREA 22.8 M2 245.5 SO.FT SPAN 8. 7 M 28.5 FT. MINISINK 1.8 MPS 354 FPM LOW SPEED 13 KMH 8.1 MPH TOP SPEED 36 KMH 22.4 MPH GLIDE RATIO 5.3 5.3 LOAD RANGE 551100KG 1211220 LBS CANOPY WT. 3.9 KG 8.6 LBS ~

{For Dealer Information) ED PITMAN Ph. (916) 359-2392 P.O. Box 188 Fax (916) 359-2397 Shasta, CA. 96087 Mobile (916) 520-2192

U.SA.

MfIB.I.C.

AREA 25.8 M2 277.8 SO.FT SPAN 9.6 M 31.5 FT. MIN/SINK 1.7 MPS 334.6 FPM LOW SPEED 12 KMH 7.5 MPH TOP SPEED 36 KMH 22.3 MPH GLIDE RATIO 5.4 5.4 LOAD RANGE 65/110KG 1431242 LBS CANOPY WT. 4.2 KG 9.3 LBS

Look's Good

You go first

Some instructors have to juggle their talents to teach cIowns!

Alpine World Operations P. 0. BOX 1028 BOULDER, CO 80306

~ 4')

449-S6; ~, 7

t~ • ..,; ,:$ .--..-..,e~ ····""' ,.,, 'f "

-·-·"""'·'· ~_:· --'- ~ ...e ~,,.c=~~~---L~~

ADVENTURES IN PARABLIOINB Introducing safety and fun from the basic course to Class 1 (APA) through to expeditions with "Para-Guides". UPCOMING TRIPS Patagonia & Atacama - Nov/Dec 90 Iceland - S~ring 91 Ne~al - 91

From Your Doorstep To The Himalayas! SALES, CLOTHING, ACCESSORIES TRAVEL INFORMATION

Do you think students like these are the main reason why everyone wants to be an instructor?

Cover Photo: ClaudiaStockwell Flying at Point of the Mountain, Utah Claudio hos been flying porogliders for three years andis now on APA Instructor, Closs 2. She hos also beenteaching hong gliding for thepost fouryears and hos onadvanced roting. Claudio, overthe post two-ondone-holf years, hosbeen very instrumentalinhelpingto set uptheAPA Certification Programand is one of the three APAexaminers in the United States.

Cover Photo by Denny Dennis

Page 2: Page 3: Page 4: Page 7: Page l 0: Page l 0: Page 11 : Page 14:

Page 15: Page 16: Page 18: Page 30: Page 38:

Page 40: 38

Photo by Denny Dennis Photo of Greg Smith by Fred Stockwell Photo by Chuck Smith Photo by Fred Stockwell Mountain photo by Denny Dennis Photo of hang glider pilot Bob Schick by Fred Stockwell Photo by Fred Stockwell Photo of Jeff Greenbaum flying at Thorton Beach South, Fort Funston, CA., by Mr. Minorvitoh Photo by Phil Huff Photo of Curtis Woodman flying the coast of San Francisco by Bob England Photo by Peter Zimmerli Photo by Denny Dennis Photo Left: of Tuba Michael Godot and Simon Peck Photo Right: two new, budding pilots by Freddie Snalam Photo of Jay Jamison flying Point of the Mountain, Utah, by Denny Dennis

ParaPorter ™ ProParagliding

Harness

$185.00 Complete Dealer Inquiries Invited!

Pilot features include:

Construction features include:

* Fully Padded Shoulder Straps &Back Pad * Fully Adjustable * In.flight Adjustable * Large Pocket on Back * Comes in Different Sizes * Two Styles to Choose From

* 4 Years in Development

* All Materials Meet or Exceed Military Specifications * Stainless Steel Leg Strap Hardware * Designed & Tested by two FAA Licensed Master Parachute Riggers! * Quality Materials and Construction

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PARAGLIDE USA

Phone 714-924-5229 FAX 714-242-4718 FAX 1-714-242-4718

Down Wind Base and

Final

Next Issue: Highlights Buying Your First

Paraglider _ _ _ _ _ _ by Fred Stockwell Flying in Mexico Flying The OwensWhat you should Know _____ by Mark Axen and John Bouchard

UpdatesCompetition News! Canopy Evaluation_by Greg Smith Torry StoryTorry Pines, Sandiego, California Towing in Texas _ _ _ _ by Charles Fontenot 40

Progress has its name