APA Paragliding Vol1/Iss3 1990 by US Hang Gliding & Paragliding Association

$3.95

Featuring news from the American Paragliding Association

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VOL 1 NO, 3 NO\/ ./Of.C. lQO

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Publisher and Editor Fred Stockwell Breif Summary of the USHGA Board Meeting

Graphic Artist Kristal Berg

USHGA joins APA to serve pilots

by Peter Zimmerli

by Russ Locke

Paragliding, The Magazine

by Dave Karl

Editorial. subscription and advertising information: 3314 West 11400 South South Jordan. Utah 84065

by Mike Reeder

Cover Photo by Chris Huskinson BOX 4122 • Ketchum, ID 83340

Southern Califonia Paragliding Open

by Ken Bair by Todd Bibler

Cover photo of Ed Simon, Flying at Sun Valley, Idaho

by Mark Shipman by Sean Dougherty

Subscription rates for the USA $26.00 Overseas subscription rate $44. 00 (postage included) PARAGLIDING, The Magazine is published for members of the paragliding community as well as other interested parts. It is the official voice of the American Paragliding Association. Article submissions are welcome, however Paragliding. The Magazine, reserves the right to edit any contributions. Further, The magazine reserves the right to edit any contributions. Further, The magazine reserves the right to reject any advertising which may be deemed objectionable or damaging to the publication by the staff or the association. The magazine and the associating do not assume any responsibility for the content of any published articles, advertising or for the opinions In the magazine by Its contributors. PARAGLIDING, The Magazine, is published six times per year for a subscripition price of $24 per year by: PARAGLIDING PUBLICATIONS, INC. 3314 West 1140 South, South Jordan, Utah 84065. Absolutely no articles, advertising, photos or other published material ol the magazine may be reproduced in any manner without express wriMn permission of the publisher. ©Copyright 1990 PARAGLIDING PUBLICATIONS, INC. All rights reserved. POSTMASTER: send address changes to: Paragliding, The Magazine, 3314 West 11400 South, South Jordan, Utah 84065

A Glimpse of San Andres Les Alpes European Update

of Marc-Gerin Jean by Fred Stockwell

by Tim Williams by John Bouchard

Don't let the DA catch you by surprise lassifieds

by Ed Pittman

Letter from the Dear Reader, Welcome to the third issue of Paragliding the Magazine, and the last one this year. I won't say it's been easy putting it all together, but it has been fun. It's also been a great opportunity to meet even more people in the paragliding world. There have been some significant changes in paragliding world-wide this past year. More sites to fly, more pilots to fly them, and more manufactures entering the US market. We saw an increase in the number of fly-ins and meets this year. This is a good trend, also the APA membership and subscription rate is growing. There are some positive changes between USHGA and AP A (please read the letters following) I attended the last BOD meeting of USHGA in Washington DC, and was on the committee that worked on reviewing the 2 associations, and proposals for the future. I was personally impressed by the feeling of camaraderie in those present, and the constructive debates and in-put. I feel that if we can continue on this path, the future will bring benefits to all of us involved in paragliding, and hang gliding. Last September I had the opportunity to travel to France with Claudia, where she and John Bouchard represented the US in the pre-world meet in San Andre's. Foremost it gave me the chance to meet many VIP's in paragliding. I was able to interview several manufactures and designers, as well as the directors of ACPUL. We in America ofter refer to what the European pilots are doing - as if we must follow in their footsteps, when actually it is more practical to learn from their mistakes. Now the representatives there are looking at our programs for training and certification. Our accident record speaks for itself on this point. The Europeans want to slow down the paragliding surge and put more emphases on safety. As a result of this trend many foreign manufactures are looking at the US to market their products. We must remember to move ahead with caution, knowing our capabilities, and our limitations. Pilots in Europe have the advantage of having many lovely sites in a small area, whereas ours are quite spread out geographically. Most of the US pilots fly mainly in one specific area. We are just beginning to discover some great new or seldom used places, especially in the desert. These are worth seeking out. Our world team pilots have a lot of work in front of them, to get to the level of the top pilots in Europe. Some of the pilots there spend up to one year at a meet site, getting tuned into the flying there. If the US team is going to have a chance we need to get our guys some financial sponsership, and good organization. John Bouchard has done a lot of work in this direction and will be writing about his findings. We are currently seeking active involvement from people who can help in any way, to make a US team a reality in 1991. You can see by the front cover photo that winter is upon us. Due to the efforts of a few individuals certain select ski areas are open to paragliding. This is still very new to these areas and is our opportunity to show them our new sport and skills. Proper care must be taken not to loose this privilege. Please make sure to contact the local pilots or resort management before flying in any US ski area. If you have any photos or sotries about para-skiing, I would like to print them. Finally I'd like to thank all of you who have contributed well written articles, and great photos this year. Paragliding the Magazine is now being sold in Canada, Australia, New Zealand, Turkey, Japan and most of Europe. Your efforts are being read and appreciated throughout the US and in 12 other countriew, congratulations. I hope you will continue to enjoy reading the magazine as much as I enjoy making it. Cheers, Fred Stockwell

A special thanks to Phillippe Renaudin at Studio Omega PO Box 451, Glen Cove, NY 11542 for the fantastic new look of the cover logo! 2

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Brief Summary of USHGA BOD meeting in Washington DC Nov 2 . . 4, 1990 A giant step has been taken at the USHGA board meeting toward a long walk in the future of paragliding in the United States. The changes are significant. We now have the USHA's recognition of our accumulated knowledge and expertise, and together we will be able to guide the growth and safety of paragliding. A few months ago this same meeting would not have been anything more than an exchange of information and improvement of our relationship with the hang gliders. With the entry of a leading hang glider manufacturer into the Paragliding market, a proposal was prepared to adopt and mirror the APA rating system into a USHGA rating system for paraglider pilots and instructors. That proposal did not make any provision for the APA to influence and control the direction of paragliding. All this occurred despite the fact that the AP A developed, implemented, and administered these programs when we had been told several times to do so by the USHGA over the past years. It was clear that such a proposal was not acceptable. We received a lot of faxes in support of this position. Fred Stockwell and myself attended the meeting and after 6 hours the proposal was defeated. So Rob Kells, Randy Adams, Fred and myself got together and changed the original proposal to reflect our interest in having some kind of guarantee on the future development and outcome of our sport. This was accomplished by concessions from the USHGA to give and delegate responsibility for the safety of paragliding in the gliding community. That new proposal was approved by a wide margin and with almost no discussion. I have outlined below the major issues of that proposal. A detailed outline and further information will be printed in the next issue of Paragliding, the Magazine and the Hang Gliding Magazine. If you can not wait until then, please drop me a note and I will mail you a copy of it.

The USHGA recognizes our pilot rating system and instructor certification. The USHGA encouraged (but does not require) site administrators (local clubs, etc.) to rate their sites for paragliding in accordance with the APA rating system. The USHGA recognizes that paragliding is a form of hang gliding and that paragliders are class III hang gliders as has been determined by the FAI. The USHGA invited the APA to name five APA Directors or representatives to be elected as USHGA Honorary Directors to serve on the USHGA paragliding committee and to provide expertise to the Board on the subject of paragliding. The USHGA president appointed Fred Stockwell chairman ofUSHGA paragliding committee. The structure of the USHGA allows the chairman to decide who the voting members of the committee are. Each of the five Honorary directors chosen from the APA representatives will have a vote on this committee. Other interested APA and USHGA members may also participate on the committee. This structure will insure that the APA paragliding expertise will have a large influence on the USHGA paragliding programs. All functions as they pertain to paragliding will be handled by the paragliding committee such as Safety and Training, Tandem, Towing, National Competition and World Team. The USHGA nominated and elected to me the position of Director At Large, which gives me a vote on the USHGA BOD. The USHGA is creating a paragliding "division" with a rating system that will initially mirror the APA system. Pilots will have all the benefits and service that a hang gliding pilot has (Insurance, a magazine etc.)

What does this all mean? It means we can now concentrate on developing and moving the sport of paragliding into a very safe aviation activity. The APA will further exist to represent paragliding pilots in the USHGA, which is important at this time. We all know that we are still a minority and will be for a while. Therefore it is essential that our expertise must be heard and respected so that paragliding develops in a very safe manner. What will happen now? How does this accepted proposal affect the flying community? You have to be aware that hang glider pilots have certain objections against paragliders. It differs from site to site, region to region and individual to individual. It is the fear that paragliders will jeopardize their flying sites, or eventually will out number them as has happened in Europe. The APA and the USHGA leadership have taken this step so that paraglider and hang glider pilots can work more cooperatively to solve the common concerns within our flying community. It's up to each ofus to foster the spirit of cooperation and communication that came out of this meeting and to act responsibly and fly safely! Peter Zimmerli President AP A

~usHGA JOINS WITH THE APA TO SERVICE PILOTS!In the spring of 1990, the USHGA named the APA as a USHGA Affiliate organization, and encouraged the APA to continue with their development of paragliding pilot rating and instructor certification programs. The USHGA also agreed to negotiate with the AP A a plan whereby the USHGA office could assist the APA by establishing and administering a computerized database for APA membership. A final agreement between the two organizations was never consummated. In November of 1990, at the fall meeting of Lhe USHGA Board of Directors, the board took further action in the interest of expanding USHGA services to all hang glider and paraglider pilots. The neL effect of this action is to make all USHGA services available Lo para glider pilots on an equal basis with hang glider pilots. A paraglider pilot can now join the USHGA for Lhe normal dues, becoming a full "paragliding member" of the association, be covered by the USHGA insurance, be eligible to obtain paragliding pilot proficiency ratings, and receive regular issues of Paragliding - The Magazine, published by Fred Stockwell. USHGA member hang glider pilots who wish also to receive Paragliding - The Magazine, and Lo be eligible to earn paraglider pilot ratings, can add a "paragliding membership" by paying an additional $15 on their annual membership dues. And USHGA member paraglider pilots who wish to be eligible Lo earn hang gliding pilot ratings and also receive Hang Gliding Magazine can add a "hang gliding membership" by paying an additional $15 on their annual membership dues. In conjunction with this action, Peter Zimmerli, APA president, Has been elected as a voting Director At Large to the USHGA Board of Directors. Fred Stockwell, former APA president and publisher of Paragliding - The Magazine, has been appointed chairman of the USHGA paragliding committee, which will initially be handling all paragliding matters within the USHGA. Fred will name to his committee representatives from both the APA and the USHGA. Further, the USHGA has recognized (and will be publishing) the existing APA pilot rating and instructor certification programs. And finally, the USHGA will encourage local site administrators to rate their sites, when appropriate, for paragliding in accordance with the APA paraglider pilot rating program. (Control of site use will remain a local issue under local control, and there will not be any attempt to establish any "equivalency" between USHGA hang glider pilot rating and APA paragliders pilot ratings. The vastly different performance parameters of paragliders and hang gliders make such an equivalency impossible, as the required paraglider rating for a site may change with changing conditions independent of the required hang rating). Hang Gliding Magazine will continue to be aimed primarily at hang glider pilots, and deal mostly with hang gliding issues and editorial content. Paragliding - The Magazine will feature material primarily on paragliding. From time to time each magazine will feature stories and articles about "the other sport" in recognition of the importance of all pilots who share common sites being reasonably well informed about both types of flying. Within the administration of the USHGA, the cost of administering paragliding programs will be covered by revenues from paraglider pilot membership dues and ratings fees charged, and services to hang glider pilots should be unaffected in any negative way by the incorporation of paragliding into the USHGA. There are a very wide range of positive results to be gained from this expansion or contact and communication between the USHGA and APA in particular, and between hang glider and paraglider pilots in general. This action at this time does not constitute a merger of the APA and USHGA, nor does it imply the dissolution of the APA. The door has been left open for such a merger in the future, or, if it turns out that the individual pilots in both sports decide that paragiding can best be served by the continued existence of two separate organizations, that option remains equally available. Pilots with questions or concerns about paragliding and the USHGA involvement in it are asked to contact their USHGA regional directors. The USHGA office will be striving to have a database ready for use shortly after the first of the year.

Signed Russ Locke, former President of five years for the USHGA, has now stepped down and taken the Secretary position. The new President of USHGA is Gregg Lawless 5

all sites in the U.S. a helmet should be worn.)

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II I I Mt. Webster, Crawford Notch State Park, faces west, Class I-II, 2 to l. Take Rt. 302 to the touristcenterinmiddle ofCrawdford Notch. The landing zone is the field on the east side of the road near the small pond. A coin operated binocular can be used to view the launch ap!ii'"' proximately 2,500 feet above the ridge. The lake should be calm with no strong valley winds as the funneling effect in ' ~ \I this glaciated valley is significant. Aprt~ proach park at Webster Cliff Trail. Follow this steep section of the Appalachian Trail for 45 minutes past the first cliff overlook until at a 20' by 40' clearing at the top of the ridge. The landing zone should be visible directly below. Assisted launches are highly recommended for visiting pilots, as gusty conditions and a sizable cliff must be negotiated.

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by Dave Karl he paragliding around Mt. Washington has a long and humorous history. Parapentes were first introduced here by John Bouchard, the father of the American Parapente. John and a number of local climbers began experimenting with flight and had soon flown many local climbing areas. As with most early adventures the limits were unknown and these pilots got more than their share of fun!

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Mt. Washington, White Mtn. National Forest, faces east, Class n, 5 to 1. Take Rte. 16 to Pinkham Notch, and the Auto Road. A shuttle bus service is available for $10.00/person one way, or you can drive your own car for a road use fee. The landing zone is the parking lot at Wildcat Ski area and very little or no wind must be present at the LZ if you are to make it. Summit winds must be below 10 mph with light and variable conditions being ideal. Once at the top of Auto Road climb to observatory deck to examine prevailing wind direction and speed. If conditions are good, (which is rare,) hike back down the road 1/4 mile or less until a steep grass slope can be seen heading east off the Auto Road. A light east wind with small thermal cycles is all the wind that should be present, and good take off skills are essential. Once in the air if your altitude over Lion's Head is less than 600+ ft, land at Hennit Lake, you'll never make the road. This site is also illegal and demands an extremely rare windless day on a mountain that frequently receives winds over 100mph. Consult local pilots before this one.

The purpose of this introduction to N.H. flying is to spur visits by out of state pilots, and to exchange ideas, techniques and information. Also, it's to let visiting flyers know the local protocols and help protect the sites which are receiving increasing use. As with flying in all new areas, it would be wise to contact a local pilot for an introduction.

I I I White Horse Ledge, Echo Lake State Park (ELSP) faces East, Class I, 3 to 1. Conditions at the lake will give wind direction and the lake should be calm. Park at entrance to ELSP. Hike around north side oflake until trail heads off west toward cliff. Follow past Bouchard's Scare Port and Cabin, continuing up trail to junction. Take a left, and up to the top of the "Slabs" area identified by wind socks. Time approximately 30 minutes. This low angle granite slab launch rapidly becomes steep, potentially dangerous cliff. The LZ is less than 3 to 1 and is located on the south end of Echo Lake. Please stay far away from any beach goers when landing. Landings must be made at ELSP and not the golf course near the hotel which is located between the launch and landing zone. Emergency landing options are the Scare Port, a field near Bouchard's cabin that can be inspected on way to launch, or the lake itself which is shallow near all shores. As with all State Parks in N.H. this site is technically illegal and we currently can only fly by maintaining good behavor. (As with

Ill I !I Hawks Cliff, north of Bridgeton, Maine, Class I, 1 to 1. Located north of Bridgeton, Maine, this site offers S launch. Thennal/ridge soaring is available although rare and dangerous cliff launch must be performed. I hope this has wet the appetite of many flyers/ climbers and we will be happy to show you around when you come to visit New Hampshire. ? 6

Photo by Dave Karl. Ken Riuel/e launching off Whitehorse Ledge, New Hampsire

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Why The Gary Lagrone Fly-in? Point of the Mountain, Utah by Valerie Carroll

ts been three years since Gary's death and four fly-ins in Gary's memory. Gary died on September 9, 1987. When Gary died I lost my best friend and many of Gary's friends mourned his death together. We all felt a great sense of loss for the friendship, love, good times and laughs we all shared together. Knowing Gary as we did we also knew that we were not the only ones who would miss him. There were also many faceless children who Gary had unselfishly helped. Gary once told me it says in the Bible that when you give to charity, your right hand should not know what your left hand is doing' and Gary rarely discussed his favorite charity, Save the Children. Like myself many of Gary's close friends knew of his devotion to this cause because we often received Save the Children Christmas gifts. Afterthe services for Gary some of us helped Gary's brother and brother-in-law go thru Gary's personal belongings and finances. At that time we discovered that Gary had been supporting The Save the Children Foundation monthly just as he paid his rent. Upon learning this we all felt so sad for the loss of the help Gary had provided for so many years to starving children the world over. In discussing this one day, a group of us came up with the idea to have a fly-in at The Point of the Mountain and send the proceeds to Save the Children in memory of Gary. We have held four Gary Lagrone Memorial Fly-ins for Save the Children to date. It's a fun Fly-in, the entry fee is minimal, and the task is simply an out and return race to a turn point in the gap-fastest time wins. This year the fastest hang glider time was 4 minutes; the fastest paraglider was 29 min. Any one can enter. This October there were over 40 pilots entered, we had a band and BBQ on the bench. It's a fun time for all with lots of prizes given away. We raised $1,000.00 this year! I would like to thank everyone who participated in the event and especially the folks who donated their time and work. The combined efforts of all ofus is what makes the event a success and I hope we will continue to hold this even annually each October. I'm pleased that I was asked to write this article because as time passes its easy for the meaning behind the Fly-in to get lost. I hope this article helps everyone, whether you knew Gary or not, to better understand why the event was first held and why the proceeds go to Save the Children. Save the Children is a non-profit organization in which 87% of all money raised goes directly to help children all over the world.

MODEL: SPOT 21 SPOT24 SURFACE: 21.89m2/235sq ft 24.56m2/255 sq ft SPAN : 8.45m/27.7ft 9.45m/31ft ASPECT RATIO : 3.3 3.76 CHORD: 2.4m/7.8ft 2.50/8.2ft CHAMBERS: 19 21 PILOT WEIGHT: 45-JOkg/100-1551bs 60-90kg/132-2001bs CERTIFICATION: ACFPU LS Level 2 ACFPULS Level 2 GLIDE RATIO: 5.5 5.6 SINK RATE : <1.5m/s 295ft/m <1.5 295ft/m MAX SPEED : 34Km/h 22 mph 34km/h 22mph TOTAL Weight with Canopy, risers and harness 8kg or 17.8 lbs

Glide/I Ltd. is proud to announce the U.S. debut of high performance paragliders from Brindazur; featuring the SPOT and the VOYAGER . . ' SPOT is the Wing designed for the intermediate pilot and has all the features you are loo king for - performance (glide ratio and sink rate are among the best) and handling (precise steering , stability, safety) , and above all, fun to fly . VOYAGER LITE is the.Wing for intermed iate to more experienced pilots. Possessing many of the same qualities as th{ SPOT, and also certified Level 2, it offeJ~Jhe demandin g pilot more performance'.~nd features . You ' ll obtain better glide ratlo;~w; ink rates and speed. The ~rformances listed above fo r the SPOT and VOYAGER LITE are real measurements. In order to compare to most oth er publicized performances, add 1 to 1.5 to th e glide rat io and subtract .1 to .2 from the sink rate. SPOT and VOYAGER are availabl e in attractive color combinations . Choose any two of over 20 colors available for your Wing . Harness and bag are included; trimmers are standard on th e VOYAGER only; accelerator is optional on both models.

MODEL: SURFACE: SPAN : ASPECT RATIO : CHORD: CHAMBERS: PILOT WEIGHT: CERTIFICATION: GLIDE RATIO : SINK RATE : MAX SPEED :

24 24m2/26Bsq It 9.35m/30.6ft 3.65 2.45m/8ft 21 50 -75kg/l 10-1651bs ACFPULS Level 2 5.7 <1.4m/s 275ft/m 37Km/h 24 mph

IMPULS designs and builds BRINDAZUR ca nopies in th e quaint village of Millau, France and has been recogn ized through out Europe for t he quality and performance of its line of gliders. Each W ing is cut and assembled by one individual technician using the high est quality materials; Toray 42-55 grams perm ' fabric, double stitching, inside seams, mylar reinforcement, kevlar suspension lines with polyester sheeting, and stainless steel lin ks. Quality control checks are accomplished throughout production and each Wing is test flown both at the factory and at the reseller or dealer. Prices: Spot $2900, Voyager $3400. Ta xes and shipping not included . Dealers inquiry welcome . For more information contact Glidell at 555 Bryant Street, Palo Alto, CA 94301. Te l/fa x 415/ 424-9704

26 26.7m2/290 SQ ft 10.25m/33.6ft 3.92 2.57/8.5ft 23 70 -95kg/ l 55-2101bs ACFPULS Level 2 5.8 <1.4 275ft/m 37km/h 24mph

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COLORADO

8:00 am Flight into Aspen Ball Field. Top Left: Aspen Paragliding Pilots. Photo by Ed Pitman.

by Mike Reeder t's Friday noon, and with high anticipation, I'm heading west out of Denver toward Aspen to the "first annual Aspen Fly In". The Aspen pilots have developed two fine launches. "Walshes" is a ski run near the top of Aspen mountain, and "Ruthies" is the creme de la creme of Aspen. It's for advanced pilots only, as this site is shared with the Hang gliders, and a reserve chute is required. The "Aspen Airforce" has worked very diligently to obtain and maintain this site. They have developed a rapport with the FAA there and are rabidly protective of their sites. If you visit Aspen, do not even attempt to fly without a sponsor from the local club.

Upon arrival Friday afternoon, I check into informal flight operations at Dick Jackson's house. There is a carnival atmosphere underway, and everyone is loading gear into the "Purplesauras" for the evening ride up to "Ruthies". All of the Aspen hardcore are there, along with the legendary Ed Pittman and 3 Frenchmen in town to test some new canopies. I am excited about getting to fly with the best, and as we arrive topside flight conditions look good; light winds up the face, and clearing skies. Of some minor concern is a huge overbuilt pile of cumulus to the south that appears to be passing behind us and falling apart at the same time. So with great glee, one of the biggest mass launches in Aspen par-

agliding history begins. Fourteen paragliders and a couple of "the other guys", hang glider pilots, begins the "First Annual Aspen Fly In. Dick Jackson opens the show, followed by other locals. I anxiously watch them, and not being a spectator by nature, decide to launch. As I glide down to the end of the ridge, my vario tells me that the lift is increasing. In fact as the ridge drops away I'm gaining altitude. All of the heat captured in the valley during the heat of the day is releasing and coming straight up. One could probably be flying a picnic table and still be going up. I'm entranced with this phenomenon, and soar on my merry way. As I pass the LZ, I note that Dick Jackson is strangely hovering over the far end, facing up valley. Later I would recall this moment and wish I had paid more attention to what was happening on the LZ. But hey, I'm still going up, at this point probably near 3,000 over the valley, and all is good. I glance back up the ridge towards launch, and am greeted with the beautiful sight of 11 other paragliders bobbing in the smooth conditions. I notice Rich Vossler on an Fl at my altitude, and I think "get some big air Rich". This is what we came for and by golly we were getting it! Suddenly some turbulence collapses the left side on m yCorrado. So whats one little calla pse, then wham it hit me again this time on the right. My vario is pegged at 1000' up. Briefly I look up the valley and notice everyone is in a similar condition. Collapses, stalls, surges, it comically strikes me that this must be what its like to ride a wild bronc in the rodeo, only here you can't jump off the horse. Facing into the wind does no good, just driven back with more tucking. OK!!! I'll run down wind. Brakes off, trim tabs out hanging on to the front risers. Myvario never changes pitch. Maybe I can ride this out, maybe it will get stronger, who knows? I gaze longingly back toward the LZ, and am heartened to see some of the pilots down safely. Now I try my next option; pull in the wing tips to increase sink. I have practiced this only in very smooth conditions, and have no idea how the canopy will respond in the severe beating it is taking. It has to be tried, so I reach out, grab the far outside "A" Jines and pull, then hold them in place. At first, nothing happens, except that the canopy seems to fly a little smoother. However, my vario still screams maximum lift. Then, a little by little, thevario beeps slow and actually stop. A little later, the sound that I normally hate to hear, but now sounds like a voice from heaven, begins and grows louder. Sink! At long, last I'm actually going down. I aim back towards LZ, knowing I probably won't make it that far. But there below is that great big beautiful golf course I hang on to the A lines and fly by weight shift. I'm diving and it feels fantastic; into the wind, toward the LZ, back to mother earth. Yes! As I dive earthward, I hear Jan Stenstaroud's calm voice on the radio to Rich Vossler. "Rich, it's time to get serious". I look north up the valley and sight Rich, he must be getting serious, because he stalls, drops and reinflates. Good, I just hope he makes it. My own problems are far from over, however. I dive to maybe 300 ft. and see that my current glide profile

will dump me onto the main highway. I let go of the wing tips, get back on the brakes. Instantly, I'm once again flying backwards in the wind. However, now I am at least sinking toward the ground. I'm now down to 100 ft. above the ground; my greatest fear is a collapse this close to the ground. I fly very carefully. Now 20 ft. above the ground I plan my next move. Forget the brakes, 10 ft. above I Jet go the brakes and reach up as high on the back risers as possible. I go into my best imitation of PLF, hit the ground and pull with all my strength on the back risers. My backward speed is probably close to 10 mph. However, I hit, roll, come to a stop and immediately jump to the canopy and totally collapse it. I made it! I glance at my watch, and note the flight lasted 31 minutes, at least half of it was the ride of a lifetime. Looking north I see Rich Vossler, doing one more stall. Oh no! His canopy tangles on reinflation and is spinning faster than he is. I notice a small ball appear at his side. It turns into a full blossoming reserve. Yeah! But now the two canopys begin to slowly circle like two boxers in the ring looking for the knock out punch. Jan, once again on the radio, tells Rich to "haul in his main canopy." He responds and the reserve looks much better. He disappears from sight, but moments later I hear him on the radio, he is down and all right. By the time I arrive at the LZ everyone is back, and wired to the hilt. We all made safe, if not perfect landings. Suddenly a car drives up and out jumps Rich. Much slapping on the back, hugging, and congratulations for his safe landing follow. We all joyously agree to retire to "Little Annies" in downtown Aspen for some serious decompression. Lessons learned? I seriously doubt that a team of meteorologists on sight, could have predicted the sudden collapse of cumulus clouds. We learned, that no matter how stable conditions might appear, 5 minutes later conditions can change, and we should pay more attention to this possibility during flight. Pay more attention to what is taking place on the LZ. Had I watched Dick Jackson's landing more intently, I would have noticed conditions were deteriorating rapidly at the LZ. I should have immediately headed down. Instead, I allowed the euphoria of soaring to overwhelm my senses, and did not accept that conditions were changing. Always wear a reserve. Yes; what I experienced and witnessed that evening totally convinces me that there are no conditions safe enough to fly without one. The next two days of the "Fly In" were fantastic, with good flying conditions and Jots of comaradarie. The Saturday night barbecue, hosted by the club was a blast, with those of us who had missed the designated LZ on Friday night being good-naturedly fined for our negligence. Aspen isa wonderful placetofly,and the club is probably one of the most active in the country. If you plan to fly Aspen, contact Jan Stenstaroud, or Dick Jackson in advance, and allow them to assist you, with what am sure will be some pleasant and memorable flights. Postscript: Ironically, Rich Vossler is the pilot pictured in the premier issue of Paragliding Magazine, on the page concerning emergency reserve parachutes.

Ii by Ken Baier

fter three rounds of highly competitive flying, Lee Kaiser and John Bouchard took home the trophies for the first and second place. More importantly perhaps the entire field gained competition experience and learned some important lessons about using cameras and the rules for photo documentation meets. Having so few competitions in the U.S. this far our need to improve is obvious and this meet was successfull in helping us step toward this goal. The SC Open was held at Soboba mountain on October 5 thru 8 . Friday brought northerly crossing winds and gnarly (this is Southern California, dudes!) thermals. Greg Smith started the day showing his expertise by flying the rowdy conditions and landing on top with his tips folded under. Later when the competiton window was open he was first off, sufferccll a collapse close to the lower launch, fell to the ground and ended up with a broken wrist. Two other pilots had survival flights so we all drove down. Saturday was fantastic! The wind was straight in at about 10-16 mph. As meet director, I called for a 13 mile long, 6 tumpoint task that needed to be completed in one hour. At first thcrmalling to stay high seemed to be the strategy, but as the wind increased the event turned into a ridge race with no thermalling necessary. Six pilots beleived that they had scored 4 tumpoints and several others scored 3 so we were off to a good start. When the actual films were developed, Lee Kaiser had scored 4 tumpoints plus the landing bonus in 47 minutes to take the lead. After reloading the cameras at the top of the hill, we flew

the same course again. This time the task window was 2 hours. The wind surprised us and shut down about an hour and a half into the open window. Soboba is famous for it's late evening glass off and the competitiors that had waited hoping it would make for a fast and easy run were tricked. five pilots finished the task with John Bouchard the fastest in 1:08:00. Having learned from day one that one long task was better than 2 short ones I mapped out a 23 mile, 9 tumpoint task that I'm sure would have been completed had the wind stayed on. This was a good competition day as the wind was not strong and the thermals were more difficult. The early launchers all got caught in a down cycle and scratched hard trying to get back up. Most of the group waited hoping it would get better, big mistake! When the plug was pulled everybody went down. Daniel and Lee had flown beautifully to score 4 tumpoints, but Mitch McAlear had clearly out flown everyone by nearly scoring 6 tumpoints. Monday the Santa Ana winds blew down with the results of the photos just as bad for some people. Mitch would have won the meet but had no times on his photos and had to be disqualified. Daniel, Kevin Klinefelter and myself all lost a round due to the start time not showing up. Marcus Salvamini lost over 50 points because one of his tumpoints was not in the picture even though it looked like he made it far enough! In a photo documentation meet it is just as important to take good photos as to fly well. I'll bet we see more pilots flying with their cameras before the next meet. ,-..

Southern Califomia Paragliding Open

COMPETITION RESULTS

Lee Kaiser John Bouchard Circ Toepel Seth Foerster Fred Lawley Ken Baier Daniel Anderegg Dave Whaley Tony Domenico Marcus Salvamini Todd Bibler Ed Stein Mitch McAleer Kevin Klinefelter

Comet 25 Saphir Katan a Excalibur Comet 23 Meteor 100 Katana Twist Excalibur Peacock Saphir Saphir Katana Meteor

59 43 57 31 44 50.5 0 30 14 50.5 50.5 0 0 0

59 79 61 77 60 47 40 46

58 0 0 0 0 0

54 31

18 19.5 0 0 57 0 0 0 0 12 0 0

172 153 129.5 127.5 104 104 97 76 72 50.5 50.5

12 00 00

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Righi: Sieve Pearson Flying the AT 23 We believe that the sport of paragliding has the potential to substantially expand the number of footlaunched recreational pilots in the US, and thus to substantially expand your level of business during the next few years. You will need to be an A.P.A. certified paraglider instructor to be a Wills Wing paraglider dealer. Please call us right away if you are interested in becoming a Wills Wing paragliding dealer!

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Hang Gliding and Paragliding, Paragliding and Hang Gliding by Ali Gali

here are unconditional followers of one or the other sport. There are those who practice one and don't even want to hear about the other. There are those who practice one while totally ignoring the other. There are those who practice one and inquire about the other. Also, not to be forgotten among all these different attitudes or behaviors, are those who practice one as well as the other. It is they who are the true "free fliers". They are the pilots who seek "freedom" in the air, and that freedom goes hand in hand with respecting all "gliding" sports. To each his specialty. There's no question of denying that. It would be silly to try and put all "gliding" sports on the same level. Each has it's particular way of playing with thennals and air masses, according to the capacity of each type of apparatus.

The remarkable distances made by Kevin Christopherson (480 km on a hang glider) and Xavier R'emond (130 km on a paraglider), will also be beaten in due time by pilots who can combine the basic ingredients of motivation, imagination and flying experience. A salute to those "free fliers" who continue to push their respective disciplines past noble limits. PS: Don't forget that certain hang glider pilots practice sail planing just as certain sail plane pilots practice hang gliding. It's like music with a range for each instrument. When the sail plane, hang glider and paraglider pilots finally learn to play together, it will make a wonderful concert.

Ali Gali is former French National Paragliding Champion and also mcrnberof the French National Hang Gliding Team.

Courtesy of Cross Country, Spring 1990

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Ni11}f;Jutes forf!:I On August 3, 1990,

five paraglider pilots assembled at Lookout Mountain near Denver, a 900' hill facing east on the eastern slope of the Rockies. The wind was north-east. A cold front was heading towards us 1 from the north and we could see it 8 - .;;] 10 miles away. The mountains to the l west were over developing into large -tcumulo-nimbus. As the wedge of cold ~~ air moved south it forced the hot air to rise off the ground, making big, broad thermals traveling south fast. We launched and ran south in front of the cold front in strong turbulence. One by one the gliders dropped out. I out ran the front to get out of the Seo/I Gressill and John Bouchard ground crew. Todd Bibler Pilot. turbulence and landed 9 miles from launch, in a flight of only 40 minutes.? by Todd Bibler

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Mark Shipman Flies 24 miles at Chelan Butte h jeez! Why hadn't I taken the time to dig out that article in Hang Gliding magazine. Hang glider pilots have been taking this cross country route for years. Skilled pilots with good hang gliders can now fly cross country from Chelan Butte and land in Idaho, 150 miles east, on a good day. Here I am, re-inventing the wheel; just guessing at where the thermals will be. With a little research, I could have known the location of every house thermal on the route.

l 'm now dropping to near 4000 ft. MSL, less than 1000 ft. off the deck. I haven't hooked the thermal I'd thought would be there. I'm choosing a LZ. Then the needle on my vario goes to 0, then slightly above 0. I stay with it, turning ever so slightly, and concentrating more and more intensely. Ten minutes of intense concentration and I'm finally getting 200- 300 ft. I min up in the lift band that I knew should be there because of the terrain. All right! Not only had I made it across the Columbia River, but now I was going to get to try a serious cross country thermaling flight on the Columbia Basin ... My flight had started a few minutes before noon, Thursday, August 23rd. Bruce Tracy had launched a loaner Excalibur 27 just before me. He wasn't going up, but he was holding his own soaring around the rock outcroppings along the east side. I let him make a couple of passes and then launched my relatively new ITV-Meteor. Conditions were even better than I had sensed and certainly better than predicted conditions - a situation we have commonly in the Pacific Northwest (weather prediction is notoriously incorrect.) I was 1000 ft over

launch in about 10 minutes. The following 15 or 20 minutes I spent trying to get as high as possible. Three weeks before I had been able to get to over 10,600 ft. MSL (nearly 7000 over launch) at this site, but I wasn't going to get anywhere near that today. It took everything I had to get to 8500. At about 25 minutes into his flight Bruce was sensing acute frustrations, at not having received the new Excalibur-33 sail and harness he'd bought. His lower extremities were completely numb from flying in the seatless harness that had come with the demo sail he was using. We were talking to each other by radio, and I must say I was truly anxious about him for a few minutes until he was down safely.

"Bruce, if I try a little cross country fight across the river, would you mind picking me up?" "I'd be delighted." Well, I guess I had no excuse now. I'd thought for some time that Chelan Butte would be a good place to start a long cross country paraglider flight. But I don't particularly like to fly hang glider sites, and al.though the Butte is fairly pretty as hang gliders sites go, !rarely bother to go there. I'd rather hike, climb, snow shoe, or ski to the top of some peak or ridge in the Cascades for my flights. At any rate, at about 7800 ft. I headed east at best glide for what I thought would be the nearest thermal. on

the other side of the river. There was steady sink for well over a mile ...

Mark Shipman approaches Mansfield

Once at altitude again on the other side of the Columbia there was simply the pure enjoyment of hopping from thermal to thermal to thermal. West of Mansfield I shared a small thermal with a hawk. Just over Mansfield I must have played for fifteen minutes in a particularly large and gentle thermal. A couple of military aircraft had come by at a fairly slow speed. I'm sure that they got a chuckle. At exactly three pm I landed in a plowed field by the road 61/2 miles east ofMansfield,just over 24 statute miles from launch. This was my longest flight

Date: August 23, 1990 Launch time: Noon Site: Chelan Butte, lower NE site ( apx. 3750 MSL)

Winds aloft: light out of the west Glider: ITV Meteor 100 w. wt. shift harness

both in duration and in distance. I'm sure that plenty of paraglider pilots will better my flight from this site, if it hasn't been done by the time you read this. I understand from John Bouchard's article in Paragliding (vol. 1, No. 1) that someone (Andre Buchar, perhaps?) flew about 50 miles in the Owens Valley of California last summer. But so far, I think mine was the longest cross country flight anyone has done in the Northwest. As for me, I think I'll head back into the beautiful Cascade Mountains for my new flight.?

Predicted (not measured)<lapse rate: 4.7 deg. F.1000 ft

Distance: 24 statute miles (38.7 km.) Duration: 3 hrs. anct 2 minutes Maximum altitude obtained: 8500 ftMSL

BRITISH C

By Sean Dougherty

The First SO+km Paraglider Flight in Canada I was much more determined to hang in as long as it took to find something to get me back up to ridge level. Max, in another paraglider joined in the search for the elusive thermal. After fifteen minutes or so- success. I regained ridge level and after a while man.aged to get up high. In fact, all the way to cloud base! This was novel, flying suspended from the base of the clouds. From this high up the second gap was a piece of cake. Meanwhile, Max didn't have the same luck with the thermals and ended up flying out to the highway over the "snake field". Once on the main ridge,flying was easy. Climb up in the odd thermal, but generally a straight glide South. By now hangliders were whipping past in droves. They would appear somewhere a few miles North of me, next instant they were with me (sharing some of the thermals, even having a conversation) and seemingly within seconds they were gone somewhere to the South. At one point Chris Muller and I were thermaling together, going round at exactly the same height and exactly the same speed, Chris on the outside. It was one of the many moments when I regretted not having a camera. Past Parsons I was getting very cold, having been in the air for nearly two hours. I had to tuck my gloved hands inside the flying suit and steer just with body weight to prevent my fingers from freezing. To prevent violent shivers I began doing a workout, swinging my legs and arms around whilst I whistled. Thankfully, all the hangliders were gone. Eventually I could see Harrogate and the Cold Beer store. However, I was still at 12,000 feet and decided I could al ways hitch back to the store! By the time I was level with Harrogate, I noticed the ridge split, one ridge continuing South and an.other out close to the highway. I hadn't discussed what to do at this point with anyone - I never thought I'd get this far. Meanwhile, my bladder was expanded to the limit and pissing-my-pan.ts was posing a far more threatening problem than which ridge line to take! After a bit of rummaging, the immediate problem was solved without getting wet. Unfortunately, I passed up a 720 fpm thermal in the process and lost a lot of height. Feeling somewhat confident that I'd regain the lost height I kept gliding towards a flat-topped mountain, where there was undoubtedly a big thermal. When I got there, I found nothing! Slowly

lmost a week had passed since I arrived in Golden at the XC meet. I wasn't competing in the meet, just there to try and fly my paraglider as far as I could. Each day I'd managed to fly a little further - first 8km, then 11 and 17. However, I was uncertain that I'd ever make it further than. 17km. Originally, I'd arrived with big plans - 100km, but reality has a bad habit of crushing big plans. Not only were these my first flights in Canada, I'd never been in a thermal before! After a few days I figured that if! ever made it to the Cold Beer store in Harrogate, about 40km down the road, I'd consider the week a success, and somone would be carrying me out of the store! The crux ofthe whole escapade was getting through the first 16 km. Within that distance are two gaps in the main mountain ridge that runs South down the Columbia valley. The solution is to get high enough over Mt. Seven, first mountain in the ridge, that you can glide across the first gap and arrive at the second mountain with plenty of height. If this part fails then it is a major scratch job to get high enough to cross the second gap and onto the main ridge that runs South for seemingly ever and ever. So far, on my longest trip down the valley I didn't make it across the first gap with height, my scratch job failed and I sank out to the valley - so close to the main ridge. Landing by a snake had livened up the proceedings somewhat - me running around like a headless chicken whilst the snake made off as fast as it could in the opposite direction! And so ... the last day of the meet ... the Cold Beer store was beckoning. It was either today or sometime next year. Mark Tullock assured me that I'd make it. A few hanggliders took off just after midday, with me right behind. Things started out well, grabbing a thermal right off launch for the first time all week, and immediate! y getting up to 2000 feet over launch. Within ten minutes of launch I was over Mt Seven. After six days of trying I actually managed to get high above the summit of Seven. The North wind was pushing me South into the first gap, but I was anxious to make it across above ridge level. Five minutes later I was cursing at my impatience - my glide brought me over just below ridge level and so I scooted out to the scratchy cliffs at the front. This time

next to the highway 3km south of Spilly, 57.5km from launch. After checking for snakes, I made my way to the gate. Just as I set down my glider, a friend pulled up in a car. Within minutes she packed my glider, and I'm in clean clothes with a drink in hand. To cap it off she gave me a ride back Golden. We didn't stop at the Cold Beer store - I figured there would be plenty of those to be had back in Goiden. It was a great flight to end a great week of flying and fun. Never havingbeentoahanglider meet before I didn't know what to expect. In fact, the first day I was a little reluctant to fly- I thought thatlmight be in the way. I was so wrong. The entire week pilots were holding up my glider at launch, providing bits of advice, and making me feel totally at ease. I am really grateful to all the pilots, who were not only really helpful, but were all really excited to see me make this flight. And wait until next year guys - I'm going to make it to goal!! 0

but surely I was scraping ever lower, eventually below the ridge line and ended up working some weak lift off some small cliffs. Somehow I had to gain enough height to make it out to the front ridge and/or the highway. One good thing about the loss of altitude - I was at least warm again. By luck, I found enough bumps to make it out about 500 feet below the ridge line. Working some subsidiary ridge iines and smaH ciiffs seemed like hard work after gliding along at cloud base and all I could do was maintain. Much sooner than later, I came across a tree-filled saddle that I didn't think I could cross safely. I wasn't about to end the flight with a ditching job in the tree tops, and so began the final glide. For the past twenty minutes or so I'd been wondering where Spillimacheen was located, the next village (red building) South of Harrogate. Unbeknown to me I had glided right over it with altitude to spare. Once over the highway I just followed it south as far as the glider would take me. Three and a half hours after launching, I landed in a field

Date: July 20, 1990 Launch time: 1:oo pm

Site: Mount Seven -

Glider: Hi Lite-23 Duration: 3 1/2 Hours Maximum altitude gain:

Golden British Columbia

5,900 ft.

Winds aloft: Calm 21

Ken Hudon Jorgensen

This list is so some of my fellow Wuffo's can have a better chance of understanding what is being said without becoming a question pest, I have compiled this list of some of the terms used in the Salt Lake City, Utah area. I'm sure many of them apply to other areas as well and as I travel around to other U.S. flying sites I'll be adding to this list. Only resently setting the Paragliding hook deep within my soul I am still considered a Wuffo and usually still have at least one question every time I hav(i a conversation with an experienced Paralinguist.

Au•ger In: (o'ger In) Slamming into the ground at an unsafe speed. (an automatic 10 points.) Be•lng a Drag: (be'ing a dra'g) Getting blown back by high winds and dragged along the ground. Not usually done intentionally. Normally exciting, uncomfortable, and due to attempting to launch or land in high winds or during paragliding training manuvers. Blown Out: (blon out) Overdeveloped conditions, wind too strong to fly. Boink: (bo'ink) A landing that is so hard that you bounce back up. Boo•mers: (boo-mers) Great boyant lift. Chase the Wind: (chas the wind) Driving around in a vehicle from site to site looking for good flying conditions, not usu ally successful. Cloud Suck: (kloud suk) Updrafts produced by clouds that can suck you up into them (not a sought after experience) or can, with small clouds, give a gentle lift. Cored It: (kord It) Found the middle of the thermal and rode it up. This is the smoothest spot to ride a thermal. Du•ded to Scratch: (doo-ded to skrach) A parag/ider dressed in protective or combat gear from head to toe for very necessary body protection while semi-flying and skimming and scraping along the ground. Lem•mings: (le-mings) Those who fly right after the wind dummy in questionable conditions. Ma•gic Air: (ma-gik a'ir) FUN!!!!!! Boyant comfortable wind conditions that are not always explainable. You wonder why it's so good. (unusual.) Park: (park) Hanging motionless in the sky. Ridge Hog: (rig hog) Inconsiderately using the air space along the ridge making it difficult (or more challenging if you like) for others to fly. Also sometimes used affectionately. Ro•de•o Air: (ro'-di-o a'ir) Turbulent, rocky wind conditions, wind too strong to fly. ShuMle Bun°nie: (shut'! bun-e) Girl friend who drives vehicle to retrieve or deliver boy friend pilot. (Sorry ladies but I haven't heard you use such term to refer to your guys.) Scrat•ching: (skrach-ing) Working to maintain flight using ridge lift close to the ground, sometimes within inches. Touch and Go: (tuch and go) Touching down on the ground briefly and then flying right back upagain keeping the canopy inflated. HANG GUOI NG Tox•lc Flight Syn•drome: (tok-sik flite sin-drome) Flying is so good that you don't PARAGLIDING want to land and relieve yourself thus you suffer the consequences. Wind Dum•my: (wind dum-mee) First person to fly at a particular site and time so others can tell if they should fly. JEFF NICOLAY Vor•ti•ces: (vor- tis-ses) Turbulent flow of air above and behind flying wings. No prob/ em from R.C. Planes, extreme caution around Jay Jamison and other large flying objects. RFD 2. Box 109 WuMo: (Wuf-fo') What you are called if you are new to the sport of Paragliding. Claremont. NH 03743 603/S42·44 \f, Derived from the constant questions like "What for you do that?H. Condensed to "What for" and then to "Wa to", thus "Wuffo". It's a stretch but then so is most ever Saks • Service • Cert1tieri lns11uct1on ything in paragliding.

•

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A Glimpse of Saint -Andre Les Alpes Pre World Meet - France

Photo by Fred Stockwell

Claudia waiting in the last third of 104 registered pilots, somewhat intimidated by the number of gliders in the air.

y experience in SanAndre's was invaluable. I learned that cross country flying is a mind set, you can't give yourself bale outs, only goal exists, stay focused. Claudia Stockwell

t was very obvious to me that to do well here involved more than just flying skills. Those who did do well were familiar with the site, had an organized chase crew with perfect radio communication, and were very comfortable on their gliders. Boldness and skill counted little; Every one was bold and skillful. John Bouchard

Photo by Fred Stockwell

"The only way to fly cross country is to fly cross country" John Bouchard

NEWS

•

The APA is growing in membership and becoming a sound organization. This is being done by the continious support and volunteer •work of nwny individuals. Still, we are facing nwny hurdles we have to overcome in our effort to promote paragliding. With a recession approaching, money must be saved and everyone will encounter difficulties in keeping our association and our sport growing. I'm mentioning this because your Regional Directors are covering the expenses for the privilege and responsibility of representing you at the board meetings. They definitely need your support, opinions ~nd concerns to present to the Board. You have the obligation of judging their perfornwnce. So kindly exercise your voting privilege by returning your ballot. Election schedule and procedures are reprinted again at the end.

The major flying season is over and it is time to take a look at our organization. What can be improved, what must be changed, and are our goals any different? What is the APA and the main objective of your organization. It is our obligation to make sure, now and in the future, that you can enjoy paragliding. It will be hard work and it won't always be easy. Our relationship with the USHGA is improving and their advice is welcome. However, we have to focus on our sport and make paragliding the most popular, personal aviation experience in existence. As of now we are depending on existing sites, hang gliding sites to be exact. Depending on the local circumstances and clubs involved, that can be easy or impossible. Existing sites have enough air space for the few paragliders we have. But looking down the road, we cannot avoid developing new sites, perhaps our very own sites to accommodate a growing sport. It can be made easier. It depends on the reputation our sport has. That reputation is being established today, by all ofus - the BOD, Headquarters, instructors and most of all, each individual member. Needless to say, Q.11& can ruin the reputation many others have built up. I do understand that each one will have a different view as to what is right. The fact is that the others, spectators, authorities, land owners etc. will judge our activities and actions. It is up to all of us who are building the sport and making it happen. Keep yourself updated, informed and improve your skills constantly so as to fly accident free. Get involved, locally, regionally or nationally, because a lot has to be done. Call your regional director or me. Now on to some other topics I'd like to bring up.

Also Fred Stockwell needs your continuous support. He came up with the idea and took the risk of publishing a color magazine. The APA could never afford to publish this type of magazine. Now what can you do? There are two things Submit articles, pictures and letters etc, and sign up new members. If membership increases so will readership and that would be the greatest reward for Fred as well as the APA. He wants to hear what you want to see in his magazine, so let him know. The APA welcomes all those interested in paragliding. During the winter, headquarters will improve service with better literature, overall information, and more news to increase the knowledge to excercise one of the safest aviatic sports.

Blue skies, Peter

NEWS

All odd numbered regions and all 3 National Director positions are up for election Winter 90/ 91. The even number regions will have their election Winter 91 /92. Election schedules have been outlined in the Bylaws adopted at the BOD meeting on July 21, 1990 in Salt Lake City. They are as fallowed:

CANDIDATE QUALIFICATIONS National Directors: Each nominee for National Director must be an AP A member, a paragliding pilot and recognized as an established member of the flying community in order to be placed on the ballot by the nomination committee. A candidate must obtain either 3 nominations from current directors, or from 1% (3 APA members) of total APA membership as of June 1, 1990.

ELECTION SCHEDULES October Nomination of candidates of nominees Publication November Ballor election by mail January Ammouncement of elected February directors, seated at the Spring Board meeting. REGIONS Region 1 Region 2

Region

Region Region Region Region

Region Region

5 6 7

8 9

Region 10 Region 11 Region 12

Regional Directors: Will be nominated for election by obtaining a written petition signed by a minimum of 10 percent of current members of their region as of June 1, 1990. Incumbent Regional Directors need only submit their intent in writing.

Alaska (29) Southern California (Zip Code lower than 94000) and HI Northern California (Zip Code Equal or Higher than 94000) (35) OR,WA UT, ID, NM, MT (34) CO, WY, ND, SD TX, LA, OK. AR, MO, KS, NE, IA (10) OH, IL, IN, WI, MN, MI WV, VA, KY, TN, AL, MS, GA, FL, NC, SC (8) ME, NH, VT, MA, RI CT, NY, NJ, PA, DE, MD (14) AZ,NV

Nomination Deadline: Is November 15, 1990 Candidtates can obtain an "Election" membership list from headquarters. The request must indicate if running for National or Regional Director and region. CANDIDATES RESIDENCE Regional Director: Must reside within the region. National Director: Reside in the US

Elected directors will be seated at the spring meeting. If you have any further questions please contact Headquarters during office hours. There are extended Office hours on Wednesday 9:00 am to 3:00pm.

Bold regions are up for election. Numbers in ( ) indicate membership as of June 1, 1990.

Peter Zimmerli, Presidentt

NEWS

OFFICER AND REGIONAL DIRECTORS PRESIDENT Peter Zimmerli HEAD OFFICE: 25 Goller Place, Staten Island, NY 10314

TREASURER/SECRET ARY; Jay Hauth 1130 East 4045 South Salt Lake Ci!Y~ UT 84124

VICE PRESIDENT Ken Baier 151 Tamarack Ave. CarlsbadA CA 92008

(619) 7 L,9-9775

(801) 268-!·h69

~~~~~~~~REGIONAL DIRECTORS~~~~~~---~ AK Clark Saunders P.O. Box 1887 Palmer~AK 99645

UT, ID, NM, MT Fred Stockwell P.O. Box 177 Rivertonl- UT 84065

(801) 2.J4-7455

WV, VA, KY, TN, AL, MS, GA, Fl,i, NC,SC Vacant, Call headquarters.

Southern California, HI Gregg Smith 560-4 Birch Street Lake ElsinorebCA 92330

CO, WY, ND, SD Freddie Snalam 2841 13th St. #2 Boulder, CO 80302

ME, NH,VT, MA, RI John Bouchard P.O. Box 400 North Con wayA :t,J]jl.'.. 03 860

OR,WA Ed Pitman P.O. Box 188 Shasta, CA 96087

TX, LA, OK, AR, MO, KS, NE, IA Dana Ellinger 2905 Richard Lane Austin, TX78703

CT,NY,NJ,PA,DE,MD Peter Zimmerli 25 Goiler Place Staten Islande NY 10314

OH, IL, WI, MN, MI Vacant, Call headquarters

A,NV Vacant, . Call Headquarters

(907) 145-3097

(714) 674-7 05

(916) 859-2392

Northern California Greg,g Pajol

(408) 7::16-1222

(303) 449-5620

(512) 472-6679

(603) 356-6~07.

(718) 698-.J73~

-----------COMMITTEES---------Safety and Training .... Mark Axen, Claudia Stockwell, Norma Saunders and John Bouchard Competition ...................... Circ Topel Sites............................. Fred Snalam Towing .......................... Fred Stockwell, Dana Ellinger, and Charles Font~not APA Bylaws ..................... Ed Pitman, Dana Ellinger, and Jay Jauth ;

--------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 1

NEWS

The following companies are AP A company members supporting the paragliding community with their membership. While the .Al'A takes no position on the value of equipment offered by these members it is important to remember and recognize that they actively support and promote the sport of paragliding and the APA.

FERAL CORPORATION

P ARA-FLITE, INC.

COMET USA

PO Box BOO North Conway, NH 03560 Manufacturer ITV Canopies, Harnesses, Flywear

5800 Magnolia Avenue Pennsauken, NJ 08109 Manufacturer Birdwing Canopies

PO Box 188 Shasta, CA 96087 Importor, Loft Comet Canopies, Harnesses

(603) 356=3538

(609) 663-1275

(916) 359 .. 2392

PERFORMANCE DESIGN PARAGLIDING

PRO DESIGN USA

KITTY HAWK KITES

12650 Softwind Drive Moreno Valley, CA 92388 Manraacturer, Distributor, ale, School, Loft Excalibur Canopies, Harnesses, Instruments, Flywear Accessories, Media.

2765 Bechell Lane Redding, CA 96002 Importer, Distributor Sale, School, Pro Design Canopies, Harnesses, Instruments, Flywear, Accessories.

PO Box 1839 Nages Head, NC 27959 Sale, School Canopies, Harness, Instruments, Accessories, Media

(714) 924-5229

(916) 222-4712

(919) 441-4124

The following are certified APA instructorso They are more then happy to give you detailed information about paragliding and lessons, courses, etc. AK AK CA CA

!J.ll. Fairbanks Palmer Bishop Carlsbad

Del Mar

CA CA

Encimitas Kentfield Truckee Aspen Aspen Aspen. S1111 Valley Osterville Welflect Norlh Conway Staten Island Bend Houston Salt Lake City Salt Lake City Sooth Jord1111 Sooth Jord1111 Jackson

co co co

MA MA NH

NY OR.

ur ur ur ur

Name. Phone and Address Alan Ch11c11late • (907) 455-6379 • Box 83305, ZIP: 99708 Clark Saunders• (907) 745-3097 • P.O. Box 1887, ZIP: 99645 Mark D. Axen • (619) 873-8367 • P.O. Box 1632, ZIP: 93515 Ken Baler• (619) 729-9504 • 151 Tamarack, ZIP: 92008 Fred Lawley, Jr.• (619) 481-7400 • P.O. Box 1226, ZIP: 92014 Scott Gressltt • (619) 943-0274 • 639 Camino El Dorado, ZIP: 92024 Curtis Woodmaim • (415) 461-2749 • 80 Mwray Ave., ZIP: 94904 Bill C. Andersoo • (916) 582-0527 • P.O. Box 10514, ZIP: 95737 Dick Jackson• (303)925-7625 •Box819,ZIP: 81612 Klaus Schweiger• (303) 920-1423 • 143 LoNJ Pine Rd.1125, ZIP: 6161 Jan Stenstadroud • (303) 920-2449 • 116 Free Silver, ZIP: 81611 Harns Hub• (208) 726-4774 • Box 1094, ZIP: 83353 Rkk McDonough• (508) 428-3498 • P.O. Box 663, ZIP: 02655 Chuck Smith• (508) 349-2561 • P.O. Box 815, ZIP: 02667 John Bouchard• (603) 356-6907 • P.O. Box 1100, ZIP: 03860 Peter Zimmerli• (718) 698-5738 • 25 Goller Place, ZIP: 10314 Phil Pohl• (503) 389-4086 •P.O. Box 812, ZIP: 97709 Charles Fontenot• (713) 973-9546 • 1437 Waseca, ZIP: 77055-4411 lDr. Cory Branham• (801) 268-8090 • 715 E. 3900 S., Suite 109, ZIP: 84124 Jay Hauth• (501) 268-9369 • 1130 East 4045 Sowh, ZIP: 84124 Fred Stockwell• (801) 254-7455 • 3314 W. 11400 S., ZIP: 84065 Claudia Stockwell• (801) 254-7455 • 3314 W.11400 S., ZIP: 84065 Kurt Kleiner• (307) 733-3896 • P.O. Box 3707, ZIP: 83001

NEWS

as of 9/30/90 ° CLASS I and CLASS II

CLASS ONE AU! 357 390 346 389 391 426 427 446 424 479 434 366 155 394 139 237 440 460 438 400 403 405 489 441 423 448 442 408 459 465 432 476 478 487 488 508 270 361 395 373 377 360 439 452 412 398 428 430 506 467 530 336 469 471 449 379 420 116 372

f Name

Alan Tim Jeff C. Micheal R. Helen Raymond Jay N. Sky Tamara Day Matt John Franc Teresa Marc Chris Brian Roberta Debbie A. Robert P. Glenn Davi Ken Wayne Joe Jack Gerald Thomas Mark Tim Stuart Lee Bradley J. John N. Stanley Ro Don Scott Allen Jean·Antoi Julie Gaver Tom K. Eric Joel R. Mark Davu Richard George Ken H. Herman Wes David Mike Laurel Kirk George Donald H. Anita Richard Dave M. Sondra John Edward Robert Colin W. George Arndrea

lBim.e.

Chuculate Carleton Tappe Richardson Howark Wall Jr. Near born Gordon Hamler Keith Blasko Updegrove Balzac Bolling Johnson Halpern Olea Bryson Pinson deRussy Gluzinski Jr. Bonar Mac Donald For Wright Brewer Rudick Heinzen Leggatt Dempsey Mills Amy Scarpaci Spiegler Tulley Hoglund Trammer Parker Williams Vossler Gordon Jorgensen Anderson House Lokey Reeder Pace Baker Neserck Rayburn Rayburn Stopol McCormack Van Ert Crock Van Nostern Zink Bell Onken

Gill

Fairbanks Anchorage Anchorage Anchorage Anchorage Anchorage Palmer Anchorage Anchorage Anchorage Anchorage Cardiff San Diego Half Moon Bay Whittier Encinitas San Diego San Diego Beverly Hills Santa Barbara Perris San Diego San Rafael San Diego Moreno Valley Murrieta Mill Valley Moss Beach Woodland Hills El Cerrito Redding Daly City San Francisco Santa Cruz Santa Cruz Palo Alto Telluride Tellando Denver Aspen Aspen Boulder Aspen Boulder Edwards Lakewood Aspen Aspen Boulder Aspen Aspen Hailey Ketchum Ketchum Moscow Sun Valley Ketchum Falmouth Missoula

i1itl AK AK AK AK AK AK AK AK AK AK AK CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA

co co co co co co co co co co co co co co co ID ID ID ID ID

MA MT

BiJ.i.rul

Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1

Rated By

M. Axen C. Saunders C. Saunders C. Saunders C. Saunders C. Saunders C. Saunders C. Saunders C. Saunders C. Saunders C. Saunders F. Lawley M. Salvemini M. Axen K. Baier A.L. Kaiser F. Lawley A.L. Kaiser M. Salvemini M. Salvemini M. Salvemini M. Salvemini C. Woodman F. Lawley M. Salvemini K. Kleiner C. Woodman C. Woodman K. Baier B. Anderson E. Pitman J. Yates B. Anderson C. Woodman C. Woodman J. Stenstadvold J. Stenstadvold J. Stenstadvold J. Yates J. Stenstadvold J. Stenstadvold S. Peck J. Stenstadvold F. Snalam C. Stockwell C. Stockwell J. Stenstadvold J. Stenstadvold C. Stockwell J. Stenstadvold J. Stenstadvold J. Bouchard J. Bouchard J. Bouchard J. Yates H.Hub C. Stockwell A. Gordon K. Kleiner

Rsttlng Date

. 03/12/90 05/19/90 05/20/90 05/20/90 05/20/90 07/04/90 07/04/90 08/05/90 . 08/11/90 08/11/90 08/12/90 12/17/89 02/08/89 03/12/90 03/17/90 05/30/90 . 05/21/90 05/30/90 06/05/90 06/10/90 06/21/90 '06/29/90 06/29/90 07/04/90 07/05/90 07/06/90 07/15/90 07/21/90 08/02/90 08/04/90 08/05/90 08/10/90 08/12/90 08/22/90 08/22/90 08/23/90 03/01/90 03/01/90 04/10/90 04/10/90 04/10/90 05/03/90 06/01/90 06/19/90 06/22/90 07/04/90 07/08/90 07/08/90 08/25/90 08/31/90 09/22/90 04/01/90 04/01/90 04/01/90 06/25/90 07/28/90 08/25/90 07/18/90 04/24/90

NEWS

I as of 9/30/90 " CLASS I and CLASS II

CLASS ONE AEU

198 200 473 371 353 188 370 409 445 458 493 483 485 468 453 363 516

ENam~

Ken David M. Joseph Receccah Thomas Philippe Steve Peter David G. Mark Thom Jon Charles Karen Rebecca L. Jerry Eugene W. (Cam) Stephan K. Thomas

l.bmi

Cllx

Reville McCormack O'Connell McMillan McKinleyinch Renaudin Hinkle Keane Wholey Stafford Goldberg-Hiller Adams Mark Allgood Eddy Fors land Bartlett

lntervale Ketchum Upper Montclair Santa Fe Santa Fe Glen Cove Portland Bend Hood River Eugene Portland Bend Austin Houston West Burke Olympia Teton Village

Salvemini Speechly Baier Gressit Anderson Kaiser Stein Wilcox Thierry Pitman Bibler Stenstadroud Lentini Goudeau Aschwanden Richardson Frank Shipman

LaJolla LaJolla Carlsbad Encinitas Truckee Encinitas Redwood City SAn Francisco Los Angeles Shasta Boulder Aspen North Conway Las Vegas Scarsdale Springfield Salt Lake City Wenatchee

~ NH

ID NJ NM NM NY OR OR OR OR OR OR TX TX VT WA WY

B.lllrul

continued Ratl!:d Bf

R1;1Uog D~t!:

Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1 Class 1

J. Bouchard J. Bouchard K. Baier C. Saunders C. Woodman C. Smith C. Saunders P. Phol C. Fontenot K. Arends K. Arends P. Phol C. Fontenot C. Fontenot C. Stockwell C. Stockwell K. Kleiner

08/28/90 04/01/90 08/07/90 04/21/90 05/11/90 05/22/90 04/21/90 07/05/90 07/15/90 07/28/90 08/10/90 08/20/90 07/15/90 07/25/90 07/24/90 04/14/90 08/16/90

Class Class Class Class Class Class Class Class Class Class Class Class Class Class Class Class Class Class II

J. Yates J. Yates F. Stockwell P. Zimmerli G. Smith P. Zimmerli G. Smith C. Woodman C. Woodman

01 /30/90 01/30/90 05/28/90 06/20/90 07/07/90 06/20/90 07/07/90 07/15/90 08/30/90

C. Stockwell GF M. Axen F. Stockwell P. Zimmerli J. Yates C. Stockwell J. Bouchard

08/20/90

CLASS TWO 268 269 141 232 124 236 276 490 518 77 374 71 75 54 376 140 260 92

Marcus Stuart Ken Scott Bill C. Asher Lee Ed Eric Carltor Jais Ed Todd Jan Joseph Michael Peter Ralph David Mark

CA CA CA CA CA CA CA CA CA CA

co co

NH NV NY OR UT WA

09/10/89 08/02/90 07/02/90 11/15/89 08/15/90 06/05/90

alender oi vents NOV 17-18

1990

DEC 1-2

1990

MAR 29 thru APR 9 1990 SPRING 1991 SPRING 1991

FALL

1991

APA Board Meeting, Holiday Inn, Staten Island NY, FIC (718) 698-5738, Peter Zimmerli. Flyin Bay Area California, FIC (408) 736-1222, Greg Pujol. International Paragliding Competition, Taiwan, FIC Headquarters. APA Board Meeting, Place and Date will be announced later. AP A General Membership Meeting, Place and Date will be announced later. AP A Board Meeting, Place and Date will be announced later.

NEWS

Paragliding Association 25 Goller Place Staten Island NY 10314 OFFICE HOU~S: Tuesday. Wednesday and Friday 12:30 PM - 2:30 PM Eastern Time Weekday Evenings 8:00 PM • 9:00 PM Eastern Time

(718) 698-5738

MEMBERSHIP APPLICATION (Make copies. do not tear out)

Membership Form (Check One)

0 New or Expired

O Renewal (For overseas air mail add S10.00)

Membership Dues (Check One)

0 Individual S30.00

0 Instructor Sl00.00

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 printec! on check or money order).

First and Middle Name _ _ _ _ _ _ _ _ _.Last Name_ _ _ _ _ _ _ _ __ Moiling _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ State _ _ _ _ _ Zip_ _ _ _ _ __ Count~-----------PhoneH~---------~-Phone Dote of Birth Sex,_ __ Statistical Survey Flying Since (Yeor) _ _ _ Totai Flights to Dote _ _ _ _ Total Flight Hours to Dote _ __ Injuries related to Paragliding last 12 Months._ _ _ __ To Date Flying (Model and Size)_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ /.

Rating Records (Please update for our records)

0 Classl

0 Class 2

0 lnstructior

Other Aviation Activities Other Activies

'';

For Corporation or Company membership application only Type of Business

0 Manufacturer 0 Importer 0 Distributor 0 Sale

0 School

0 Loft

Others ;

Type of Products

0 Canopies 0 Harnesses 0 Instruments U Fly wear 0 Accessories 0 Media Others

I certify that all statements in this application are true and correct to the best of myi knowledge. Signature _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Date _ _ _ _ _ __ 32

THE ADVENTURE GETS BETTER

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ONE DAY ADVENTURE (incl. glider) $75 CUSTOM GUIDED TRIPS AVAILABLE ALPS• ANDES• HIMALYAS

VHS - Sell'id $29.95

plus S3 postage and handling INV res. add sales taxi check or money order to:

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883.,,7070

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MULTIFUNCTIONS Prete/ creates a new generation of instruments for paragliding pilots and any gliding fanatic. ~

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ALTITUDE DIFFERENCE IN LEVEL VERTICAL SPEED ALTITUDE/VERTICAL SPEED ALTERNATION MAXIMUM ALTITUDE REACHED MODULATED SOUND BATTERYTEST and: the instrument automatically stops in case you left it running and warns you in case of low battery power.

2 Years Ma:mllfachnrier's

GUARANTEE

after recalibration of altimeter:

8. PRESSURE AT SEA LEVEL 9. BAROMETRIC VARIATION

6299m7 POWERS AVE. JACKSONVILLE, FL 32217

Tel: (904) 739w0042 FAX: (904) 731ml017

What keeps you up there'? Anew look ai U!hat keep1, 11:s in the air by Tim Williams.

No wonder It took humans a few million years to learn 11ow te> fly! How to mit:nic the birds? that question has puzzled mankind since long before the beginning. of .recorded history. There has been speculation that people in China may have flown on moclified kites over a thousand years ago. Similar· suppositions feature the Inca and Egyptian civilizations. But the fact remains that aviation has only reached the masses during the last 100 years. We shoukl not be surprised that flying is poorly understood and that p¢<>ple curious about hang glidin§ and paragliding should ask questio·n··s like 'What. ha.ppens when the wind stops? How can you fly without an engine? and what happens when you hit an air pocket? Pilots often don't understand either. They frequently have misconc~pfions about airspeed and grounds peed,· what lifts the wing, kinetic energy and how the wind affects airborne objects. Flying.is poorly understoo.d and the pe.ople who understand it are often not good at explaining it. Here is my humble attempt at explaining some of the little mysteries. ff you have any better ideas about how to explain flying., please phone or write, I'm learning all the time.

dercarriage should land and take-off within an airspeed range of 10·16 mph.This puts limits on the size and shape of. Win.g .. For this reason most hang gliders and paragliders have win. g are1;1s of. aroun. d· 1·. 30-.. 200 square feet. Because we fly very slowly and don't weigh very much, the ran$e of wind speeds we can safelyt.olerate.f.o.rt·. ake WhatSize Wing Do We Need off and landing is from zero to about 25 Ideally, an aircraft which has a human unmph, with a little lower top speed for paragliders. Of co~use, if you are high above the grouncl and air is Lift is the major force smooth, wind sp~d .does not keeping us in the air. matter, whether it be 20 111ph It is produced by ...... --- .. or 100 mph . the wing moving Because par4gHder~ µse .ait through the air. As the air molecules flow pressure to maintain around the wing they The vorte,c forms their aerodynami¢ around the wing. create an invislbll.' shape (early hang vortex system around gliders did th;lt.too), the wing. Within this they are very efficient vorte,i. air molecules are accelerated above the from a weight . f\: wing and slowed point of view. !)-\~ beneath it. The pressure Whate sys,em cre.ated within ver adthis vortex Is LIFT, Lift

LIFT what makes it?

always works at 90° to th~ a11gle of the airflow over the wing. lfthe angle of at· tnck. of the wing .is increased then the. air molecules above the wing m11~t be accelenited more and turned. through a greater angle to prod~ce the same amoun\ of lift; !',t an a.ogle o~ ~bout I 5° • 18° the air rnoterule~ refuse to t1,1ke .the 1ncreasmgly d11ficult path and the flow ~comes chaoti.c ~11d turbulent above the wing. The vortel( is destroyed. lift is 1.ost. this is the stall. At the. wing tips ihcre is nothing 10 constrain the vonex, so here. it. stirs lhc 11it up into II continuous cork-screw, lert behind in the w11ke.

At the sUill the angle of atack, is (oo l.arg11 and the air ovflr the wing becomes tur~ bulent. Thett t11CJs.t ~f the lift .di~appe.ars and the d~~ctm t rate increases dr/lm(lti• cally.

vane.es are made in mat~rials technology, it is u.nlikely that wing areas w\11 g~t rriu.~h smaller tl"\an 120 squarEl feet unless w~ use wheels to land on. · Th~ wi~g loading that this give~ us com.; pa,res quite closely :w-itl:\ the ;wing }oaqing that large biJ:-ds have. This is because the amourit oflift th~t can be derived fr<>m. a iveh area of wing is similar for all .slow flying aemdynes.

Lift/Drag & the angle of descent

The Polar Curve This is a graph which shows Typical Polar Curves the performance of a glider. If you plot the descent Airspeed, Miles Per Hour rate against the air speed at 60 10 20 30 40 50 70 which the glider is flying for a variety of air speeds, ' '' ' '', ' , Max Glide then you end up being able to draw a curve like this. '', I s 200 '' , ' lI , A high performance I hang glider will fly at g , I ', I I speeds between 16 mph and :i 65 mph. Between these two extremes are two very - 400 interesting speeds: MAX. GLIDE and MIN. SINK. i Max glide is. when the Lift/ cu Drag ratio is best and the ~ soo , , ~ ', ', glider will travel furthest from a given height. ~ ', Hang glider ' , Minimum sink is when the c 000 ' , ~ ''·,., descent rate of the glider is , at its lowest figure. The Polar Curve will ·.4 , enable both of these figures to be found easily. Min sink is the highest point on the curve and Max glide is the contact point of the curve with a straight lfoe (tangent) from the zero point.

Climbing That is what everyone flying a paraglidcr or hanglider likes to do most. Althpugh a glider is on average constantly moving downwards through the air around it, if the air around the glider is moving upwards, then the descent with respect to the ground can be slowed or even reversed. If you are flying downwards at 300 feet per minute and you blunder into a parcel of air ascending at 600 feet per minute, you will dimb at 300 feet per minute with respect to the ground. But you will still be descending at 300 feet per minute with respect to the air around you. You will eventually fly out of the bottom of the ascending parcel of air.

Lift and rag

To a certain extent a pilot can influence the glide angle by changing the angle of attack of the wing and hence the speed. If the pilot lowers the angle of attack then the speed increases. As a result the profile drag increases and the induced drag decreases. The wing then stabilizes at a new "trim speed", At this new. speed the glide angle will be different. If we represent lift and drag by arrows, the length of the arrow representing the magnitude of the force and the direction of the arrow the direction of the force, we can build up a picture of how glide angle is affected. Lift and drag work at 900 to each other, together they produce a force called the"RESULTANT" which is what keeps us in the air. Lift and drag will vary with respect to each other in gliding flight but in steady (non-accelerating) flight the resultant will always be the same - equal and opposite the weight.

SLOWER

MAX. GLIDE

good and evil in a balancing

act Drag acts as a force opposing the forward motion of your wing. It is the force which eventually brings us back to earth. Without drag affecting our wings, we could soar forever. We sacrifice height to pay off drag during every inch of flight from take off to landing.

The angle of descent is independent of weight, but Drag can be split into always controlled by the ratio of Lift to Drag. two components. You control the .L:D ratio by influencing the angle of 1) Profile Drag attack and also (on a para.glider) by changing the wing section. 2) Induced Drag

Profile Drag is simply the friction created by moving an object through the mixture of gases we call airl>ut your hand out a car window at 70 mph and it is drag trying to break your arm. Profile drag INCREASES with air speed and controls the maximum speed of a wing. Induced Drag is made as a by-product of lift. It is the energy loss due to stirring air up into the vortex system around the wing which produces lift. Most of the energy loss attributed to induce drag is bound up in the tip vortices which stream off the wing tips stirring up air behind the wing as it moves along its glide. Induce drag INCREASES with angle of attack. (It is higher at LOW airspeeds.) It is induced drag which finally stops the wing flying when flow becomes turbulent over the wing because the air molecules refuse to be turned and accelerated ever more violently as the attack rises. Thanks to Skywings for this article 35

..--TELLURIDE A

t the TellurideAnnual Hang-Gliding Festival. A dozen Paraglider pilots were invited to par ticiipate to help improve flying relations with the USHGA pilots that fly there each year. The mountains had dried out a bit so thunderstorm build-up had subsided. The dawn sled rides into town were fun and the PM thermaling was incrdible. Paragliders were accused of parking in the core, which was true. We could climb through the hang-gliders like they were parked, but it took forever to get anywhere in the cross-country flying, compared to the speedy hangers. We had the full complement of powerless flight when sail-planes would buzz launch at well over 150 mph. The altitude took its toll with a few cracked bones and bruised egos. I found it hard to breath on launch and flying really required oxygen as several of us pushed the CAS (controlled airspace) limit. Other CAS invaders were Joel Parker from Telluride and Jan Stenstadvold of Aspen.

Left: Telluride Launch at 17,000 ft. Photo by Ed Pitman Special Thanks go out to the Aspen Air Force and Telluride Air Force (the local Hang-gliding clubs), Joel Parker, Eric Trommer, Jan S tenstad vold and Dick Jackson for their hard work in hosting these events.

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KATANA 25 9.85 M 24.2 Sq M 4.00 6 KG 65-85 KG 45 KM!h 15 KM/h 7 1.2 MIS

KATANA 27 10.63 M 26.7 Sq M 4.23 6.7 KG 75-95 KG 45KM/h 15 KM!h 7.1 1.1 MIS

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e all know the frustration of trying to follow a really good pilot. He goes up and we go down; somehow, we observe from below, he loses much less altitude in turns than we do. Consciously or not, the good pilot knows that turning a paraglider is actually quite complicated, and uses his knowledge in every turn. Aspiring pilots, on the other hand fumble through turns, never quite sure if they are using enough brakes or too much, if their speed is too slow or fast, or if they are leaning enough or too much into the turn. In this short article, I am going to break the paraglider tum into its parts and describe a simple method for all pilots to examine exactly what goes into a turn so that they can perfect their own turns. In the early days, paraglider performances were so poor that to turn we only had to crank the brake and the pendular effects of the pilot's mass took over; the brake created the drag on the inside yawing the glider and the momentum of the pilot to the ouside caused the roll. The considerations we are going to describe were not important, which is most emphatically not the case with the modem paraglider whether it be level l, 2, or

Most important for this model is that we ignore the pcndular effects of the pilot's mass. In each of the situations below, the swing of pendular mass of the pilot to the outside will eventually aid in effecting the desired tum. I believe it is this guarantee of a tum of some sort which has led to the sloppy attitude toward the tum and of course the resulting sloppy turns.

2. Weight shift controls roll but also may result in some adverse yaw for which you can compensate with the opposite brake. When you shift your weight, you are shifting the polar.

Diagrams indicate five different left turns

SO WE MAKE TWO BASIC CONCLUSIONS: 1. Brakes serve two functions in turns, first as yaw control, second as a means to increase or decrease lift- more lift on one side means higher bank on that side. When you use a brake you have to think where that side of the glider is on its polar to prepare for the inverse roll effects.

WE CAN TURN A PARAGLIDER FIVE WAYS:

1. 2. 3. 4. 5.

After flying no brakes, apply one brake. Weight shift only. Fly at minimum sink (deep brakes) and release one brake. Fly at best glide (some brakes), release one brake and apply more to the other. Same as #4 but include weight shift into the turn.

So let's assume we have gone through this exccrcise a few times and have a pretty good feel for controlling roll and yaw; we know that to make the perfect tum, we have to make the glider both yaw and roll enough and in the right direction, but not too much! Now we arc making a left tum in a thermal. Suddenly the glider seems to stop dead in the tum - one of the big mysteries in the past. But this time we know! A gust (an increase in the velocity of the relative wind) hit the outside wing causing it to yaw the wrong way, and lose lift (and bank angle). So, we instantly correct by applying more brake to the inside and less to the outside to correct the yaw, while leaning more to the inside to correct the bank. We have answered the big question: how much brakes in a tum? Never brake so hard on the inside that you can't add any more to correct (because you are too close to stalling the tip), or so little on the outside that you can't take any away to correct. We have also discovered the real question - how much and when to lean in the tum? Unfortunately, this is a lot harder to answer.

We know from experience that some combination of #5 is best. But what combination? It depends on the glider! However, by looking at turning step by step, I think every pilot can determine for himself how his own glider turns. In other words, if a pilot tries all five ways of turning in perfect air, and carefully studies his glider's reactions, he will not only develop a better understanding of how his glider turns, but will end up

better coordinating his turns with any paraglider. The pilot will do best ifhe considers his glider as a left and a right wing joined in the middle and think about the polar for each side at all times. Weighting one side and unweighting the other has the same effect as ballasting on the polar.

SITUATION ONIE

left wing

right wing

horizontal speed

The pilot flies at no brakes, then applies the left brake. The left wing slows down speeding up the right wing - the glider yaws counter clockwise, the desired direction. But the lift also increases on the left side which rises - inverse roll -while the increase speed in the right side increases the lift on the right side.

r---...., A,!111

~A sink rate

sink rate

A = before the turn A = before the turn B = Turn initiated B Turn initiated B = Jess speed (good yaw) less sink (bad roll) A same as B

Deft wing

right wing

horizontal speed

SITUATION TWO The pilot flies with no brakes and leans left. The left side of the glider feels the relative weight of the pilot increase and simultaneously speeds up and has an increased sink rate resulting in a bank left and a clockwise yaw - adverse yaw, a yaw in the wrong direction.

sink rate

~AB

A = before the turn B = Turn initiated B = hgher speed (bad yaw), higher sink (good roll)

sink rate

~!IIIA

A = before the turn B = Turn initiated B = lower speed (bad yaw) lower sink (good roll)

leHwlng

right wing

horizontal speed

SITUATION THREE The pilot flies at minimum sink (deep brakes) and releases the right brake. The right side speeds up with a higher sink rate. The glider yaws counterclockwise, as desired.

sink rate

A = before the turn B = Turn initiated A same as B

A sink rate

A = before the turn B = Turn initiated B higher speed (good yaw) higher sin (bad roll)

left wing

right wing

horizontal speed

SITUATION FOUR The pilot flies at best glide, applies more left brake and releases the right brake. The left side slows down, the sink rate decreases or increases slightly, and the right side speeds up increasing lift. There is the desired counter clockwise yaw and a bank left.

sink rate

A = before the turn B = Turn initiated B = lower speed (good yaw) higher sink (good roll)

sink rate

A = before the turn B = Turn initiated B = higher speed (good yaw) higher sink (bad roll)

ieUwlng

ll'lght wing

horizontal speed

SITUATION FIVE Same as #4 except that the pilot leans left. By leaning, the pilot increases the relative weight on the left side and decreases it on the right thus speeding up the bank left.

sink rate

A = before the turn B Turn initiated lower speed (good yaw) higher sink (good roll)

sink rate

A = before the turn B Turn initiated B = higher speed (good yaw) higher sink (good roll)

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D0n·t let the DA catch You bY surpriser by Ed Pitman Jr.

ow it is becoming common place for paragliders to use all the available airspace from Oto 18,000 (controlled airspace). It is important to know the changes that occur to paraglider performance when thin air. Many good pilots were taken in by thin air again this summer throughout the world. In places like Telluride Colorado, visiting hang-glider pilots annually go through a lot of bad landings, referred to as "beaking" the glider when they smack the glider nose upon landing. Beaking your glider in Telluride will have the crowd yelling "Whack" in unison. This year paragliders had trouble making the transition from take-off to flight speed. These problems arise from flying in thinner air. The air can be even thinner than you may think! The key is "Density Altitude". Density altitude is the correction used to calculate what the actual thickness of the air. Temperature and humidity cause air to expand, leaving less molecules of air per cubic meter. As shown on the table, the air is only packed half as tightly at 18,000 ft. as at sea level. On a hot summer day your 6,000 ft. launch can have a density altitude of over 10,000 ft. In Telluride, where launch is at 12,200 ft., density altitudes can exceed 17,000 ft. in the peak of thermal cook off. Jeppesen makes a round pl as tic computer, which is like slide rule wrapped in a circle, and has a density altitude calculator on it. Example of how to calculate the "DA" on one of these; simply line up the actual or "pressure altitude" (take 10,000) and temperature (30 deg. C (88 deg. F)) and the density altitude reads over 14,000 ft.. As far as the wing knows it is at 14,000 ft. This means that the wing only has 58.7% of the air it had to work with at sea level last time you flew the coast. The simplest but most expensive correction is a 40% larger wing. Since we can't afford that, we need to get more work out of the wing through additional airspeed. If the wing has pitch control it means you need to fly at higher angle of incidence. If you try to dog around in marginal lift, or come back in a speed seat too early on launch, the problems begin. ie stalls. This additional speed also applies to landings. Come in hot and delay the flare to make it more effective. The most predominat place to feel the differences is at those 4,000 to 5,000 ft. sites where the density altitude can be double and it can change that much between sunrise and 3 pm. This is what catches the out of towners and the complacent locals. The low density of high altitude air occasionally catches complacent pilots that have flown in an area throughout the year, while it almost always catches the pilot not familiar with this air. There is a rash of private aircraft crashes occurring on take-off during the hot summer months, because the pilot doesn't allow for the thin air by reducing the pay-load or allowing for more runway use and increased airspeed. The wing requires more air movement over the surface to generate the same lift when in thinner air. How much more speed is required? This varies to each airfoil design and loading. On the 42

big wind I fly (32 sq. m. Comet) stall usually occurs about 4 mph at sea level and about 8 mph at l 0,000 ft. as I weigh 155 lbs. There is less drag at higher altitudes, so the optimum glide is adchieved al higher speeds also. In the thin air you will also notice that stalls and recoveries are more dramatic as the wing can change configuration more rapidly in the thin air. Along with these changes in the operating envelope you get higher sink rates. The envelope gets smaller as the air gets thinner. U the envelope is small to begin with it can close in on you even more as you increase altitudes. When changing altitudes, remind the brain to allow for the needed changes. Remind yourself that more speed is needed to gain flight and stalls occur at higher speeds. I make a practice of a mental refresher course on launch and during the flight, to clear out the cobwebs. When you go for altitude please remember that the brain doesn't work as effectively in the thin air either. You may need tocarry02 to keep your wits. Also remember that above 18,000 ft. is "positive control airspace". PCA belongs to commercial and military traffic and requires a filed flight plan. Radar doesn't see paragliders, so pilots up there won't see you until they are "too close", if they see you at all. "We don't want to tattoo any airliners!" You need not run out and buy a computer. Borrow one from any private pilot and do some conversions for about an hour and wrile down the results. This will give you a good idea of what the air is doing when it heats up. Also be sure to add a margin for safety sake whenever you fly. If your not familiar with altitude flying, team up with an instructor in the area that is. It's cheaper than an X-ray and a whole lot more fun. Remember! "If you don't exceed the limitations of your craft or yourself, you won't have problems!" 0

~-------------------------

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An Interview with Marc Gerin-Jean by Fred Stockwell very close to those of competition gliders and which easily satisfy the criteria of safety. Anyway on this last point there is still progress to be made as well as improvement of the pilots comfort. In your opionion how is paragliding going to evolve?

Paragliding Magazine's - Fred Stockwell traveled to France to check out what's new and who's who. In this and future issues we will find out what is really happening in Europe. In San Andre Les Alpes, the site of the world meet for 1991 Fred met with Mark, owner of Custom Sails, one of the principal French designers of paragliders. Custom Sails began as a maker of wind surfing sails and made its 1st paraglider in 1986. For the past 2 years they are exclusively making paragliders the most widely known models are ET and Alien. The weather & terrain of San Andre produce some extremely turbulent conditions. Due to this Custom Sails has been a leader in producing very stable gliders with good performance. Today Custom Sails hold about15% of the French Market and exports about 25% of its total production. Custom Sails has not been well represented in competition in the past, but is working on a glider for the world meet next year. This glider will not be produced for sale to the general public, and will only be sold to a few competition pilots. Mark is very dedicated to designing what he feels the paragliding market needs. He has a direct line to that market with his brother who is the director of the local flight school. Mark is on the founding board of the ACFPULS (French glider certificaiton) and is still actively involved as its secratary. Fred talked to Mark about the status of paragliding today. What is happening with the production of Paragliders in ~ Europe?

IQ I

Just as the market growth is going to slow down the performances are going to evolve less than before. Gliders will be nibbling along in this direction but we are going to see gliders with more stability,

fol

Europe for along time has been the major producers of paraglid ers in the world, we thirtk that European production is 60% of the worlds market, however more and more European manufacturers are having their gliders manufactured in either Asia, the eastern eruopian countries, or in Israel. Lets talk about numbers, the production should be between 25,000 and 30,000 gliders in Europe of which 7,000 to 8,000 are for France. Why have the French manufacturers formed an association?

IQ I

In the begining it was to put the French certification in place we were struggling with a very strong protectionism in Germany, the German label was extremely difficult to obtain because of long delays and waits. We were by far the major country producing paragliders and the situation to became unsupportable. Besides we very quickly realized we could work in oiher areas ihan simply certification. Today the ACPUL orginazation works by committee in different areas like: Competition, safety, teaching, market studies etc. The fact that we gathered together allowed us to have privileged contacts with local government administrations. We were more important and organized therefore much more efficient. Finally we were able to create amongst ourself a climate of confidence while still remaining competitors, something which allowed us to go forward in many areas. Is the association open to foreign manufacturers?

more prec1S1on, etc. For us manufacturers it is our chance to keep our customers and to seduce new ones. As far as competitions go, they are going to be for a very small minority of pilots with quite very high standards. A large part of the pilots will choose to fly locally, in nice conditions and they will be ready to do a few friendly competitions which are on your level. Speaking of competition, What does it bring you?

IQ I

Of course, to be part of the ACPUL you have to be sponsored by two manufacturers and voted in by 50% of the members. The certificaiton testing process is available to any one and can be used by anyone. In a few words what conclusions can we draw upon the ~ situation of the sport In Europe after 5 years of existence?

For us competitions were not necessary until now because we have always had our accent on gliders for the general flying public. Now we think that we are going to get involved, not with a commercial object but with a view in the spirit of adventure. Competition is a fonnidable laboratory test bench and is also a way for a company to get alot of publicity. It is also a means for a company to have a showroom. But I would like to emphasize again that there is very much of a direct commercial interest because competition gliders has nothing to do for the market for the gliders for the general public. You see when I say

fOl

On the European scene I thirtk that the market is going to stabilize and the numberofliscensed practictioners is not going to increase. Concerning pilots, is that they have reached a certain level of maturity at least as far as the general public gliders go. The majority of the manufacturers are offering intermediate gliders whose performances are

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paragliding should grow up that is what I was talking about. Paragliding should remain a pleasure for most of the practictioncrs and we shouldn't try to sell them something for which they have no need.

Paragliding Is starting In many countries, What are the errors to avoid? We have to avoid rushing into it. In Europe the initial euphoria lead certain pilots to skip a lot of steps, unfortunately encouraged by some professional people in the industry. Pilots need professionals to listen to them and who give them advice. The market is now too disordcly. We'll sec the arrival of dangerous gliders, we'll see certain elementary principals of safety being completely forgotten and we'll see the arrival of accidents that could have been avoided. The activity is still young and needs to have the time to ripen tranquillity. Does Paragliding require a Bong apprenticeship?

Here is one of the things we have learned; everyone agrees that long progressive and rigorous training like in a hang glider or a sail plane is needed. The problem we run into with paragliding is that it is very easy physically. It's not that you !mow how to take off, tum and land, that makes you a pilot. To adapt to the third dimension one needs time. Air and mctcrology cannot be learned in a few flights and the inevitable incidents that arrive in the life of a pilot can have extremely grave consequences if the pilots is not ready to deal with them. All the other aviation sports require a long learning period and there is absolutely no reason that it should be any other way with paragliding.

As a manufacturer, What are your priorities? When you're a paragliding manufacturer you have got a very great responsibility for the clients; it's a constant worry to us to imagine who, knows what type of accident happening to one of our gliders, therefore is is my first priority to design gliders that will allow

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me to sleep at night and to sell paragliders which are in exact confirmity with the design that I have made. Also I try to have rigorous relationships with my distributors and the schools in which I work. You can't sell a paraglidcr like a bicycle, the manufactures have to be vigilant from the bcguining to the end of the chain.

If you have three bits of advice to give to future paragiding pilots, What would they be?

1. To completely understand that paragliding is an air sport and not just fun. 2. You have to make sure that the people you are dealing with are trustworthy in the same manner that you would be careful when buying a car. 3. You have to stay humble. You have Lo know enough to remain humble before the air conditions and to accept the level in which you fly. There is no shame in flying like a family man all your life; on thecontrary il is a sign of wisdom.

(Editors Note: I was able to interview several of the lop manufactures! designers in France along with some people involved in certificaiton of glidersandpublishersofmagazines. Thesamethemewasrecurring; safer and more docile gliders for the public, using level] gliders for competition only! More emphasis on pilot skills & better training programs.)

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HAVE YOU HEARD?

DO YOU KNOW?

You can subscribe to Cross Country Magazine, Skywings, and Vol Libre through the office of this magazine. Save money and be informed, call today.

About a well known British rock climber - who is working with paraglider pilots making a video documentary. This climber was to descend the Mont Blanc side of Chamonix in a paraglider. While launching in his climbing harness a delicate part of his anatomy became trapped in the leg webbing causing him severe pain. In the air he began to squirm around to ease the pain as he reached down to readjust the webbing he somehow abraded some skin causing bleeding. When he saw the blood he fainted! The glider flew itself into a tree. The pilot needed to be rescued after coming to.

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SALES: ITV •Edel • Second Chance 'Pocket Rocket'• Brauniger and Ball Variometers

" GUIDED TOURS: San Diego• Southern California• Mexico• etc., etc.

Al J

JES • KEN BAIER

151 Tamarack Ave. • Carlsbad, CA

(619) 720-9775

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The two Winglets reduce the size of the vortices created by the wingtips resulting in less induced drag. Additionally, the Winglets improve spanwise shaping and add lifting area to the canopy. The very smooth and flat spanwise shape of the canopy leads to higher lift performance. The quadruple cascading of the suspension lines results in the use of the minimum number of lines and reduces line drag while it maintains the most accurate trim and airfoil shape, chordwise and spanwise. The use of the best available materials combined with parachute construction techniques adds to the performance and durability of the Birdwing 300 series. Flying a Birdwing 323 or 325 will convince you of the performance and handfing advantages these canopies have. Please contact Para-Flite or the nearest authorized Para-Flite dealer for additional information.

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PAR~F~~ Incorporated 5800 Magnolia Avenue• Pennsauken, NJ 08109 U.S.A. (609) 663-1275 • TLX 831355 • FAX (609) 663-3028

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