APA Paragliding Vol2/Iss3 May/June 1991 by US Hang Gliding & Paragliding Association

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Featuring news from the American Paragliding Association

Vol. 2 No. 3 May/June 1991

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published six times per year Publisher and Editor Fred Stockwell

Graphic Artist Craig Stokes

Paragliding, The Magazine Editorial, subscription and advertising information:

3314 West 11400 South South Jordan, Utah 84065 (801) 254-7455- FAX (801) 254-7701 Cover Photo: Andre Bucher flying a UP Vector on the California Coast. Photo By: John Heiney

Subscription rate for the USA : $24.00 Overseas subscription rate: $44.00 (postage included) PARAGLIDING, The Magazine is published for members of the paragliding community as well as other interested parties. It is the official voice of the American Paragliding Association. (APA) Article submissions are welcome, however Paragliding, The Magazine, reserves the right to edit any contributions. Further, The magazine reserves the right to edit any advertising which may be deemed objectionable or damaging to the publication by the staff of the Association. The magazine and the Association do not assume any responsibility for the contents 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 subscription price of $26.00 per year by: PARAGLIDING PUBLICATIONS, INC. 3314 West 11400 South, South Jordan, UT 84065. Absolutely no articles, advertising, photos or other published material of the magazine may be reproduced in any manner without express written permission of the publisher. ©Copyright 1990 PARAGLIDING PUBLICATIONS, INC. All rights reserved. POSTMASTER: send address changes to: Paragliding, TheMagazine3314 West 11400South,South Jordan, Utah 84065.

Paragliding, The Magazine

FEATURES

4 5 11 12

Letter From The Editor Sun Valley Idaho ... Great Mountain Flying by Paul Potters An untapped Source For New Flying Sites? by Bob Kooser Flying With Radios

30 35 38

First Altitude Flight

Risky business by Ed Pitman

High Desert Paragliding A pilots guide to Pine Mountain, Oregon. by Peter Keane

European Update An interview with Michel LeBlanc Designer ITV.

Flying U.S.S.R. by Anato/y Antipov

27 28

Some New Paragliders Shasta Lake Splashdown by John Yates

Torrey Pines Paraglider Races 1991

Defining Stalls And Spins

When In Doubt Get It Out by Bob Schick

40 44

Measuring Paraglider Performance by Klaus Hauck Alaskan Extremism by Brucxe Hamler

byJ.G. Smith

The New ACPUL Certification Program

by Ken Baier

by Ralph Richardson

ACPUL Parachute Safety Tests

46 55 57

U.S.H.G.A. New Ratings Ailes de K Coming To America Rio de Janiero, Brazil

DEPARTMENTS

7 17 42 47 60

Flight Lines A.P.A. News Manufacturers And Distributors Update News And Noteworthy Classified Ads

Howls Doing?

The APA is representing your paragliding interest to local, state and national authorities and organizations. Paragli.ders ARE the APA. The APA is founded, guided and run by paragliders with their desire, interest a nd commitment to the sport of paragliding foremost. The APA has created and implemented pilot proficiency programs to make it the most exciting sport with the best safety records . An outstanding records has been already achieved and been recognized by the insurance carrier. The APA has purchased insurance for the pilots and their own sites and is awaiting the issuance of the most cost

effective policy. The APA will share expertise and knowledge with other foot launched communities like the USHGA to make both sports safer. The APA will offer all the benefits associated with other national organizations. But we must do more. Guaranteed site access to fly next year will become one of the major objectives to be accomplished. Existing programs have not accomplished that. Aggressive and professionally supported programs must be developed and implemented to make sure our sites aren't closed. The APA's rating fees are the lowest in any flying association (i.e. 33% LESS

than USHGA) as our members are not charged unnecessary for improving their skills and experience. How did the APA accomplish all that despite the warnings of others that it can't be done? Through youur support and young dynamic personalities we are achieving our goals. Are we going to merge with the USHGA? It depends on whether the USHGA can provide the same interest, representation and benefits for the sport of paragliding. Will we be able to maintain our own identity? That decision will be made in 1992 at the earliest.

Dear Readers & Pilots, Yes, as you may have noticed we are late going to press. We had too much good stuff this time and cutting stories or leaving out photos was not what I wanted to do, so ... The magazine has grown. It is now 12 pages longer for your reading pleasure. The magazine will still be published six times a year as we enter our second year. With the growth of our sport and more foreign companies coming to america maybe we can go monthly next year. You are invited to send

your comments to our new section called Flight Lines. We hope this open forum will give voices to issues and opinions that might otherwise be overlooked. It is my hope that through this type of communication we can have a better understanding of the needs of our pilots and the direction of our growth. In reading your letters I realized that the potential merging with USHGA is still a very controversial issue. I hope that through this magazine we can achieve the basis for co-operation and co-existence as pilots no matter what wing we choose to fly. To this end I will publish new ratings earned by USHGA members of the paragliding division, and USHGA will give its members the opportunity to receive this magazine with their membership. The sport of paragliding is growing at an exciting rate. Even though

we have a very good program for training and certifying pilots and instructors we are bound to su:ffer some accidents. So far this year we have seen and heard of too many. The majority of serious accidents seem to involve pilots of experience, not beginners. I can only say please use caution and good judgement in trying out new gliders. If you stay within your margins, you will be around to have more fun. My best wishes go out to Alec Gordon for a speedy recovery.

In closing I want to express my sincere thanks to all of you who have sent in stories and photos. It is my goal to have this be a pilots magazine. Smooth lift. Cheers, Fred Stockwell

Paragliding, The Magazine

Sun Valley, Idaho .. .Great Mountain Flying story &. photo by Paul Potters

Sun Valley, Idaho. Mention that place and most people will th ink of skiing, skating (anyone remember Sonia Henie?) and movie stars. This is the resort that was created at the decree of Union Pacific's Averill Harriman in the 1930's and was marketed to the American public through the liberal use of freebies to Hollywood 's most famous. A stroll down the hallways of the Sun Valley Lodge reveals a gallery of photographs of the most familiar stars of the 1930's, 40's, and 50's. Gary Cooper, Cary Grant and Marilyn Monroe all were regular visitors . Then , of course, there was Hemingway - Sun Valley's most famous resident. Legend has it that he wrote "For Whom The Bell Tolls" while staying at the Sun Valley Lodge. His house on the Big Wood River, where he made his final bloody statement is now headquarters for the Idaho chapter of the Nature Conservancy and his grave in Ketchum's cemetery still draws visitors from world over. A monument on Trail Creek serves as a place of solace for both tourist and local.

Collin Zink Flying an ITV Meteor - Sun Valley, Idaho Today, however, Sun Valley and its sister city down the road Ketchum, are quite different. We still have our fair share of the rich and What is flying like here in the land of famous potatoes? famous and the Casino bar holds down the tradition of the Imagine a mountain valley thirty miles long with numerous old western saloon but what drives this town is sports not side valleys all surrounded by two thousand to three glamour. Just as skiing was the hot new sport from Europe thousand foot sage covered ridges and bowls. Faces are in the thirties, paragliding is the hottest new sport of the exposed to all compass points and only the north sides have nineties. Since Steve Tenny first launched his Feral 9 off enough trees to worry about. What is flyable is limited only Baldy's Summit in 1987, paragliding has grown so that now by the distance one wants to walk. The mining boom of the we have a strong local club which works to protect and exlate nineteenth and early twentieth centuries has left an abunpand our many flying sights. For the last two winters the Sun dance of mining roads and the less energetic of us have Valley Paragliders have been instrumental in opening the ski joined our hang gliding brethren in driving up some of these area to flying in the winter and now with the installation of a spectacular ridge tops. Once on launch the pilot has the control tower at Freidman Airport the club has become the option of a long and scenic sled ride if he launches early, or only liaison between the entire soaring community and the if he has the skill and courage, he can wait until its going up ever threatening bureaucracy. Although the problems that and soar until he or the FAA demand a stop. This is thermal plague our fellow pilots in more populated parts of the country country. Those big bowls and faces put it out, and when the are beginning to be felt here, it's still pretty much our own lapse rate is right, they put out big and high. Cloud base on private Idaho. On a typical day at any of our sites the visitor the average summer's day is over sixteen thousand ASL. The would find only three or four hang gliders along with two or altitude record for hang gliders at Greenhorn Gulch is seventhree paragliders in the air all day! teen thousand five hundred feet ASL. That's ten thousand Paragliding, The Magazine

feet above launch : twelve thousand feet above the valley floor. Each day the pilot ventures out he should be prepared to peg his vario numerous times. As can be surmised , confidence in strong thermals and a reserve are mandatory equipment for the paraglider pilot. It's not all big balls and burley air, however. Evening flights off western exposures offer great opportunity to build those skills needed to fly earlier in the day, and because of our location on the western edge of the time zone (due south in Nevada , they're on Pacific time), a summer's day of flying doesn't end until 10:00 p.m. Thus between early morning and those hours after 4:00 p.m. the aspiring pilot can find suitable conditions in which to enjoy his sport. The future for paragliding here in Sun Valley will certainly be exciting . We're just beginning to explore the many cross country flights . No one as yet has attempted to approach the altitude record set by hang gliders and the rumor is that in the summer of 1992 the Sun Valley Company will open its high speed quad chair to the top of Baldy. That will give us a 3200 foot launch on the bus route. The visiting pilot will have the opportunity to stay in a small mountain village with little traffic at the base of a large ski area. He will be able to choose from riding the ski lifts or hiking to his preferred launch sight. There will be numerous cafes and restaurants in which to while away his hours on the ground . He may even see a movie star. P.S. Because of the new control tower at Freidman Airport, what was once controlled airspace is now regulated. Visitors are asked to contact a member of the Sun Valley Paragliders before flying so that proper protocol is observed. For more information call Peregrine Adventures Paragliding, Inc. 208-726-9549 or 726-3868.

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Dear Editor, - - - - Lately I have felt the ever increasing need to express my concerns regarding the apparent direction that sales and instruction have seemed to take recently. It would appear that though many instructors, dealers and manufacturers still maintain the high level of integrity and responsibility necessary to sustain the safe, conscientious growth of our sport, there is a growing number of those who perhaps have lost sight of our goals as a national organization due to excess focus on less important desires relating to business competition and financial gain. Our statement of Mission clearly states that the APA was "... established to promote, maintain, and preserve the safe and heal thy growth of the sport of paragliding in the U.S." If this is still our intent, and I am certain that it is, we need to take a step back and reassess the current situation. Can any ofus commercially or even just recreationally involved in paragliding afford to let our standards of safety and hard earned reputation of responsibility be jeopardized? Already this year there have been several accidents, too many of which can be directly attributed to poor or inadequately trained pilots using or attempting to use canopies rated well above their skill levels. Doesn't this seem to be a rather blatant example of commercial irresponsibility? Perhaps I am mistaken, (and please conect me if I am), but I have long been under the understanding that canopies should not be sold to untrained pilots nor should expert rated canopies be sold or lent to beginner or intermediate pilots who have not received the training necessary to safely handle them. I personally know of not one but several situations where level 2-3, 3 or even totally unrated canopies of an obvious expert level have been sold or sent for Demo to pilots with only Class I rating or less. Is this something that should be allowed to continue? What about the several cases of instructors handing out ratings without actually witnessing the tasks required? Or what about pilots repeatedly ignoring those in authority over flying sites or LZ's? Or what about instructors who continue to instruct without the benefit and increased knowledge gained from certification? Does any of this seem wrong to

1Paraglillh1g, The Magazine

anyone else? Not only can actions such as these ultimately result in loss of ratings or flying sites but even worse can result in the loss oflife. I personally could not deal with that on my conscience. Perhaps the APA should provide a set of standards for us in black and white to help us continue to regulate our sport before the situation worsens to the point of outside intervention and we lose the freedoms we have earned and gained through responsible selfregulation in the past. In an attempt to personally avoid unsafe or unethical practices I have tried to follow a few guidelines that allow me to sleep at night. Here are just a few: • Always instruct and sell with safety foremost in mind.Work with and never against local site authorities, (land mangers, rangers, clubs, etc). • Sell canopies only to trained pilots. • Never sell a level 2 rated canopy to anyone less than a Class I pilot. • Never sell or loan a level 3 canopy to anyone less than a Class II pilot. • Never teach or fly in conditions outside the students or my recommended limits. • Never sell a canopy to anyone who has been refused purchase from another instructor, school or dealer. I strongly feel that, with few exceptions, pilots should purchase their equipment from those who know their personal skills and limitations best...their instructor. • Always be aware to NEVER let personal pride nor financial gain ever cloud my vision of safety as it relates to myself, my students, my customers, and my fellow pilots. This is a partial list highlighting the main points of what I feel is ethical. Perhaps it would behoove all those involved commercially in this sport to take some time and write down what they personally feel they could do to enhance safety and avoid the needless loss of life or limb through ethical negligence. I sincerely hope that the rest of the year, as well as years to come, might bring us all nothing but good lift and safe flight through increased awareness and higher standards of commercial responsibility and quality instruction. Sincerely, Clark Saunders Regional Director, Alaska

Dear Editor, - - --

As a hang glider pilot I'd like to encourage the APA and concerned pilots to work for a separate organization to represent their interests. The current relationship with USHGA should remain an interim one and I do not support the merging of two sports. In the formative stages of paragliding in ~his country, it might seem useful to have na established framework, such as USHGA, to handle the bureaucracy of '1egitimizing" a new form of flying to the landowners and government bodies that mange the sites we want access to. In the beginning, it probably is better to develop such a relationship between the sports. Paraglider pilots can benefit from the hard earned lessons hang glider pilots have learned over the last two decades, and hang glider pilots can be assured that the introduction of paragliders at existing hang glider sites will be done with a minimum of friction. The picture changed a few years down the road, however. Despite the similarities in our sports, the differences are real and I believe they will tend to separate us, more with time. Pilots who fly one or the other type of craft (and that will probably always be the majority) may have a casual interest in the other half, as I myself do. But that crossover interest in minimal. I scan the magazines covering paragliding, but not with the same interest I do each issue ofHang Gliding. It's like when I pick up a copy of Soaring (the sailplane magazine). It's nice to see what other glider pilots are doing, but I can't relate from my own experience with all the drama, problems and joys of their sport. And I have no interest in the equipment ads or reviews. I'm an active officer in a local hang gliding club and I devote a lot ofmy time to issues that concern us. I can't imagine spending even more time on any issue that, say, only affected paraglider pilots,just because I'm a volunteer and I don't want to spend any more energy on issues that don't involve me personally. Because of the quite different needs in terms of launch and landing requirements and the performance differences between the two craft, a lot of problems will result as these needs are addressed by clubs. As a paraglider pilot, let's say,

active in a "mixed" club, how much of your time would you want to spend opening a site that because of glide ratio to an LZ, could only be used by hang glider pilots? Our local club voted to not actively involve itself in paragliding, but to act in an advisory capacity to paraglider pilots who wanted to establish their own club and apply for a Use Permit (we fly a site in a state park.) It means a little more work for paraglider pilots but I think in the long run we'll all be happier running our own show. I think the same can be said on a national level. One issue that is sometimes cited for combining the two sports is that our larger resulting membership base will have more sway with he FAA. USHGAnow has, what, 10,000 members? Will 20,000 or 25,000 be a significantly greater number that the FAA will suddenly change their relationship to us? I think not. Maybe with 50-100,000 members we could have more sway, but more likely we11 stay small potatoes to any Federal agency. Back in the early days of hang gliding there was argument for combining it with the Soaring Society of America, the sailplane organization. The same reasons were being touted then as we hear now for combining paragliding and hang gliding. In truth, hang gliding might have gained from the experience, but I don't think sailplane folks would have anything to show but a whole new selection of headaches from pilots who soar, but in a very different way from them. Having spent time truck towing from Hobbs, New Mexico, on the home airstrip of the SSA, I can say that few, if any, sailplane pilots are bemoaning those two sports going their separate ways. But we all have a lot of respect for the flying and the accomplishments of each other's mode offlight, and I think paragliding and hang gliding will best proper in the long run if a similar separate and dedicated organization prospers for each. Good lift, Bob Reiter, Berkeley, California

Dear Editor, We appreciated your call this week asking us our thoughts about the critical issues in the future of paragliding here in the United States. As we have said in the past, we feel that the most important single issue, and the biggest challenge for the sport of paragliding is safety. Growth will come, whether

we work on it or not. Paragliding is just too much fun, and too accessible for it not to grow over the next few years. What we won't have, unless we work very hard on it, is an acceptable safety record. The recent history of paragliding in Europe proves that, as does the history of20 years ago of the early development ofhang gliding here in the United States. Already we have pilots who have little experience themselves teaching their friends to fly, and supposedly professional instructors selling Level II canopies to brand new student pilots. We have had some advanced hang glider pilots underestimating the demands of flying paragliders in soaring conditions, and some supposedly advanced paraglider pilots hitting the ground hard due to lapses in judgement or inadequate skills. At Wills Wing we feel that the manufacturers bear the ultimate responsibility for taking a leadership role in setting standards of professionalism and promoting safety. We are following in paragliding the same approach to this that has proven successful to us over the last 18 years in hang gliding; we sell only certified canopies, we sell paragliding equipment only through our dealer network of qualified instructors, and we require of our dealers that the equipment be delivered only to pilots qualified to use the equipment safely. In a new and highly competitive business like paragliding, there will al ways be a conflict between short term financial gain and long term success for the sport and for the industry. We have been through this cycle before, and we know from experience that those that pursue the short term financial gains at the expense oflong term goals such as safety will eventually fade away. In the meantime, we hope that manufacturers, dealers, and pilots will choose to support those programs, policies and practices that emphasize safety first, so that together we can safely bring the experience of personal flight to a new generation of pilots. Thanks again, Fred, for the chance to air our views, and for your contributions through your excellent magazine to the promotion of the safe development of paragliding. Mike Meier, Rob Kells, Steve Pearson, Linda Meier Wills Wing, Inc.

Dear Editor, I understand that at a recent APA

board meeting it was decided that the APA would not merge with the USHGA. As a result the USHGAdecided to form it's own separate paragliding program so that essentially we now have two Paragliding Associations in the USA. I think that's sad. There should only be one Paragliding Association in the USA. I was hoping that an issue like this would be fairly considered, and that both sides of the argument would be fairly presented. I don't think that's been the case at all. For example - in the recent issue of "Paragliding, The Magazine", in his article - "A word From The President", Peter Zimmerli is clearly one sided in his point of view. One ofhis points was that if we're considering a merger with the USHGA then why aren't we also considering a merger with Sailplanes and Skydiving? I'm sure the discerning reader would answer that neither of these sports is foot launched and neither shares sites with the same frequency as hang gliding. And then there is the "Ballot" that accompanied this issue. On the back of the ballot, is a section called "Membership Survey". The choice of merging with the USHGA was completely left off. In fact the letters "USHGA" were conspicuously absent from the ballot altogether. It felt very much like a ballot that was prejudiced toward one outcome. The USHGA did a poor job handling the early discussions of this issue which created hard feelings between the two groups. But whatever the reasons are, the results are unfortunate. Now the general pilot members get to be confused by the existence of two independent associations. It's really too bad the two groups couldn't work things out. Maybe they still can.

Sincerely, David S.Behr Bozeman, Montana To USHGA Meet Directors, · I am writing this letter to encourage you to allow paraglider pilots to participate in your upcoming competition. At the spring USHGA Board of Directors meeting there was a great deal of discussion on how to increase the understanding and cooperation between

Paragliding, The Magazine

hang glider and paraglider pilots. It seems clear that the best way to accomplish this task is to fly together! We are not suggesting that paragliders will be competitive with hang gliders in cross country racing, or that they be soared against one another. However, flying them together in the same air will give pilots of both craft a new experience. It will benefit the paraglider pilots to gain some knowledge acquired by hang glider pilots over the years on how to compete. We recommend that the pilots be Class II USHGA/APA rated and have a sign off by an APA regional director to participate. This will insure that you get only the most experienced paraglider pilots currently flying in the U.S. If your contest site is appropriate for paragliders please consider allowing them to fly in your meet.

Good luck with your contest! Sincerely, Rob Kells, USHGA Paragliding Committee

Dear APA Members,

I had the privilege of attending the American Paragliding Association Spring 1991 Board of Directors meeting in Seattle, Washington, as the newly elected Regional Director for Colorado, Wyoming, North and South Dakota. Among the discussions and topics that occupied BOD members during our two days of meetings was the election of Vice President Ken Baier as Director for Region 2, filling the vacancy created when Greg Smith relocated to another region. The Board was asked to appoint Norma Jean Saunders to the position of Examiner. This was presented to the Board as a matter of convenience, eliminating the necessity of Alaskan instructor candidates traveling to the lower 48 states to attend an ICC, or an Examiner traveling to Alaska to host an ICC (only one Examiner would need to make the trip, as Clark Saunders, the Alaskan regional director is already an Examiner). The Board approved Norma Jean Saunders as an Examiner, with several members abstaining. I think it is inappropriate that we now have two husband and wife teams of examiners that have joint business interests that could conflict with the APA regional expansion, and hope that we can avoid repeating such occurrences in the future. Subsequently, I would like to see APA ex-

ParaglidlB11g, The Magazine

aminers appointed more from merit and experience than convenience. Some minor changes were made in the bylaws, and hopefully, copies of the updated bylaws will be available soon. Tandem and Towing were supposed to be addressed but were relegated to the Tandem and Towing Committees of the USHGA. Speaking of the USHGA, I attended their BOD meeting also. It was an eye opening experience. I was accustomed to dealing with our local hang gliders. They are great people, not just great pilots. Could other fellow members of the USHGA be any different? In spite of the fact that they are now beginning to recognize the existence of paragliders, the USHGA still insists that we are different. During the board meeting that I attended, the general consensus among enlightened hang gliders seemed to be that problems stemmed mostly from a lack of information about paragliding, contributing to the fear that paragliders might jeopardize years of hard work dedicated to site acquisition and preservation. Discussion following the Publication Committee report was punctuated with requests that Hang GLiding Magazine not publish paragliding stories, paragliding pictures, or paragliding ratings, including those of USHGA members that were hang gliders. Paragliding ads were deemed a necessary, revenue producing evil. These exchanges were peppered with the term "pure". "Let the Paragliding Magazine publish articles and information for paragliders. Keep Hang Gliding Magazine "pure". It was suggested, by a member of the USHGA Board of Directors, that a complimentary copy of succeeding issues of Paragliding, The Magazine be mailed to the many members of the USHGA Board of Directors. The reasoning being that such an information exchange could only help to resolve real or imagined differences between hang gliders and paragliders. Fred Stockwell immediately agreed. The suggestion was made that a reciprocal arrangement provide complimentary copies of Hang Gliding Magazine to the Regional Directors of the APA. Get this, there was so much dissention that the suggestion had to be put before the Board of Directors as a motion, seconded, and voted on. 'fhe result was a tie vote. The president of the USHGA broke the tie by voting not to send a complimentary copy of Hang

Gliding Magazine, one of the hundreds that each month occupy more and more warehouse space, to the dozen or so members of the APA Board of Directors. So, let's not jump to any conclusion about how warmly we are being welcomed into the fold by the USHGA, or whether or not we will be accorded equal status. I personally believe, having seen evidence with my own two eyes while living in Europe, that we will vastly outnumber the USHGA here in the United States. I think that we should gratefully accept and continue to pay them for their assistance, thank them profusely, and keep an open mind about the future of paragliding in the United States. In the mean time, we should strive to continue improving the American Paragliding Association, as yet imperfect, but still our own independent and soon to be member represented organization. Sincerely, Steve Byers, APA Director, Region 6 Colorado, Wyoming, North and South Dakota

Editors Comments, --- - - - - - -~

The preceding letter from Mr. Byers contains several inaccurate statements which I must comment on. First, Norma Jean Sanders was not appointed out of convenience. Norma was one of the first pilots in the U.S. and a founding member of the APA. She and Clark have done a lot to promote our sport sensibly and safely. They started the first Chapter Club of APA" Arctic Air Walkers". Norma is a true professional instructor doing a professionaljob. We should all aim so high! Second, Clark Sanders is not at this time an examiner, nor has he ever been. Dear Editor, · - -

Steve byers has made the gross assumption that my tie breaking vote, on what I considered an extremely minor issue, was based on some sort of negative attitude that I have towards paragliding. However, what Steve doesn't realize is that in 1991 I have had more paragliding flights than I have had hang gliding flights, that I have been very involved in

ensuring that a tandem paragliding program gets properly developed, and that one of the over riding factors of my taking on the position of USHGA President was my desire to see paragliding developed into a self-managed organization. Since hang gliding and paragliding are so similar, and the fact that they will be sharing so many sites, it's important that the president of the USHGA have a sincere interest in the future developments of both sports. I have that interest. In checking the USHGArecords, I have found that all but 3 of the APA directors are current members of the USHGA and are already receiving their own copy of Hang Gliding. however, since Steve is one of the three directors that has not chosen to keep his USHGAmembership current, if he (or the other two) will contact me directly, we can discuss getting him a subscription to Hang gliding. Greg Lawless USHGA President

Dear Editor, I attended the APA-USHGA meetings in Seattle. I left with a strong feeling that much of the information (rumors) I had heard regarding the APA, prior to this meeting, were unfounded. I believe this information is disseminating by arm chair critics. These same individuals could not possibly have a clear picture of the APA start up. I can see much time and effort was needed in order to get the organization to its current state. Like all start ups, many mistakes were made along the way. The fact is most start ups fail. The APA has succeeded. It has gained recognition and established a forum which is helping keep our sport safe. As with all pioneers, the APA pioneers have received their share of arrows. However, no mater what the motive (fun, profit, enjoyment of the sport) these pioneers should be proud in having established the APA. As a result of the AP.Ns existence, we can now e!ljoy: • A) An increased number of flying sites open to paragliders. • B) Increased awareness of flying rules as a result of certification criteria. That's the big picture.

Regards, Bob Evans, Shywalk, California

Dear Editor, I was excited to be able to attend the APA and the USHGA BOD meetings which were held in Seattle in April. Since 1987 I have been an active participant at these meetings and have enjoyed being part of the growth of our sport, paragliding. I felt theAPAboardmeetingwasquite successful in addressing many of the urgent needs and problems which face paragliding today. However, during the meetings many APA members had an opportunity to speak on a variety of issues, but the important issue of "What is the direction of the APA and the USHGA?" never came clear to any of us. The membership as a whole is unsure of the future of any merger of the two organizations. The issue needs our immediate attention. It is hard for us as APA members to know at this point if the majority of the USHGA board has our best interests at heart. Hence we stay separate entities for the time being. But, ifit is indeed our intent to merge with the USHGAin the future, then certainly we should treat each USHGA board member with respect. This respect does not mean we should not work hard and push for what we as paragliding pilots need, but rather when do we make motions and debate on topics, we should be willing to listen to the opposition ... as much as we would want them to listen to us. I was more than a little distressed by the attitude of some of the APA members. Their manner during the meetings and on the breaks was openly antagonistic and aggressive. In some cases I never fully understood what the source of the problems was, but rather than attacking the debating parties verbally or stewing silently over things you feel strongly about, I believe had these people stated their opinions and proposals in a confident and quiet manner they would have been much more persuasive. It will be only through careful listening and developing an understanding of each other's sports that either organization can hope to benefit the other. The APA is at a crucial point in its organization, direction, and development. In order to present a unified image not only to USHGA but to the general public, I feel it is vital for us to work out our personal differences in the APA meetings and by sharing ideas, problems, and suggestions with each other in social settings. This would make the BOD meetings a place where goals are

accomplished and work gets done instead of an arena for displaying conflicts. On the whole these meetings seem to reflect to me that both organizations want the best for all pilots: the safe and healthy growth of foot launch aviation. It has also become apparent that the people who have been dedicated to the APA for the past four years are not in it for personal gain, but rather to continue to promote and develop this sport safely. With more instruction available than ever, and the recent clinics which were held especially for the hang gliding community, a better understanding of paragliding has begun. Now we need to nurture this seed and he] p to shape its future. Sincerely, Norma Jean Saunders APA Class II Instructor, Examiner Alaska Region I Dear Editor, - - -- ~--~ --- - - -The APA recently purchased insurance that is nearly identical to the USHG.Ns. While this may good news, it sends a signal that perhaps we don't want the two organizations to join together. I would like to see the two become the USGHAPA. I fly both types of gliders and fly them at the same sites. The ruling bodies accept paragliding as a form of hang gliding. I believe that the political administrative and financial power of one organization would be better for both sports. I also would only have to pay dues once! Paragliding has caught on so well in the hang gliding community that representation at the Board Meeting is assured. The AP.Ns greatest weaknesses have been the procurement of flying sites and the prompt and accurate administration of pilot rating cards. These problems can be addressed. This is sure to be a topic at the next board meeting. Respectfully, Ken Baier Vice President A.P.A.

Paragliding, The Magazine

by Bob Kooser USHGA Hang II, APA Class I o Tom, did you hear about the new 1800 foot vertical flying site that just opened on the Colorado Front Range between Denver and Colorado Springs? No, but I'm driving through Colorado this summer. Tell me more. Well, Ron Wilkinson, a hang gliding instructor and two other hang glider pilots recently earned their Class I's and were looking for a site that doesn't take half a day to get to. Ron has worked with the Forest Service folks to open hang glider sites and approached them for permission to open a paragliding site. In less than two months they had received permission, cleared a NE and SE launch on top of 0500 foot Mount Herman, and were flying into a 10 acre LZ at 7800 feet - all on National Forest Service land. Wow! How did they do al that in only two months? To cut even one tree around practically requires an Act of Congress.

1991 Tour of France and Switzerland August 8th thru 19th Fly Verbier, Chamonix and other famous sites. $2350 ($1950 with glider purchase). Price includes airfare, transportation, accommodations, guides, lifts and over-water manuever clinic for your class II sign offl Slightly different arrival or departure dates can be accommodated. Rentals are available. $1000 der.osit required. Mail to Cary Mendes, 1271 Avd. Flor1bunda, San Jacinto, CA 92383. 714-654-8559.

DEALER

Well, I did leave out one detail. Back in '89 there was a forest fire that races up the east side of the Mount Herman. The Forest Service saw clearing the dead trees from the launch sites as just speeding up the natural process of forest regeneration.

All major brands of equipment including UP, Wills Wing, Excalibur, Aerolite, Ball and Sentek instruments. Try them over Soboba.

How can I get more information about the site and what's it called?

Solar powered airspeed indicator that mounts on front riser! Glider stuff sacks $39, Accelerator for harness, Paramitts that velcro on to brake handles $32. FM radios (wide freq. band).

The Mount Herman site is located several miles west of the town of Monument, about 10 miles north of Colorado Springs, and 50 miles south of Denver. Mount Herman road is a dirt road that takes about 15 minutes from LZ to the parking area at 8500 feet. Then, it's about a 35 minute hike up the west side through evergreen forests that weren't even burned in the fire. As with any site, first flights should be sponsored by a local pilot. Contact Ron Wilkinson, (701) 594-0498, for details. Hey, that gives me as idea. The whole south side of the Black Bear Ridge is nothing but dead trees and bushes. Lets go take a look at it this weekend. Maybe the Club could talk to the Forest Service and we could get something going. You know, I bet there's lots of sites like this just waiting to be discovered.

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Paragliding, The Magazine

it By Ralph Richardson

n recent years more and more paraglider pilots have discovered the benefits of flying with radio communication. They are increasing the enjoyment of flying while improving their margin of safety at the same time. The advantages are obvious: the instructors give ground to air directions to their students, cross country flyers maintain communication with their shuttle drivers and coordinate a meeting place, and pilots flying the same sight can warn each other of dangerous conditions they've encountered, or the location of the best lift. In an emergency situation having a radio and knowing how to use it can often mean a significant difference in how quickly help is summoned. It is my hope that this article will serve to educate paraglider pilots about what options they have in radio communication and equipment, and to point out some of the advantages and disadvantages of various systems. CB radios are small and light weight, require no license and cost very little. If you are an instructor and only need to communicate with your students at the local training hill, or a couple of flying partners who always stay fairly close together, then CB is probably all you will ever need. You probably won't have any trouble until you try to communicate over a distance greater than a half mile. The small hand-held units just don't have much range. Also, if your flying site is very near a large city or a major freeway all you1l hear are the truckers and the local "good buddies" playing CB games. "That's a big ten-four Papa Bear". CB is also unreliable. One minute your signal will be loud and clear, and the next all you'll get is static. Because the CB frequency has a long wavelength your signal will sometimes "bounce" off of the ionosphere. This is why you might be able to talk to someone 300 miles away, but not your flying partner a mile away at the LZ. FM radios have become the units of choice in recent years. They are smaller and lighter than CB's, and while they do cost more, are built better and are more reliable. Communication is usually clear with little or no interference. The range of these units is sometimes astonishing; air to air contact ofup to 100 miles. These radios are in the VHF (very high frequency) range on the 2 meter band. This means short radio waves that don't reflect or "bounce". It also means that the radio signals are 'line of sight". In other words, as long as there are no obstructions between your radio and your flying partner, you should hear each other. Ground to air contact, with no obstructions Oike mountains) between the

radios should easily have a 25 to 40 mile range. In the one to five mile range, distances more common with paragliding, your communications will be loud and clear, just like talking on the telephone. Range and signal strength are dependent upon two other factors, wattage strength and the antenna. Most of the hand held FM units on the market are supplied with a small, flexible "rubber duckie" antenna. You can buy a higher "gain" antenna that will transmit and receive signals more effectively, but these are usually longer than the supplied antenna and will get in your way and be a nuisance. Wattage power on these radios is usually somewhere in the one to five mile watt range. The higher the wattage, the stronger a signal you will send out. Some radio manufacturers have optional batteries of varying strength as an accessory. You must be licensed to operate VHF radios. Don't panic, if you are a USHGA member you can obtain the necessary license and legally use the Hang Gliding Association frequencies for a $5.00 annual fee. A USHGA observer can administer the test which consists of common sense questions. The three Hang Gliding Association frequencies; 151.625, 151.925, and 151.955 MHz fall within the business band. That means businesses like construction companies, repair services and taxi cabs may be on the same frequency, but because the ground to ground range is short in this band and flying sites are usually far from town you will most likely never have a problem with interference. Frequency selection is controlled in one of two different ways on FM radios. Crystal control radios need a different crystal for each different frequency. These radios often are limited in the number of channels, or frequencies, they can hold. This varies from radio to radio but is usually from one to six frequencies. Synthesized radios allow you to operate on any frequency in the band. These are preferable because you can switch to a quiet frequency if the radio has interference, call up the National Weather Service for the latest weather update, or talk directly with emergency service personnel.

If you want to take your enjoyment and practical use of radios one step further, the HAM radio is your next logical choice. To operate in the HAM band of frequencies on VHF you must be licensed. As of February 1991 the Morse Code requirement is no longer needed, but you still must pass two tests on radio theory. With about four to six

Paragliding, The Magazine

weeks of study this should be no problem. The benefits will be well worth your time. HAM radios are not significantly more expensive than regular FM radios, have all of the benefits ofregu]ar FM, and are loaded with features like programmable memory, scanning function, high and low power settings, and a wide variety of accessories. The HAM band offers literally hundreds of frequencies, most of them never used, and they can be modified to function on even more frequencies. Best of all, HAM's have access to repeaters. These devices are mounted on antennas on top of mountains. They receive your radio's signal, amplify it, and then send it out again simultaneously. They greatly increase your signals range and some even have a device called an auto-patch that allows you to link into the phone system and make calls from out in the middle of no-where. Even from the most remote areas you will most likely be within range of a repeater. Think of what an advantage that would be in an emergency far from help. The best thing about HAM radio is the people themselves. Now don't make the mistake of thinking that HAM's are just a bunch of bored retired folks. They range in age from young to old and all are truly fanatic about their hobby. If you were to have an emergency in a remote area, the HAM frequencies are probably your quickest way to summon help, and the HAM operators are always very eager to be of assistance.

Once you have tasted flight, you will walk the earth with your eyes turned skyward; for there you have been and there you will long to return. Leonardo da Vinci

I've found that the most convenient way to carry a radio while flying is with a chest harness like the ones ski patrollers carry their radios in. This holds the radio diagonally across your chest where it is easily accessible, out of the way, and protected in the event that you have to roll on a hard landing. An attached microphone is a good way to keep the transmit button at your fingertips while flying. You can clip the microphone to your glide's toggle handle and lean over to talk. An even more convenient set up is a VOX. This is a voice activated microphone attached to a small headset. Set the sensitivity control so that when you talk, you transmit. This allows for completely hands free operation which is especially important when your hands are needed elsewhere, like on the toggles in rowdy air! Keep an extra battery handy. I'm not suggesting you try to change a dead battery while in flight, wait until you land. Put a fresh battery in you radio before a long flight or in cold weather. Most radios use rechargeable ni-cad battery packs. An accessory battery pack that holds standard AA batteries is helpful when you don't have access to an electrical outlet or are traveling in a foreign country. Keep your radio transmissions short and to the point. Don't use profanity! Speak in a normal language, don't say "ten-four" or "roger" or other ambiguous CBer language. Let the "good buddies" keep to themselves. The cost of a good radio is roughly equivalent to that of a harness, a vario or a reserve chute. Like these pieces of equipment, a radio will add a new dimension to the sport for you. Any effort you put into developing your radio proficiency now will pay dividends in terms of enjoyment and peace of mind in the future. Safe flying and happy landings.

Paragliding, The Magazine

by J. G. Smith

he date was October 7, 1990, the time was 10:00 a.m. The sky was crystal clear and the air quite nippy this Autumn morning. The launch area intended for this particular morning's flight was on the northeast face of Peavine Mountain some 3,000 feet above the valley floor. The summit provides a full view of Reno and the surrounding ranges. The paraglider LZ is a near vertical drop to the base of the mountain. A Texaco station about four miles away is another LZ which is normally used by the hang glider pilots. With my flying buddy Stan Dempsey riding shotgun, we headed out. We didn't know if the conditions would be favorable as we picked our way up the rough mountain road until we noticed brightly colored wings in the air. We hurried to the base LZ and by the time we arrived everybody who launched had landed. Naturally and impatiently, we offered them all a ride back up to launch. Once at the radar towers we piled out of the 4X4 and trooped out to the launch area. Being a coastal pilot, with this, my maiden high altitude flight, I botched a few low wind launch attempts before I was finally airborne. Once airborne I hooked a good thermal which I computed would allow me to surpass the now elementary goal of the base LZ. Without hesitation, I struck a heading for the Texaco station as I hunted down more thermals to explore.

suspended about 3,500 feet above the valley floor, "whew!" The realization of just how small and vulnerable the pilot and his wing really are dawns on me as I look up at my canopy which supports me. It's all too apparent that this Nylon & Dacron miracle of man's dreams and ingenuity is the only thing between intense excitement and certain death. I reflexively reach for a reserve

chute for an extra boost of assurance. "SHIT!" Where is it? I immediately regret my decision to save money by not purchasing a used handdeployed reserve so I would be able to purchase a new rocket-deployed chute. I remember thinking to myself, "CRAZV IDIOT!" now you may never get that Pocket Rocket! My adrenalin rush increased ten fold and the "pucker factor" set in, "HEYDON'TWORRYWEHAVEAIRBRAKES!" I relaxed a little and I laughed at myself and remembered what has become indisputably my favorite quote of this decade. It goes like this: "Actually the crazy ones are those who witness the realization of humanity's dreams of pure flight and don't have the will to participate". Dennis Pagen wrote that; an apt statement wouldn't you say. I started scanning the valley floor and the sky for signs of thermal activity when I realized my fear had turned into one of the best adrenalin highs ever. About 1/4 mile away in the direction of my intended flight path I spotted one of nature's majestic birds of prey. His lazy circling and the large dry rock field below him were the ultimate clues to a healthy house thermal. Moments later, we're both ascending lazily in giant continuous 360's. Eyeballing each other as we fly together I can't help but feel utterly detached from all restraints but gravity. The hawk, who is cautious but obviously not the least bit scared, actually comes closer to see what the hell this big pink and green monster is doing in his thermal. I swear he was laughing at me! I was about fifteen minutes into my flight now and the LZ at the base of the Paragliding, The Magazine

mountain was definitely out ofrange; on the other hand, with a little bit more of that sweet thermal lift the Texaco station would be a breeze. The turbulence I encountered as I dove out of that thermal reminded me once again that my wing and I are far from invincible. So, green with envy of this magnificent bird's knowledge and aerobatics, I continued on. The remainder of my flight was forecast to be considerable less relaxing and enjoyable than the preceding portion due to three unnerving obstacles. First, a conglomerate of houses; second, the numerous power lines; and third being Interstate 395! Actually these obstacles turned out to be somewhat of a gratuity. Above the houses I hooked a good thermal which assured me that I would clear the power lines with ease. The Interstate also provided a wealth of lift that was very exploitable but only by a veteran pilot. After all, it's a four lane Interstate with a very wide center divider and I could think of nothing worse than being forced down so mew here in the middle. The Texaco station sits on the far side oflnterstate 395 all by itself and provides ample landing space. However, to make a spectacular and memorable landing one must touch down smack dab in the middle of the hustle and bustle. And that was exactly what I planned to do! I estimated my altitude to be about 400-500 feet above the deck when I arrived at the station. Attempting to bleed off altitude I performed a steep spiral dive, which, also provided an exciting spectacle for the large gathering of patrons at the pumps, many of whom had already gassed up and were just waiting for this nut to go SPLAT! Everything was going fine when WHAM! a thermal that seemed like it just broke loose from hell grabbed me. The thrust was so strong I felt like one of those solid engine rockets I used to play with as a kid. Luckily the thermal spit me out and there I was at about 500 feet again. Knowing that lush green grass is a poor thermal producer, I headed over the lawn adjacent to the parking lot. Again I dove. At about 200 feet, I performed a few wingovers and dynamic stalls to bleed off enough altitude so as not to overshoot my landing, and of course, to make a good show for the now even larger crowd of spectators. My final approach went well, and, with the gentleness of a fluff of down, and a near perfect spot landing, I was back on solid ground. With an ear grin which would surpass that of any child after his first solo bike ride, I looked back at the launch area four miles away and the last 32 minutes flashed through my mind with complete and total recall. The crowd shouted and applauded with great enthusiasm as I thought to myself, so that's what all the hubbub about mountain flying is for. Paragliding, The Magazine

For Interpreting and Foreca Your Weather The WeatherCycier Includes: • Slide Chart • Instruction Booklet A durable 8.5"x11 "slide chart that uniquely displays map views and vertical cross-sections through Highs, Lows, and fronts -the broad-scale systems and features that dominate our weather. Sky views and changes in temperature and pressure complete the comprehensive chart depictions. By simply pulling the chart insert, the weather systems are put into their typical movements from west to east. Weather changes are shown for your location as the weather systems pass by. Forcasts can be made and verified instantly by flipping to information displayed in two windows on the back side of the chart. Constructed of rugged calculator board with six metal eyelets and printed in four colors. Accompanying four-page instruction booklet describes the basic causes of weather and explains step-by-step how to use The WeatherCycler.

If you re a sport aviation enthusiast, 1

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you should join NAA, "the National Aero Clufb of the United States."

itting aboard the American Airlines 767 bound for France, to the U.S. team training camp, I ponder the fear I feel during competitions in Europe. Most paraglider companies pay very good salaries to their team pilots, and to keep their jobs they must do very well, which brings out the animal in them. While that is good for competition it makes for risky business for the pilots. What I can not understand is the risky business that american pilots throw themselves into. It is quite common to see a sky full of pilots at or near maximum penetration or trying to launch into it. Hovering is not the highlight of flying and something I find rather boring. It is those magic air days that we remember so fondly and the prime reason we love to fly so much. As wings become "hotter" (faster), they seem to be going through Class II pilots and instructors faster than they go through the air. This is not a discrepancy of the wing, it is that of the pilots with the habit of flying on the "edge of the envelope". The races at Torrey Pines were great fun, but proved little besides maximum wing loading and penetration. "Ballast to the hilt and go for it!". Jan Stenstadvold on his Nova "Phantom" was clearly the hottest, but was bumped out for sportsmanship. He wasn't the bad sport, and never was, it was the general way there. Jan is a more than fair competitor and always will be, I hope. Had the turn points been moved 1/4 mile further ahead on each end, pilot skill would have been added to the contest. It was for fun anyway and that was it. It is time to begin promoting sensible flying. Our sites need it not to mention general health. While hang gliders can all go over 45 mph, they don't launch into 45 mph winds. The outcome would be to grim and certainly not any fun. But that is what happens most weekends in paragliding. I have seen many pilots doing wing overs and other "edge of the envelope" maneuvers and getting away with it. In a paraglider one of the easiest ways to get a negative turn is to do a wing over and at the top add some more steering input. Had these pilots done flat spins before, it is unlikely they would be doing such maneuvers so close to the ground.

Of course, if a pilot is into flying for thrills or "rough and tumble", they can get it. In that most of us can not afford the medical bills of such practices or have no craving for pain, the itch of a cast or the bind of traction, it seems odd that people are doing what they are doing. As John Bouchard said in one of his videos, "gravity will hold you accountable for your mistakes". A statement that is painfully true! Another that I always remember was told to me by my father when he taught me to fly as a kid. He said "if you don't exceed your own limitations, or that of your craft, you will never have problems!". It held him well through forty years of aviation as a highly respected pilot while he pioneered new frontiers in aviation and developed concepts that are widely used today.

by Ed Pitman

"' Soaring ® Ballooning ® Ultralights Aeromode!ing ® Aerobatics ® Homeblllilts e Parachuting ® Helicopters Hang Gliding @

NAA is the umbrella organization for all major air sport organizations, and represents U.S. sport aviation internationally. It is the nation's oldest and most prestigious aviation organization. Supported by thousands of individuals, aero clubs and corporations, NAA is also the nation's official aviation record keeper, as well as the custodian of many of the most prestigious aviation awards. Gain access to information on all air sports by joining Chuck Yeager, Dick Rutan and thousands of other air sport enthusiasts. Become a memberofthe National Aero Club of the United States. I wish to apply for membership in the

I National Aeronautic Association. I have enclosed my check for$22 ( please enclose I $37 for foreign mailing). I I Name · I I Address : Ci-ty-· - - - - S t ~ ··zrp-··-

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Paragliding, The Magazine

A Word From The President

I F The new flying season is on its way. I wish all of you a great flying season, with many memorable and accident-free flights. The new APA logo appeared in the last magazine was created by Phillippe Renaudin of GMI. It is already incorporated into the new membership cards. We received many complements on it. Thanks a lot Phillippe. We've already received accident and fatality reports and it is up to each pilot to make sure these are our last! Do not fly beyond your skills, experience and guidelines. Paragliders are aircrafts and must be operated within their own envelopes. What you can do with one canopy you can not do with the next canopy. Ask your instructor, consult the flight manual and other experienced pilots that are flying the canopy. It is a skill to achieve a pilots rating and it is another skill to operate each paraglider. Above all, it is essential that we avoid accidents and incidents. Otherwise we will lose flying sites rapidly, as the owners fear law suits and other threats to their property. Work up in the sky and work down until you are safely landed. The Board meeting was held in Seattle. Several items had been addressed to get this flying season off to a good and successful start. The APA is offering Site Insurance as well. Norma Jean Saunders was appointed as an Examiner. Competition rules are approved and we will have nationals this year in the famous Owens Valley. The general membership meeting will be held in connection with the Nationals. (See calender of events for the official date and place.) We are going to collect additional statistical data to obtain insurance for our schools and instructors in the future.

An official Observer Status was defeated, as the Regional Director can appoint an S&TA (Safety & Training Advisory) for flying sites that serve the same function. A letter went to all Regional directors to appoint S&TAs. Several Class II ratings are in question and the pilots are notified to complete the tasks within 60 days.

Pawagliriii111!!JJ, The Magazine

This action was prompted by instructors that came forward and advised the board they did not know the exact definition of certain maneuvers/tasks and had not required them for a Class II rating. The board strongly pointed out that it is not up to an individual instructor to set rating requirements. Ken Baier came up with a more detailed description of tasks in questions and they will be distributed to all instructors. Also, confusion in interpreting the exact instructor rating between Headquarters and examiners had been decided. It has now been corrected and a Class I pilot rating allows an instructor to rate Class I pilots and special skills (Class I rated pilots). To rate Class II pilots an instructor must first obtain a Class II pilots rating. Upon that Class II pilot rating, he is allowed to rate Class II pilots and Advanced Skill ratings. Tandem was referred to the paragliding Committee of the USHGA as it will operate under their FAA exemption. Once that program is completed we will adapt it. Towing is in the hands of the paragliding committee as well. The committee needs to complete some procedures for the next BOD meeting but the tandem program in principle, is approved. A sub committee for the towing program is in the works for the summer. Many APA directors attended the USHGA board meeting that followed. The paragliding committee will finalize the tandem rating and operational procedure. It will develop a publication to explain how the USHGA works and how to gain access to the flying sites they have. A lot of work was done by your representative. Discussion of the different opinions, led to understanding of the others' views and; problems in his region. I hope this newsbriefhas brought you date on paragliding happenings. Once again make this flying season our best.

Peter Zimmerli, President

ASS0CIATI0N 9 INC. The following companies are APA company members supporting the paragliding community with ther membership. While the APA takes no posJtion 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.

. FE~ CORPORATION

KITTY HAWK KITES

GLIDELLLTD

P.O. :Box 1100 North Conway, NH 03560 J?hoµe:(603)356-3538, Fax:(603)856-3843 Manufacturer; ITV Canopies, Harnesses, Flywear

P.O. Box 1839, Nayes Head, NC 27959 Phone:(919 )441-4124 Sale, School Canopies, Harness, Instruments, Accessories

PAllA-FLITE, INC.

LAMINATED PRODUCTS LIMITED

5800 Magnolia Ave., Pennsauken, NJ 08109 Phone:(609)66,8-1275, Fax:(609)663-3028 M11nufact;urer; Birdwing Oanoptes

17/F, Unit C, Block 1, Tins Center, 3 Hung Chung Road Tun Mun, NT. Hong Kong Phone:011-852-466 0208 Fax: Oll-852-456 1266 Manufacturer; Canopies, Harnesses, Accessories

555 Bryant Street, Suite 256 Palo Alto, CA94301 Phone:(415)424-9704, Fax:(415)424-9704 Jmporter, Distributor, Sale, School Canopies, Harnesses, Instruments; Flywear, Accessories, Media

MARIPOSASPORTS INC, P.O. Bo; 188, ~hasta, CA 96087 Phoµe:(916)359·2392, Fax;(916)359-2397 Im.porter; Loft Oo~t, Infern<l, Edel and Para-Delta Canopie~, Harnesses, · :Reserves,Accessories

FIREJJlRD USA P.O. Box 1234, Boulder, CO 80308 Phone:(303)440-0808 Itnporter, Distributor; Firebird Canopies, Harnesses, Flyw.ear, Acce,isories, Emergency Canopies

PRO DESIGN USA 2765 Beclwlli I,,n., :Redding, CA 96002 Phone:(916)222-4712 Importer, Distributor, Sale, School; Pro De13ign Canopies, Harnesses, ln&truments, Flywe1:1r, Ac;cessories

K & C HIGH TECH, INC. 6299· 7 Powers Ave., Jacksonville, FL 32217 Phone:(904)739-0042 Importer; Altil?lus Varlas

PA.RAPENTE USA 2442 NW Market St #31, Seattle, WA 98107 Phone:(206)GOSKYHI School, Importer, Distributor, Sale Canopies, Harnesses, Instruments, Flywear, Accessories, Media, Travel

SKYWALK 44 7 Lumbert Ave., Palo Alto, QA 94306 Phone:(415)493-3192, Fax:(415)493-3192 Manufacturer, Dealer; Spirit Canopies and Harnesses

UP INTERNATIONAL 4054 West 2825 North Mountain Green, UT 84050 Phone:(800)COME 2UP Fax:(801)8 76-8003 Manufacturer; UP Canopies

ABOVE & BEYOND 3314 West 11400 South South Jordan, Utah 84065 Phone:(801)254-7455, Fax:(801)254-7701 Instruction; Lessons, Clinics, Towing

PERFORMANCE DESIGNS PARAGLIDING 12650 Softwind Dr., Moreno Valley, CA 92388 Phone:(714)924-5229, Fax:(714)242-4718 Manufacturer; Distributor, Sale, School, Loft Excalibur Canopies, Harnesses, Instruments, Flywear, Accessories, Media

APA 1991 XC Challenge. Contact APA Headquarters. Registration fee $ 25 per submitted flight. Cash prizes and Ball M22 Instrument Panel. .. Sele.ction and Training Camp for 1991 World Team. Contact John Bouchard, PO Box 40.0, North Conway, NH 03860, (603) 356-6907. JMlffi 8 -9: Regiorial Competition in Ellenville is postponed to Aug 18 • 19. Instructor Certification Clinic Salt lake City. Contact Headquarters. Regional Competition in Ellenville NY. Student and rated pilot competition. BBQ on Saturday and much more. Contact Brad Whittemore (201) 703-0404 or Bill Guida (718) 852-5713. World Paragliding Championships in France. Paragliding U.S. Nationals, Owens Valley. Organized by Mark Axen. Class II pilots only. 5: APA General membership Meeting Bishop, California, Contact APA Headquarters.

Oct

APA BOD meeting Salt lake City. USHGA BOD meeting Salt Lake City.

Paragliding, The Magazine

INSTRUCTORS 332 • Patrick Sugrue 115 Apple Grove Enfield, Middlesex 014433664

161 • Anthony Domenico 12650 Softwind Dr. Moreno Valley, CA 92388 (714) 924-5229

351 • Granger Banks 770 Morgan Dr. Boulder, CO 80103-2611 (303) 494-2820

357 • Alan Chuculate Box 83305 Fairbanks, AK 99708 (907) 455-6379

423 • Mark Wright 12662 Softwind Dr. Moreno Valley, CA 92388 (714) 485-2620

551 • Regis Aubert 770 Morgan Dr. Boulder, CO 80303 (303) 444.7533

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

408 • Bradley J, Heinzen PO Box 522 Moss Beach, CA 94038 (415) 726-7459 119 • Andrew Whitehill 488 Manor Plaza Pacifica, CA 94044 (415) 359-6800

630 • Ronald 0. WIikinson 3509 Summer Breeze Dr. Colorado Springs, CO 80918 (719) 594-0498 162 • Steve Byers PO Box 213 Crested Butte, CO 81224 (303) 349-5961

403 • Joe Gluzlnski Jr. PO Box 353 Perris, CA 92370 (714) 243-3634

670 • Robert R. Wardlow PO Box 1871 Crested Butte, CO 81224 (303) 349-6384

276 • Ed Stein 653 Oak Parkway Redwood City, CA 94062 (415) 367-8245 128 • Jeff Greenbaum 463 Silver Ave. San Francisco, CA 94112 (415) 759-1177

114 • Hans Hub Box 1094 Sun Valley, ID 83353 (208) 726-4774

74 • Norma Jean Saunders P.O. Box 1887 Palmer, AK 99645 (907) 745-3097 111 • Mark D. Axen P.O. Box 1632 Bishop, CA 93515 (619) 873-8367 782 • Kevin Klelnfelter 5201 Westeridge Rd, Rt. 2 Bishop, CA 93514 (619) 387-2673 661 • Karl Castle Star Rt 1, Box 188 Crowley Lake, CA 93546 (619) 935-4815 142 • Fred Lawley, Jr. P.O. Box 1226 Del Mar, CA92014 (619) 481-7400 232 • Scott Gressltt 639 Camino El Dorado Encinitas, CA 92024 (619) 943-0274

651 • Cary D. Mendes 1271 Avd. Floribunda San Jacinto, CA 92383 (714) 654-8559 400 • Ken Wayne deRussy 613 N Milpas St. Santa Barbara, CA 93103 (805) 965-3733

334 • Jack Hodges 190 Coral Reef Half Moon Bay, CA 94019 (415) 728-0938

242 • Bob England 12701 Gridley St. Sylmar, CA 91342 (818) 367-7210

266 • Marcus Salvemini 425 Bonair St., #4 La Jolla, CA 92067 (619) 454-0598

71 • Jan Stenstadvold 116 Free Silver Aspen, CO 81611 (303) 920-2449 136 • Dick Jackson Box 819 Aspen, CO 81612 (303) 925-7625

165 • Curtis Woodman 332 Richardson Dr. Mill Valley, CA 94941 (415) 381-4414

9 • Chuck Smith P.O. Box815 Wellfleet, MA 02667 (508) 349-2561 214 • Dale Covington P.O. Box 7843 Missoula, MT 59807 411 • Jeffrey T. Nicolay RFD 2 Box 109 Claremont, NH 03743 (603) 542-4416 4 • John Bouchard P.O. Box 1100 North Conway, NH 031360 (603) 356-6907 66 •Peter Zimmerli 25 Goller Place Staten Island, NY 10314 (718) 698-5138 175 • Phil Pohl P.O. Box 812 Bend, OR 97709 (503) 389-4086

193 • Kevin Arends 1041 ParkAl/e, Eugene, OR 97404-6503 (503) 389-5411 263 • Charles Fontenot 1437Waseca Houst<i>n, TX. 77055-4411 (713) 973.9545

12 • J~y Hauth

1130 East 4046 South Salt ~ke City, U1"84124 (501) 268-9369 101. D.r. ~ory Branham 715 E. 3900 S. Suite.109 Salt Lak.e City, UT 84107 (801) 268-8090 726 • David Frank 55 Hartwell Ave. Sa.It Lake City, UT84115 (801) 484-7565 1 • Fred Stqckwell 3314 W. 11400$. South Jordan, Ui 84065 (801) 254-7455 11 • Claudia Stockwell 3614 W; 11400 S. South Jordan, UT 84065 (801) 254-7455 599 • Michael Eberle So.x4 EUensburg, WI>. 98926 (509) 925,5565 652 • Matk A. Chirico 2442 NW MarMt St. #31 Seattle, WA 98107 (206) 467-5944

72 • Kurt Kleiner

P.O. Box 3707 Jackson, WY e3001 (307) 733-389S 236 • Ash~r Leeson Kaiser 647 Arden Dr. EncinitaS: CA 92024

The following Directors and Instructors signed new members up in the period of March i, lo April 30, 1991 Steve Byers, Peak Performance Paragliding ............ 5 Scott Gressitt, Skydance South Paragliding ............. 5 Jan Stenstadvold, Aspen ........................... 4 Kurt Kleiner, Jackson .............................. 4 Jim Yates, Summit Magic ........................... 2 Chuck Smith, Wellfleet ............................. 2 Curtis Woodman ................................. 2 Marcus Salvemini, Airtek Paragliding .................. 2 Mike Eberle, North American Paragliding ............... 2

Paragliding, The Magazine

David Frank, Salt Lake City . . . . . . . . . . . . . . . . . . . . . . • . Greg Smith, UP lntematlonal . . . . . . . . . . . . . . . . . . . . . . . Greg Pujol, A Plaee of Wings ............• , , . • . . . . . . Marl< Axen, Bishop . . . . . . . . . . . . . . . . . . . . . . • • . • . . • . . Hans Hub, Sun Valley ................. , . . . . . . . . • . A.Whithill, Chantell .......................... , . . . . Ken Baier, Airjunkies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ed Stein, Redwood City . . . . . . . . . . . . . . . . . . . . . . . . . . . Marl< ~right, Moreno Valley ..... ·.· ...... : . . . . . . . . . .

2 1 1 1 1 1 1 1 1

AMERICAN PARAGLIDING ASSOCIATION, INC. OFFICERS AND DIRECTORS PRESIDENT

Region 2

Peter Zimmerli 25 Goller Place Staten Island, NY 10314 (718) 698-5738

Southern California, HI Ken Baier 151 Tamarack PO Box 400 Carlsbad, CA 92008

VICE PRESIDENT Ken Baier 151 Tamarack Carlsbad, CA 92008 (619) 720-9775

TREASURER Jay Hauth 1130 East 4045 South Salt Lake City, UT 84124 (801) 268-9369

SECRETARY Ed Pitman P.O. Box 188 Shasta, CA 96087 (916) 359-2392

REGIONAL DIRECTORS Region 1 AK Clark Saunders PO Box 1887 Palmer, AK 99645 (907) 745-3097

782 • Kevin Klelnfelter Bishop, CA Class I, 3/9/90, M. Axen 417 • Kim Korner Redondo Beach, CA, Class I, 6/25/90, J. Hauth 731 • John D. Breltlnger Santa Fe, NM Class I, 7/4/90, C. Stockwell 491 • Richard Kocurek Jr. Gunnison, CO Class I, 7/18/90, S. Byers 436 • Mike William Johnson Irvine, CA Class I, 10/15190, M. Wright 738 • Todd M. Larsen Redding, CA Class I, 12/9/90, J. Yates 743 • Dan S. Redford No.Vancouver, BC Canada Class I, 1/14/91, M.Salvemini 332 • Patrick Sugrue Enfield, Middlesex, England Class I, 1/18/91, ICC 739 -Robert E. Cureton PH.D.

Northern California Gregg Pujol 1484 Falcon Ct. Sunnyvale, CA 94087 (408) 736-1222

Region 7

Region 12 AZ,NV Walter Benoit 4185 Christy Way Reno, NV 89509 (702) 747-0683

Region 8 OH, IL, IN,WI, MN, Ml Vacant

Region 9 WV, VA, KY, TN, AL,

OR,WA Phil Pohl PO Box812 Bend, OR 97709 (503) 389-4086

MS, GA, FL, NC, SC Roger Coxon PO Box 1839 Nags Head, NC 27959 (919) 480-1835

Region 5

Region 10

UT, ID, NM, MT Fred Stockwell 3314 W. 11400 s. South Jordan, UT 84065 (801) 254-7455

ME, NH, VT, MA, RI John Bouchard PO Box400 North Conway, NH 03860 (603) 356-6907

Region 6

Region 11

CO, WY, ND, SD Steve Byers

CT, NY, NJ, PA, DE, MD Peter Zimmerli

772 • WIiiiam Laurence

Madison, WI Class I, 2124/91, S. Gressitt 754 • Matthew J. Chmlelarczyk Anchorage, AK Class I, 2/28/91, C. Saunders 751 • Maj Elin Storelde Salt Lake City, UT Class I, 3/12191, D. Frank 752 • Matthew J, Morgan Snowmass, CO Class I, 3/13/91, J. Stenstadvold 771 • Luke A. Madsen

Jackson, WY Class I, 3/15/91, K. Kleiner 746 • Christopher Dahl Anchorage, AK Class I, 3/15/91, C. Saunders 756 • Elizabeth C. Hern Redding, CA Class I, 3/19/91, J. Yates 498 • Robert Wortmann East Quogue, NY Class I, 3/22191, J. Nicolay 572 • Charles Joseph Machak Corona, CA Class I, 3/23/91, M. Wright 762 • Carl R. Zapffe

713 • Nicholas J, Bax

617 • John A. Wilde

Ellensburg, WA Class I, 3/24/91, M. Eberle Union City, CA Class I, 3/26/91, J. Greenbaum

25 Goller Place Staten Island, NY 10314 (718) 698-5738

TX, LA, OK, MO, KS, NE, IA Richard Johnson 919 Pecore St NJ, Houston, TX 77009

Region 4

San Diego, CA Class I, 1/20/91, M. Salvemini 760 • Brian Porter Brisbane, CA Class I, 2116/91, J. Greenbaum Seattle, WA Class I, 2124/91, M. Eberle

2(1

Region 3

PO Box 213 Crested Butte, CO 81224 (303) 349-5961

764 • Wencll Starek Greenbrae, CA Class I, 3/27/91, c. Woodman 678 • Chris T. Myall Crested Butte, CO Class I, 3/30191, S. Byers 769 • Brian E. Eagan Salt Lake City, UT Class I, 4/1/91, D. Frank 455 • Joseph Burkemper St. Louis, MO Class I, 4/1 /91, C. Stockwell 640 • George W. Young Santa Cruz, CA Class I, 4/i/91, C. Stockwell 611 • Samuel W. Nowling San Jose, CA Class I, 4/5/91, C. Mendes 780 • Kevin R. Slanlka Aspen, CO Class I, 4/9191, J. Stenstadvold 791 • Chris F. Kohl

Ketchum, ID Class I, 4/14/91, H. Hub 785 • Don Smith Crested Butte, CO Class I, 4115/91, S. Byers 618 • Kathy M. WIide Union City, CA Class I, 4/18191, J. Greenbaum 789 • John Patterson Jackson, WY Class I, 4/20191, K. Kleiner

AT LARGE Ed,Pitman PO Box 188 Shasta, CA 96087 (916) 359-2392 Curtis Woodman 332 Richardson Or. Mill Valley, CA 94941 (415) 381-4414 Tony Domenico 12650 Siftwind Dr. Moreno Valley, .CA92388 (714) 924-5229

705 • Chrl$ C. Cox Crested Butte, 00 Class I, 8/30/91, S. Byers 692 • Colby J. Brlnnon Bellevue, WA Class I, 9/4191, S. Byers: 128 • Jeff Greenbaum San Francisco, CA Class II, 1/15/91, J. Yates 747 • Jeray M. Kanievska

Los Angeles, CA Class II, 2/9/91, K. Baier

251 • Malte Simmer

Haiku, HI Class II, 2112191, C. Woodman 119 • Anclrew Whitehill Pacifica, CA Class II, 2117191, C. Stockwell 263 • Cht1rles Fontenot

Houston, TX · Class II, 3125191, C, Stockwell 719. Christopher A. KQenan Santa Rosa, CA Class II, 4/11/91, C. Woodman

IP,mnglidirog, The Magazine

High Desert Paragliding A Pilot's Guide To Pine Mountain, Oregon by Peter Keane

ust east of the Cascade mountain range lies Or_egon's spacio~s High Desert country. In the heart of this beautiful landscape 1s Pine Mountain, standing at 6,407 feet. It's ideal climate and multiple sights make "Pine" an excellent place f~r paragliding. Anything fr~m ridge soaring to challenging thermal flying can be found here . With the local hang glider pilots regularly flying from thirty to one hund~ed miles or more, paragliding records are waiting to be set! If you enioy

Southeast Bowl SE facing, 900 ft. high. Works well during calm high pressu:e or when a high pressure cell is located east of the area. Walkup site.

Electric Launch SW facing , 500 ft. high. Works well in winter when uppe_r launches are blown out. Launch is difficult due to sagebrush, but 1t has been flown multiple times. Don't get snagged in the wires!

minimal ;estrictions, commanding views of Cascades, abundant wildlife, and no crowds, this is the place!

Weather And Conditions

Observatory Area

Flying in Central Oregon is possible year round, though winter provides the least percentage of flyable days. Spring and fall generally have excellent thermal conditions without getting to wild. Summer conditions can change rapidly during the course of the day, typically becoming turbulent by a~ernoon. Flyi_ ng during thi~ ti_me of the year is generally smoothest 1n the morning and again 1n the evening. Desert thermal conditions probably best describe t~e air at Pine Mountain. Remember, these are general observations, a multitude of conditions are possible any time of year. Anything from good thermals in mid-winter to complete dead air in the heat of the summer have been experienced.

S facing, 1200 ft. high. Should only be flown during calm conditions due to canyon landing. Drive to launch, hike back up.

Runway Launch

SW facing, 900 ft. high. Walkup site. Named for the excellent landing strip found at the base of the hill.

West Bowl

W and slightly SW facing, 1200 ft. high. Excellent spot for fall pre-frontal winds. Good ridge soaring. Walkup site.

Site Directions

North Training Hill

(see map)

(not shown on map)

Pine Mountain Summit

NW facing, up to 500 ft. high. Great summer training site. Located beneath the North launch off the summit. Take a left at the "T" and follow the road southward, keep an eye out for the windsocks at the base of the hill. Walkup site.

The most popular site of the area, offering N, NW, and W launches which are the most common wind directions during high pressure. At 1800 feet high, this is the largest of Pine Mountain's sites. It should be noted that the local hang glider pilots paid for the road to the summit. Please drive slowoly and be courteous to other vehicles using the road. (So far relations between the local paragliders and hang gliders have been excellent, let's keep it that way.) Wind socks will be found at the "Y'' and "T'' landing zones. Pilots can be picked up at either of those two places if fortunate enough to have a driver!

Food, refreshments, and gas can be purchased at the Millican Store, located at the junction of Highway 20 and the Pine Mountain Observatory Road (see map). Skyhook Sports, in Bend, provides lessons and equipment for the area . (503-389-4086) . Feel free to aunch contact locals Phil Pohl and Runway Arel Karen Adams (503-389-4086) or Pete Keane (503 -388-8213) when you decide to come to town.

'1w

WHI Bowt ArN

Microwave Area (or Antelope) S facing, 1200 ft. high. Works well in the morning during high pressure or all day during fall and winter . Excellent ridge soaring challenge . Drive to launch, hike back up. Named for its proximity to the microwave towers.

Paragliding, The Magazine

" " ·' ~ ' Summit

'\a..-

LET'S GO

t•unctt

FLYING!

H launch

High Point wt1h gener•I orfent1Uon of

rtd;•IIM sho,ri,n

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HWY20

An Interview with Michel LeBlanc by Fred Stockwell

ITV is thought of as an R&D company known for its scientific approach. Can you tell us a little about how your team works from the computer programmer to the test pilot? To arrive at this technological evolution, we had to set up a working system and methodology for a design team making use of two very important resources: 1.) A powerful computer base and a laser cutting system. 2.) Capable test pilots and an ideal testing area, the Annecy Region. The computer programs were written to our exact specifications by programming engineers. This has allowed us total :flexibility of design since the programs integrate the foil, top and bottom surfaces and line lengths and calculate them in three dimensions. We can easily perform simulations and have a prototype cut within three hours. We also work with the departments ofaeronautical and mechanical engineering at several universities who perform the flow analysis allowing us to calculate the various coefficients of lift drag and pitching moment as well as to determine the centers oflift before the prototype is made. We then make the prototype and a laborious phase of test flying begins. Ali Gali, former French paragliding champion and member of the French Hang Gliding team, Norbert Barboux, former French champion, Paul Amiel, and Pierre Bouilloux are all on the staff. Typically, we will go through half a dozen very different prototypes before settling on a design which we will spend several months working out. Anytime the weather is right, we go to the test area with video cameras and film the aspect of the design we are working on. Our pilots have a perfect understanding of the design question and can articulate clearly how it responds during flight. For the most part it is fairly tedious work which involves many minute corrections. After the flying session, we return to the factory for debriefing and review of the films.

Q~ A~

quite different. In the next generation, the Alnair (1987), we introduced pitch and control for the first time with the steer seat which we patented, I might add. The Gemma (1988) was the first paraglider with a netted leading edge whose advantages should be obvious from the number of gliders now using it. The Saphir (1989) was the result of our concentrating on increasing speed and was also the first glider with variable geometry - Big Ears is less stressful than full stalls when the pilot needs more sink rate! We have also been doing a lot of work with airfoil during the last two years and in other areas I would rather not discuss which have the benefit of increasing the speed and maneuverability, decreasing sink rate, and increasing recovery times. We just got news of the Saphir Must testing to level 1. How did you do it? In the beginning, we first had to discover the major vices of the paraglider deep stall, massive surges, and auto rotation. When we finally recognized the problems by late 1987, we began trying to isolate their causes. In a stepwise fashion, we worked on one malfunction at a time until we determined the exact mechanisms involved. We built countless prototypes each for the specific problem! Finally this year we were able to make production gliders that during testing show no deep stall, no surge beyond the horizontal after a stall, not only no auto rotation but essentially level flight after a 50% leading edge tuck, and no hint of a flat spin in a hard turn. In my view these represent breakthroughs far more important than marginal performance increases. But, I must bring to your attention that although Saphir Must tested level 1, it is for expert pilots only and is by no means in the same category as the Rubis which is for student pilots. This simply shows the progress we have made in design and safety and the ACPUL is already revising its testing protocol to make level 1 more strict. In the future we will see the current level 1 standards as the absolute minimum for paraglider safety.

Can you tell us about some of your innovations? Each generation represents something quite new! The Asterion in 1986 was the first paraglider to break 3/1 LD. It was the first to use coated sail cloth which was extremely controversial at the time and it was also the first with a non rectangular planform. We also used an airfoil which was

It is so difficult to do something new and so easy to copy in this industry. Is this a problem and how will it effect the average pilot?

This is a serious problem since we have to constantly reinvest in R&D. ITV Budget of research

Paragliding, The Magazine

EUROPEAN

UPDATE

exceeds $200,000 annually! We cannot protect our innovations because the paraglider market is so small. All international patents are costly to amortize so we have to live with competitors copying us particularly from the Lesser Developed Countries where labor is cheap and the standard ofliving low. These people constantly announce they have Saphir or Meteor copies or whatever. In any case, it is certain that a copy is never as good as the original and we will always be a few steps ahead. As to how it will effect the average pilot, he should keep in mind the story of the Asterion, the glider with the duck tail. We manufactured three thousand units and there were 9,000 copies made for which we received nothing. If only some of the money from the copies were used for R&D just think of the advances we would have made! The more copies sold, the fewer the advances. What we would like to see is for the other companies, rather than to steal our ideas, to work out an arrangement with us to use them. It is cheaper than their own separate R&D program, and assures them a steady flow of new and original ideas. For example, for a nominal licensing fee , we allow anyone to manufacture steer seats for their gliders.

A. Q.

What is happening with the production of paragliders in Europe? Because of the difference in labor costs and because paraglider manufacture is labor intensive, it is inevitable that a good part of entry level gliders will be made in Lesser Developed Countries. But their flexibility of production is not enough to make small and medium production runs. We feel that design and manufacturing of the top performance gliders will always stay in Europe.

expanded in Europe on account of the freedom accorded by its legal system. We are now at a certain maturity of the sport. We not only see a stabilization in the number of participants but we also see how much training they are willing to undergo to fly paragliders which unfortunately is not enough.

Why have you formed the ACPUL? French manufactures formed an association to promote SAFETY pooling all their information in this area. This association led to the ACPUL and has greatly contributed to the safety of paragliding. This association is in the process of becoming international, at least at the European level. What conclusions can you draw on the sport in Europe after five years. This is above all an airsport which corresponds to the public's very real desire for flight. It greatly

Paragliding, The Magazine

In your opinion is the sport going to continue to evolve? The technological evolution for improving the performance of paragliders is going to be more difficult and seems headed for certain stabilization. In the near future most of the progress is going to be in stability and safety with a leveling of performances . But isn't it remarkable to think that our current level allows real soaring flight? That is to say that in good conditions pilots can fly almost unlimited distance with this simple piece of equipment made from string and cloth.

EUROPEAN

UPDATE all the while working to raise the safety standards within the industry. !TV's role is that of design and research. The manufacture of big production runs will interest fewer and fewer companies like ITV.

Q• What does competition bring you?

Q• A•

Competition is above all a testing laboratory. The commitment of the pilots and their willingness to take risks puts paragliders through tests in conditions far beyond that of a normal flight. What are the errors to avoid? Obvious errors are dangerous gliders in the pursuit of performance and inappropriate safety standards. We have eliminated through the organization of the ACPUL. Countries starting out would do well too participate in the organization and avoid the hazardous process reinventing the wheel. As a manufacturer what are your priorities?

In a word, can you describe your philosophy?

Performance Quality And Safety.

What advice can you give to new pilots?

1.) Spend as much time in a school as possible - in spite of first impressions, paragliding is aviation and requires a long apprenticeship! 2.) Have the maturity not to buy a glider beyond your ability. 3.) Buy an original glider. They are less expensive in the long run than the copies!

We strive to produce the best performing gliders

PARAGLIDING Lessons • Clinics • Towing

For brodaunt writ. or call:

Fred and Claudia Stockwell 3314 West 11400 South South Jordan, Utah 84065 (801) 254-7455

'fl &ualfu th& al", wful,. tluy :u ~ ln th£ or.at "444. <Way aborrt. It ~ look"'9 fu,m a ~h plau.

c:lflan Paw.and.

Flying

U.S.S.R. by Anatoly Antipov

Dear Mr. Stockwell, Dear Mr. Zimmerli, Thank you very much for your letter and the materials you sent me on paraglicling. They are extremely interesting and helpful. Activities in paragliclingin your country and the achievements of American pilots in it encourage us to promote this fascinating sport in this country. I believe that the sport will soon become the most popular kind of aviation leisure. It is just through paragliding that mankind will have their dream for wings to become true. I have xeroxed your materials and am clistributing them among enthusiasts, inclucling the USSR Hang Gliding Federation, under the aegis of which paragliding is to be promoted in this country. Unfortunately I can not join APA because I haven't got $30 to pay membership fee. Of course, it's no big money, but I have nothing to do with dollars. I have never even seen a dollar banknote. I hope you can understand me. All this is because of the currency problem in this country. I have no access to currency. It would be a pity if this could prevent our cooperation. Paragliclingin its organized form is making its fast steps in this country. In early October 1990 the first instructor certification session was held on the mountain Yutsa near Pyatigorsk, the Caucasus. A group of 25 persons from clifferent cities of the Soviet Union were mainly hang glider pilots and parachutists. There were 11 paragliders, two of them made in Czechoslovakia and Germany. A pilot lot of Soviet paragliders (10 paragliders) has been manufactured. These are training paragliders with 30 m 2 rectangular canopies SPP-30 weighing about 9kg and IJD 3/1. A new competition para glider of ellipses form with

VD 5/1 is being tested now. At the session a lot of gliding flights on SPP-30 were performed from a height of 300 m. At that time conditions for soaring were very poor, but earlier one of the pilots had been ridge soaring SPP-30 for 2 hours. In earlier times enthusiasts in this country used mainly jump parachutes for ridge soaring in the Caucasus, the Pamir, the Crimea, the Tyan-Shan, Sayans, Ala-Tau Mountains and extinct volcanoes of Kamchatka. Because ofno convenient high hills nea Krasnoyarsk we have to be active in boat-tugged flights. For this purpose we use canopies of jump parachutes adapted for flights in tow. We use the same ridge to soar when we visit various corners of this country. It is very hard, so far, to forecast the way paraglicling will develop in this country, but we are very optimistic, since in the horizon there appeared the first Soviet paragliders; now it is a matter of time and large scale production of these paragliders.

Best Wishes and Blue Shies, Anatoly Antipov, Soviet Union

Paragliding, The Magazine

ARROW An experimental wing from Pro Design shows us a new dimension in paragliding. Projected elongation - 5,6. Average chord - 2,02 m . Projected span - 11,36. Using this data we should calculate the glide ratio at 9.3/1. In factory testing with other high performance wings of 7/1, Arrow showed a clear and recognizable lead in performance. Pro Design is not producing the Arrow but using it for research and development.

Pro Design News Challenger C, the new high performance wing from Pro Design, has passed the factory tests and is now in production. It has been submitted for the DHV/AC PULS testing and expects a Level 2-C. The canopy will be produced in two sizes - 23 cells (25 sq m) and 25 cells (28 sq m). a speed system and 0.8 mm lines will be standard.

PARADELTA Carlo de LaRosa took first place in the last World Championships with his Paradelta Bull Ball. The same winning performance has been modernized with "state-of-the-art" manufacturing and materials. It is easily stated that there are no others like it. Upon my trip to Italy to fly their products last month, I was most impressed with the stability in all flight modes . The Bull Ball II (Level - II wing) demonstrated all the required techniques such as dog-earing for canopy reduction and stability in the most severe maneuvers that is second to none. The billiard (Level-I wing) was so stable that the worst possible maneuvers I could apply were self correcting. This combined with the computerized cutting oflines and panels, makes for a very accurate construction. The Bull Ball II comes equipped with an accelerator bar for maximum speed and maneuverability. The lines are a revolutionary plastic coated kevlar which reduces line drag and allows for repairs and actual making of replacement lines in the field with only a pocket knife and a match. Paradelta also offers a wide variety of harnesses and reserve systems, which clip on to the harness or are built right in.

Paragliding, The Magazine

Shasta Lake Splashdown by John Yates

Photo by Ed Pitman

Sunday, May 5th, marked the first flying event of the season at the Shasta Lake Site for the new flying season. A group of ten local pilots and instructors converged at launch early enough in the morning to still want more coffee. With the upcoming Shasta Lake Advance Maneuvers scheduled for late June, we wanted to give the site a "dry run". The lake level was the highest projected for the season, it was nice to see there was still adequate bench landing areas. Light winds at launch provided smooth take offs to help calm the pilots of nervousness of the flight maneuvers to come. For many of the pilots this was the first time advanced maneuvers were to be attempted. It was definitely less apprehensive to be conducting maneuvers over the warm waters of Shasta Lake. A variety of maneuvers were demonstrated throughout the day, including wing tip and A riser collapses, elegant B riser stalls, spiral dives as well as mild and full stalls. The first stall is always the hardest! This was turning out to be one of those magic flying days, warm weather and wonderful full flying conditions. We had discussed the possibility of doing a reserve deployment if the conditions were right. Could they get any better? It was one of those "let Mikee' do it" situations. I had brought up the subject. Nervousness didn't set in until I was left on the hill to launch last. Of course everyone wanted the best view of the deployment. This was from the landing area. I went over in my mind the plan for the deployment sequence. Mer an uneventful launch I floated out toward the lake, and continued past the shore line toward the middle of the Bay. I guess it was time. Mer grabbing a handful oflines on my left A risers to collapse the wing tip, I tossed the reserve behind me on my right side. It opened as expected, total deployment took less than two seconds. I had thrown a firebird R-2 Reserve. It's one of those medium length bridles (7 ft.), with a 32m canopy. After the deployment the plan was to fully stall the canopy, but this didn't work quite as planned. I pulled the brake lines to my butt expecting the canopy to full stall but it stayed inflated in a slight downplane position (25 degrees). My sink rate in this position felt real good at about 300 ft./min. When I let up the brake lines to take a couple of wraps to enable me to full stall, the paraglider immediately went into a more severe downplane (SO degrees) with a sink rate of apprmcimately 500 ft./sec. I then pulled the wrapped up brake toggles and the glider finally full stalled. By this time I was about eighty feet above the water. The reserve was deployed at about four hundred feet. Once the canopy fully stalled I was descending straight below the reserve. The sink rate dramatically increased to probably 1000 ft./min. or more. A sink rate of 1000 ft./min. translates to 18-20 ft./sec. or jumping off of a second story roof. The maximum allowable sink rate for most DHV certified reserve canopies is 6.Sm/sec. (22 ft./sec.) at a certified maximum suspended load. Parachute industry documentation shows that lower extremities fracture at 23 ft./sec. I was glad I impacted water instead of hard ground, landing in the water was relatively casual. The position of the free bag in the photo sequence shows it was floating down at approximately the same sink rate as the glider until the full stall occurred, then the glider accelerated way past it. This was the first reserve deployment at Shasta Lake. Instead of answering questions concerning reserve deployments, it raised more. We look forward to future tests to help sort out true facts, including short bridal and rocket deployed reserve canopies.

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Paragliding Races 1991 by Fred and C:13.udil Stockwell

S a n Diego, for those of you who have never been there, is blessed year round by warm breezes and sunshine. Torrey Pines is one of the premier flying sites in the U.S. with 600 foot cliffs rising up from the beaches. Air Races have often been held there for hang gliding but this was a first time event for paragliding. The meet was hosted by Bill Bennett, Joe Bill Henry, and the Torrey Pines Hang Gliding and Paragliding Association. The task was simple, two pilots launch simultaneously side by side, one pilot heads north the other south. They fly to a turn point, turn around, fly to their opponents turn point, and back to the finish line. The first pilot to cross the finish line is the winner of his heat and moves on. The losing pilot has a second chance to race in a consolation round. Two days prior to the race were practice runs. It was obvious that Katanas would dominate the field. The UP company was gracious enough to pay the entry fees and supply gliders to many of the pilots. Out of twenty-nine contestants, 12 flew Katan as. The next largest group was the Airman Team of 5 from Japan. The first day the winds were perfect for flying fast, steady, buoyant air. The launch order was chosen by pulling names for a hat. Who raced who was the luck of the draw. Several pilots chose to wear lead ballast, as much as

ACPUL PARACHUTE SAFETY TESTS On the initiative of ACPUL and the FSVL the last 4 day meeting allowed, despite poor turn-out by manufacturers and importers, the discussion of a certain number of very important safety points for parachute users. Those present did not do their health any good thanks to their multiple dives into the water! It was really a little chilly. Several incidents, rendering the safety systems partially or completely useless, were analyzed with all the calm necessary for a collective non-competitive task .

35 kilos on one. So some races had a pilot with no ballast flying against a pliot who was well weighted. The rules allowed for a pilot to ballast to the placard of the glider. Six pilots who lost their first heat, went on to win their second heat. Seven pilots were eliminated by the end of the first day, with no real surprises. The older and slower gliders were out and so were the pilots who didn't ballast. All except one of the gliders eliminated were 1990 or older models. Later at the banquet we got to know each other and watched some videos of the day. Paul Hamilton shot some very good film coverage and will soon release a video of the event. Lift back inventor Dr. Rico was there to do chiropractic adjustments on aching pilots (and editors - Thanks!) The event also enjoyed some television coverage by local stations. Second day, the perfect weather held, the race started with twenty-two pilots, by mid day it was down to 11. Some of the surprising eliminations included the UP factory pilots Greg Smith, Mitch McAleer and Chuck Smith, also on a Katana Ed Pitman and ITV factory pilot Korey Curtis on a stock Saphir Must. Brian Porter on a Skywalk Spirit did very well, winning his first heat and his second, then losing to Circ Toepel in his third. Marcus Salvemini, the local favorite

dents. When the speed of the rotation is relatively fast, the opening does not seem to be a problem and quickly stops the spin. When it is only moderate, a long bridle tends to drag the parachute down because of its weight as it is thrown. This can slow down the opening times.

-Average sink rates measured over 40 m varied between 5.3 and 5.7 mis, which seemed reasonable, though it is possible to reduce the impact by a sharp pull on the bridle(s) at the moment of the landing (technique used by parachutists in the days of round chutes). -Excessive widths of velcro fastenings slowed down openings because the parachute bags were difficult to open.

The incidents -Stability of twin-bridle systems requires a double check that they are correctly attached. Forgetting to attach one of the risers renders the chute completely ineffective . -Height of the parachute with respect to the principle wing: if it is just above the paraglider it stays in the depression of the latter which can affect the opening. Only the re-throwing in flight by the pilot provoked an opening. On the second attempt, the same thing happened, only regarding the opening by a few seconds, which could be fatal. -Difficulty in deflating the canopy once on the ground: even in light winds there is the risk of being dragged. -Spinning: this year spinning has led to many acci-

Conclusions of participants Are clip systems for fixing the parachute sufficient? It is recommended to use a screw-on security link joining the 2 bridles so that both are attached to the parachute. -It is absolutely necessary to check that the parachute does not inflate above the paraglider(adjust the length of the bridles according to each make) through spinn ing tests .

-A line cutter seems to be the most practical system. -The best opening time for "short bridles" is identical with our July, 1990 tests. -It is recommended to have a handle on the bridles to facilitate opening.

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Claud ia Flyi ng ITV Saphir Jan Stenstavold Flying Nova Phantom

Grant Brown Flys Prone ITV Saphir Must

ekeepers ( Jody & Roger) , Cameraman

(Dan)

Claudia Stockwel l Launching, Brian Perter Assists Erci Trommer Gets Help From Joel Parker & Chuck Smith

Tony Dominico

Circ With Trophy

on Shoots The Air Races Video

Ch ris Blachly Launching The Ninja

Ed Pitman In The Spot?

Joe Gluzinski Announcing

Piloi Andrea Kuhn Assisted By Bill Bennett And Circ Toepel

Bob England Flyin g Highlite II Marcus Salvemini Being Weighed By Jody, Joe Bill Looking On Korey Curtis Flying Slow 1

Hang Drivers Launch At Last 1

The Race Begins

Flag ma

Fred Lawley On Rt. Flying UP Katana

Terry 'The Hawk' Hawkins

TORREY PINES Paragliding Race 1991

Photos by Fred Stockwell

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had some hard to beat opponents, and finished 4th overall. Joel Parker, our Telluride friend, enjoyed some good luck a nd good flying (that coast air is way to easy eh? Joel). Before the final heats, it looked like this, strictly by best lap time: Tony Dominico, Circ Toepel, Jan Stenstavold, Andrea Kuhn, Fred Lawley, Ed Pitman, Terry Hawkins, Marcus Salvemini, Brian Porter, and Joel Parker. The afternoon brought a welcome respite to spectators and pilots alike, when Artistic Hair sponsored a bikini contest. The 1st, 2nd and 3rd place winners were asked to award the trophies to the winning pilots. Oucky guys!) For the final heats, as expected five out of the six contestants were flying a new Katana. The real eye opener was Jan Stenstavold on the Nova Phantom, who was rapidly pulling ahead. Racing again Jan made it to the final eliminations. In his race for second place with Andrea Kuhn, a protest was filed against him for a violation of right-of-way rules. Although Jan on the Nova was unquestionably faster, he was left with third place. This left the last heat to Circ Toepel and Andrea Kuhn both on Katanas. Final lap time was Andrea in 2nd place at 6.46 and Circ in first place at 6.43, which made for an exciting photo finish to end the day!! Joe Gluzinski did a super job of announcing the races (you should go into radio). Joe also kept us all informed and made us aware of the local Hang 4 pilots, who displayed their patience and sense ofhumor while waiting in line to launch. The RC flyers who cheered on the paraglider racers, added to this good demonstration of cooperation between pilots of all types of soaring wings. The judges, timekeepers, flagmen, launch crew, and all the rest of the helpers, must be complimented as well. Thanks Roger, Jody, Terry, Debbie, Margo, Bill, Ann, Marcus, Ron, Jean Claude, Francios, Joe and DJ (I hope no one got left out). You were un-exhaustible and kept up the pace for two full days. You made the meet a success, and we all had one great weekend! Sponsors included: Sheraton Grande Torrey Pines Inn, Residence Inn, (Special Thanks) Second Chantz, Ball Variometers, Adventure Video, UP International, Delta Wing, Skywalk, Lift Back, Artistic Hair, Live Bait, and Torrey Pines Hang Gliding and Paragliding Association. Circ Toepel was sponsored by Ball Varios. I sl prize was $500 cash and lots of goodi,es, including a Pocket Rocket.

Paragliding, The Magazine

PULC

ifi

ion

From ACPUL- France There is needless confusion over what ACPUL certification levels mean. Level 1 does not mean training glider, although all training gliders should be Level 1. Level 1 does not mean that the pilot should do nothing in case of a malfunction and the glider will recover on its own. Level 1 means that during testing in calm conditions the glider recovered with no pilot input from all the induced malfunctions and regained normal flight in less than four seconds.

can roll, pitch or yaw stability (the more sensitive, the more advanced) be evaluated. A glider can pass all the tests for Level 1 but still be quite sensitive and definitely not for beginners. Obviously, the manufacturer should supply this information. On the other hand, a glider can show docile handling and be quite pleasant for a beginner-intermediate pilot, yet still show a vicious trait in a malfunction which the beginner-intermediate pilot would not be able to handle.

The ACPULcertification process is as objective as possible. Gliders are subjected to 12 phases of flying and their restrictions are noted. The glider either passes the specific test or it does not. The results should be included with the glider's flying manual. The end user pilot then has a means to eliminate manufacturers hype and too often ridiculous claims and acquire information directly affecting his safety! He also has a means to compare various gliders in a serious manner. We should also note that unlike the HGMA which is self regulatory, the ACPUL as a normative body affecting public safety, is under the regulation of French Law - the results it publishes have to be accurate or there are serious penalties.

First, the gliders are subjected to structural tests. They are attached to a truck with a load cell and are slowly accelerated to a 6 g force, in other words until the load is 6 times the maximum recommended weight. Then, the glider is laid out on the ground, and slack is put into the attachment cable. The load cell is set to release at a load of 6 g. The truck accelerates hard, taking up the slack, and the glider is instantly loaded with a 6 g force. There can be no failure here. This means that a certified glider, if it is made exactly the same as tested, will not rip in normal flight nor will the lines break.

The limitation of the testing program is that there is no way to objectively record the glider's behavior in unruly turbulence. The negative turn test and the asymmetric fold are only reasonable approximations. Nor

Then a suitable test pilot must be found whose weight is within the manufacturers suggested range. Since wing loading seriously affects glider reactions and safety, maximum weight cannot be more than 1.3 times the minimum weight. If the maximum weight is more than 1.3 times the minimum weight, then two pilots at either end of the

weight range must perform the tests. If this is done, it is noted in the teist report. The pilots have to hold the· malfunctions for 4 seconds, then release the controls. To attain Level 1, the glider must return to level flight with no pilot input in under 4 seconds. For Level 2, the glider ne,eds pilot input to return to level flight in 4 seconds in 1 or 2 categories. Level 3 means pilot input was required in 3 or more cate~1ories to return to level flight in less than 4 soconds. The tests are filmed to be curtain that the test pilot performed as instructed and are reviewed by an independ,ent panel before certification is given. NOTE: The above information is relevant to all gliders tested by ACPULS before May 20, 1991. Starting on that date there are no levels 1-2-3. All gliders submitted are put throuqh the 12 tests, the results are they either pass cerMication or fail. If the glider passes certification it receives a sticker. The 12 tests are shown on the sticker and graded with A, B, or C as outlined below.

Here is a brief outline of tho actual tests and the conclusions we can draw from them. A few conclusions should be fairly clear. 1. If a glider is Level 2, why is it level 2? A glider that deep stalls is very different from one that rotates or has a big surge. That a glider is level 1,:2, or 3 is useless information without the, test report and manufacturers flight manual.

1. Launch

Will the glider inflate from level ground with no wind in less than ? meters.

Passes at A or doesn't pass.

2. Straight flight at minimum speed and maximum speed.

The glider is stable through the speed range - no LE tucks at top speed.

Passes at A or doesn't pass.

3. 2 - 360's and a reversing 360.

The glider is maneuverable and will not collapse in a hard change of direction.

Passes at A or doesn't pass.

4. Search for deep stall using brakes. If a trim adjustment is present, the test is done at both ends of the range.

Will the glider deep stall while the pilot is scratching at min. sink? If so, will it stabilize in deep stall?

Spontaneous recovery in less than 4 seconds - Level A. No L1ivel 8 if pilot intervenes - then rating is C.

5. Search for deep stall using rear risers.

Will the glider deep stall? Will it stabilize in deep stall?

Spontaneous recovery in less than 4 seconds - Level A. No Lovel 8 if pilot intervenes - then rating is C.

6. Symmetric Closure. The test pilot pulls down the LE to simulate a full frontal collapse.

How fast and how easy will the glider recover? How big, how uncontrollable is the surge?

Spontaneous re-opening and return to normal flight in less than 4 seconds passes at A. No Level B if pilot intervenes - then rating is C.

Chart Continued fJn Followi11g Page

Paragliding, The Magazine

2. The tests are performed in perfect conditions (the requirement for any objective reasonably scientific evaluation). They are not like the turbulent real conditions which introduce an UNEXPECTED ELEMENT. 3. Although a beginner glider and an advance glider can be a level 1, the beginner glider is harder to over control. If there is a problem it is easier to over control an advanced glider and make the problem worse! 4. In spite of the limitations, how else can gliders be evaluated? A glider which does not deep stall in testing is preferable to one

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which does. A glider which makes less than a 90 degree trajectory change before recovering from an asymmetric collapse is better than a glider which keeps turning with no pilot input. A glider whose surge does not go beyond the horizon is preferable to one whose surge is so great the pilot can fall into it. 5. The tests are performed on the glider as it is presented. If there is a control seat, it is tested with the control seat. If there is a trim adjustment system, it is tested with it. If the glider is presented with a crossover stabilizer harness, it is tested like that. the test report and the certification sticker on the glider state the configuration the glider was

0BdED1l

tested in. Any change changes the glider and makes the information from the test meaningless and voids certification. If you add a control seat where there was none you have become a test pilot. If you add a trim system where there was none, you are a test pilot. 6. The only information which comes from the ACPUL on a glider is on the ACPUL sticker on the glider. No sticker, noACPUL. The manufacturing labels do not necessarily contain certified information. REMEMBER: Level ratings 1-2-3 still apply to gliders tested before this May. Now, Ifie have moved into a new system which will provide \he pilotwith the necessary information on his glider. It's as easy as ABC.

REllllllDNS r

7. Asymmetric Fold. The pilot pulls down 50-60% of the LE.

How much tendency does the glider have to rotate with more than 1/2 the wing gone? How big is the surge if any, and how does it affect recovery?

Pilot initiates and holds collapse for 4 seconds or 1-360 degree turn, then releases. If trajectory changes less than 90 degrees - the rating is A. If trajectory changes greater than 90 degrees and glider instantly returns to normal flight - then rating is B. If glider spirals or remains in a turn after release or needs pilots intervention to return to normal flight - rating is C.

8. Static Stall. The pilot stalls the glider and holds the stall completely and releases the controls.

Here the stall is observed and the surge is noted. The surging glider can not go below the horizon for Level 1, 45 degrees below for level 2. Whether the wing tips fold behind or in front is also of interest.

If the surge is greater than 135 degrees off vertical it does not pass - period. If surge is less than 90 degrees and returns to normal flight instantly - rating is A. If surge is less than 90 degrees with pilot intervention to return to normal flight then rating is B. If surge is more than 90 degrees but less than 135 degrees, with or without pilot intervention - rating is C.

9. Negative turn. The pilot flies at minimum sink then release one brake while applying the other to the max.

Is there a tendency to spin? How quickly will it return to normal after spinning? Is there a surge? Are there any closures?

10. Asymmetric Stall. The pilot flies at minimum sink rate and stalls one side.

How easily can the pilot stall a tip? How fast is the recovery?

Pilot initiates and holds collapse for 4 seconds or 1-360 degree turn, then releases. If trajectory changes less than 90 degrees - the rating is A. tt trajectory changes greater than 90 degrees and glider instantly returns to normal flight - then rating is B. If glider spirals or remains in a turn after release or needs pilots intervention to return to normal flight - rating is C. NOTE: 7-8-9 or 10, the pilot's reactions are according to the flight manual or normal and usual techniques. Only the ampl~ude of the closures are important, not how they were obtained.

11. Wing Over. The pilot makes oscillating turns so his body is at least 45 degrees off vertical.

Are there any closures? Do they affect the return to normal flight? How fast does the glider stop swinging and return to normal flight?

If no closures - rating is A. With closures - rating is B.

12. Landing

Can the pilot land on his feet?

Passes at A or doesn't pass.

Paragliding, The Magazine

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Bob Schick practices full stall and recovery on a Saphir Must. Bob has an APA Class II rating and has logged a lot of hours since he started flying paragliders. He is an advanced rated tandem instructor and han_g glider_pilot and he likes to fly cross-country. At this time Bob is working with us to develop a gilder review section for Paragliding , The Magazine. This new feature will be a comprehensive evaluation of new paragliders.

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Defining Spins &Stalls Ken Baier created a detailed description for the

"Spin, Negative Turns, Full Stall, Spiral Dive". You are suggested to use his definition. Any comments should be forwarded to the Safety & Training committee. The purpose of these requ irements is not to make pilots do aerobatics. We want knowledgeable pilots who can; 1) use these maneuvers if necessary 2) prevent them or 3) recover from them.

Full Stall - The glider must fully collapse and the pilot should hold the stall long enough to really accelerate towards the ground . The important part is that the recovery is on the original heading and the glider suffers no further collapses either at the leading edge or another stall.

Spiral Dive - This is a high bank angle turn that builds higher G loads to the pilot than normal turning . The instructor should look for at least 720 degrees of turning and see an obvious increase in the speed the pilot is moving through the air. Normal turning before and after the spiral turns didn't count. Hopefully, in the future we'll have a specific minimum bank angle you can look for.

Spin Requirement - The words flat spin would indicate that the glider spins only about the yaw axis as

if it were drawn on a frisbee. Since you are likely to see any amount of roll with the spin, let's just use the word spin. Also, since by the following definitions a Negative Turn is a form of spin that is entered and recovered from a similar way, have the pilot do a spin in both

directions and simply put one of them in a negative turn box. The APA office will accept this.

Spin - In a spin, one wing tip stalls while the other keeps flying. You should see at least 90 degrees of quick yaw rotation with good surge control on recovery. Negative Turns - A negative turn or spin is a more dramatic spin with one wing tip moving backward and the center of rotation inside the wingspan. Targets - The targets are well defined on the rating form but they need to be defined for pilots as a target drawn on the ground. Without lines it's far too easy to say "Aw that's close enough". Target landings are fun and an excellent way to judge pilot Judgement and control. A bag of marking lime costs $.400 . I think a training site without the 8 and 50 foot diameter circles on the ground is a sign that the instructor isn't doing all the training he or she should do. So let's try to do the best job possible.

3.79

65-84.5 kg 40+ km/h

T? by Bob Schick The subject of whether or not to wear a hand/ballistic deploy parachute while on a paraglider has been a much discussed topic. In this article, I will discuss not whether or not to wear a chute, but whether or not to deploy the backup system. If you arc wondering when it is appropriate to wear a ch utc, here is an easy rule of thumb to follow: ALWAYS WEAR A RESERVE CHUTE! Since I started hang gliding in '85, I have earned my Hang 4 and Tandem instructor ratings and have logged over five hundred hours in conditions ranging from calm smooth ridge lift to thermal popping cross-country flights where turbulence could literally pull the bar right out of your hands. The reason I am sharing this information is because I have never questioned if a problem (i.e., tumble, structural failure) occurred whether I could deploy or not. The answer was easy :"get it out", but the question when relating to a paraglider is not quite so easy to answer. Sure, for the purist it is, but for some of us there arc gray areas. It is these gray areas I hope to shed light on. In addition to my hang glider, I fly a Saphir Must. Prior to the Must I flew a glass top Meteor. As I progressed through my beginner status in paragliding and obtained my Class 2 rating, I discovered that as with my hang diver, I enjoyed performing acrobatic maneuvers on my panty (i.e. wangs, spins). Yes, full collapses and recoveries. Note: This practice is not recommended by either the Hang Glider or Paraglider manufacturers. However, it was while I was performing a collapse that "when in doubt" came into the picture. It was March 28, a northerly breeze was blowing at the Point with some nice thermal activity as well. I decided to fly my Must and proceeded to launch and climb up to 6,500 ftMSL (1,800 AGL) then headed out into the "gap" where I played for a couple of hours. By this time (6:30 p.m.), the winds had calmed and most of the punchy thermals had mellowed creating perfect atr for acros. I was out over the flats at 1,500 ft. AGL when I wrapped the brakes and proceeded to collapse the baggy. Having performed this maneuver many times before on the Meteor, I felt comfortable with the altitude. With one wrap on both hands I slowed the glider into a stall, brakes at butt level. I was watching the canopy go into it's familiar horseshoe and then expected to see the tips roll up symmetrically. This did not happen. What did happen was the right tip rolled inward and the left tip rolled outward, causing an autorotating effect. Watching this I slowly released both brakes up to my chest and the glider did it's surge - and all was well. Now this is where the normal person would go "Whew!" and land. Since I am the curious type, I wanted to figure out why the tips did not roll up the same. I proceeded back to the main hill and regained some altitude. At approximately 6,700 ft. MSL, I headed out over the flats again. This time the collapse went perfect. The tips rolled up symmetrically and once the brakes were released the BIG SURGE came. What a ride! Since that one had gone perfect, I let the glider stabilize, pointed her into the wind, and began to apply the brakes until I reached a stall. This time, however, after the horseshoe, the tips repeated the one in, one out routine. The difference this time was when the left tip started torotateitdidit with enough speed that I began to rotate to my right. At this point I was off balance, twisting up clockwise with my brakes uneven. This uneven decrease on brake really screwed things up. The glider surged and continued to rotate 90 - 180 degrees off the wind line. It had not re-inflated and I was downwind dropping like a rock. I was constantly checking my altimeter and was still 800 ft. AGL, but I was drifting back over the bench which was 300 ft. closer. I looked at my BRS handle and continued my efforts to get the canopy to inflate. A few seconds

Paragliding, The Magazine

went by and I got her turned back into the wind. It was fully inflated and stable except for one minor problem. It had 4 complete twists in the lines. No problem. I reached above the twist and pulled the lines apart and simply unwound. I looked at my altimeter. I was 330 ft. AGL and flying fine. Now this where we revert back to the question· When do you deploy your reserve when flying a panty? The guys on the ground were shouting to deploy, deploy, but I knew that under reserve my impact would be harder. I was thinking that I had to try to get it flying again. Who is right? Both! With a paraglidcr there is no doubt that you have a better chance of recovery than in a hang glider. If you are high enough, chances are good that it will recover. However, every incident is different and you are ultimately the one who lives or dies with the decision. Two pieces of advise. 1. Know your flying limits, be extra cautious when pushing the envelope. 2. When In doubt? Get It Out! Note: This article is not intended to be an accident report nor a gospel on when to deploy your reserve. Any pilot that chooses to perform acrobatic maneuvers does so at his or her own risk. Should the equipment malfunction during a maneuver, the blame cannot be directed at the equipment, but only at the pilot because he or she "induced" the condition that caused the failure. If during pre-flight the pilot fails to notice a loose nut or a stick in the lines, whatever happens as a result of this poor pre-flight inspection is pilot error.

Happy Landings My time in California was great, and I really enjoyed meeting you and workingwith you at the ICC. I learned a lot from the examiners, and my horizons are growing. I will tell you now what happened to me a few weeks ago. Testing a Vector I made some full stalls, at the last one I did let go the brakes too quick. The canopy did shoot in front ofme 100 degrees. The left side came in and was caught in thelinesoftherightside. The glider started spinning backwards. I tried to open the canopy, it didn't work. For another full stall I was too low (150 meters) so I had to throw my reserve chute. In real danger it is so different. It's bullshit to throw a reserve while normal flying, that works well. That is not a real experience. When you really need your reserve, most times you are spinning fore-or-backward, and it is like a ride on wild bull. I mad a mistake, my container is on my right side, so I did open and throw away the chute with my right hand, to the direction of the spin. The chute did open in 2 seconds, straight into the lines of the paraglider. 2 meters above me the reserve was hanging in the lines! Now I had luck with me. The new pressure in the lines caused the paraglider to open close to the ground and I landed safe in a constant stall. In my school now I am teaching students about deployment in a different way. We sit students in a harness with two ropes attached to the sides. The student has to throw a dummy chute to a target while we shake him up wildly. That's closer to reality than to throw the reserve over a lake while in normal flight. I will keep in contact with you on future developments. I do hope to see you again. Happy Landings, Helmut Walder Instructor Austria/APA

TECHNOLOGY

M asurin

Paragli

by Klaus Hauck

The expresswn ''glide-ratio" has a magkal appeal to the majority ofparaglider pilots. Advertising for the new paragliders often contains exaggerated claims whi.ch arouse false expectatwns in a piece of equipm,ent. Many pilots purchase a new paraglider purely on the basis ofthis criterion, completely ignoring other equally important factors such as safety, take-off characteristi.cs, turning etc.

straight-line flights, revealing nothing about performance when turning. It should be sufficient to note airspeed and the relevant variometer values during a stationary flight. Nowadays, manufacturers try to record this data by flying at a constant speed and writing down the variometer values or recording them on tape, but they are difficult to evaluate, however. Three years ago, I met up with Peter Joder, a partner of Flytec who refused to believe that paragliders had achieved a glide-ratio of 5, "optimistic figures". Peter was in the middle of development work on a data recorder for the measurement of polars for hang-gliders, the very instrument that could be used to measure paragliders. It soon turned out that in-flight performance measurement with a paraglider created new problems compared with a hangglider. The low airspeed and high rate of descent, particularly when turning, had to be integrated into the computer program.

s purchasing behavior is heavy influenced by the glide-ratio, an honest declaration of this figure would be welcome. The method used by the majortty of manufacturers up to now has consisted of flying from a suttable slope and dividing the distance flown by the difference in altitude recorded. The following example illustrates this method.

Unfortunately, the software was still being developed at the time but it is in use today.

Instruments Altimeter for barograph, take-off and landing altitude. Airspeed instrument (with vane probe). Variometer of descent rates. Data recorder records either the barograph data or airspeed and the variometer data. Values can be recorded every 0.9 seconds and evaluated as illustrated in the following diagram. (All these instruments are calibrated, thus permitting extremely accurate measurements.)

0,9

sec

Airspeed Average value of 1,8

1,8

2,7

3,6

Vario Average value of 1,8

The computer uses both horizontal speed and the resultant glide-ratio to work out the glide angle. If the airspeed is used for calculation purposes, the result is too optimistic. It is essential to exclude these kinds of mathematical errors, which are, unfortunately, frequent.

• Take-off 50 m

Horizontal speed (calculated)

100m 200m Flight distance : Difference in alt. • Glide-ratio 250m :50m =5m

The result is sometimes even stated with 2 decimal places. Mathematically it is no problem to determine an average of 1O flights under the calmest possible conditions, however, such figures are meaningless. The short assessment time, take-off speed at the point of take-off, the ability of the parachute to inflate, etc. create a wide variety of incomparable situations. In view of the short duration of the flight, deviations like these are of major importance. In addition, this measuring method only covers

Klaus Hauck holds the main instrument, a central unit containing an altimeter and the (photo) variometer with beam display. Airspeed is measured at the top, and the data recorder (electronic memory) is attached underneath. The speed probe and a release button are connected via two cables. Using rucksack material, I first sewed together a holder for the instrument block and attaching a strong leather strap to it, which I then fastened around my waist. After tightening the strap, I attach two additional cord loops to the chest strap to secure the instruments and ensure that they are easy to read. Aft.er several tests, I worked out that the speed probe is not subjected to any turbulence from the pilot if mounted about l meter to one side. To accommodate the probe, I used a length of 16 mm diameter, grey plastic conduit as used by electricians, and fitted a short cord at the end for attachment to the snap link on the carrying strap. This method of attachment has the benefit of being independent of the parapente, and more or less eliminating the danger of any injuries or mishaps during take-off. (see photo).

....

~ ,

descent (measured

Airspeed

Horizontal speed c ..J (Air speed)' · (Rate of descent)'

Test Flight The terrain used for testing purposes must be one which no major down-or-up currents will be encountered. For example, Mount Pilatus in Central Switzerland, with a difference in altitude of 1600 m (5,250 ft) and the wide Sarnertal are suitable. For the

Paragliding, The Magazine

scheduled test flight, I put together a "particular flight program". In general, this program should be kept as simple as possible. A small number of configurations is better than an excessive number, since we must be able to differentiate between the individual phases of the flight after we have landed. With my paraglider, I take the shortest route away from the turbulent air close to the mountain. Using the vario and the airspeed indicator, whose probe I adjust to obtain optimum airflow, I can then cross calmer areas and start recording by pressing the release button. Straightline polars do not present any particular problems. Various trimming or braking configurations can be recorded over a fairly lengthy period of time. Of course, a good polar can only be depicted with parachutes that have a wide speed spectrum.

Turning perlormance is an important concern for paragliders. The idea is to fly as slowly as possible, in tight turns but staying as flat as possible to exploit any minor up-currents. Angular velocity would appear to be the right parameter for the measurement of banking polars. (The chang~ in inclin~tion P.e.r second.) Without any instrumentation (art1f1cial horizon or banking indicator attached to the helmet), this angle of inclination is difficult to fly and is no help when comparing performance, as paragliders are hard t.o compare due to the different control techniques used (braking or altering the profile). For measurement purposes, I fly circles lasting e.g. 15, 1O and 6 seconds. As is the case with aerobatics, I fly along one "axis", i.e. along a road or railway line, etc. I stabilize the angle of inclination specified by the program and then start to take measurements along the axis. At every rotation, I set a marker- by pressing the button -to enable me to check the time taken for each turn after landing. With a stopwatch and a little practice, it is easy to master a stationary turn. Naturally, various trimming and braking positions can be flown here, too. In this way, we can find out the lowest rate of de-

Values obtained

during banking

The 00 markers indicate the turns. The time taken for a tum can be calculated using the data in between (speed and vario and 00) x 0.9 seconds

Vario

Ground Speed

Air Speed

5.2 m/s 0.0 m/s 5.2 m/s 5.2 m/s 0.0 m/s 5.2 m/s 5.2 m/s 0.0 m/s 5.2 m/s

53.8 Km/h 57.0 Km/h 53.8 Km/h 53.8 Km/h 56.0 Km/h 51.7 Km/h 52.8 Km/h 56.0 Km/h 52.8 Km/h

57 Km/h 57 Km/h 57 Km/h 57 Km/h 56 Km/h 55 Km/h 56 Km/h 56 Km/h 56 Km/h

Glide Ratio 2.9 2.9 2.9 2.8 2.8 2.8

scent for a specific angular velocity. With enough data, it is possible to obtain a graphic illustration of the polars.

Evaluation ight Data Data obtained during a flight can be evaluated using a laptop computer. This enables the t~st pilot to view the data recorded at the landing zone. Good data can then be sorted out and supplemented with the relevant information (date, time, pilot, pilot's weight, flig~t program, etc.), saved or even printed out, either on the spot or at home the same evening. Flight errors, or unreliable figures, e.g. due to turbulence can be identified and eliminated. Given e~ough data from sev~r1:1I flight~. it is possible to produce a graphic 1llustrat1on ~f the polars including an interpolation of their intermediate values.

Site 5 1.8 m/s 1.9 m/s 2.0 m/s 1.8 m/s 2.0 m/s 1.9 m/s 2.0 m/s 1.9 m/s 1.9 m/s

Ground Speed

Air Speed

Glide Ratio

30.3 Km/h 29.2 Km/h 30.2 Km/h 30.3 Km/h 30.2 Km/h 30.2 Km/h 30.2 Km/h 30.2 Km/h 30.2 Km/h

31 Km/h 30 Km/h 31 Km/h 31 Km/h 31 Km/h 31 Km/h 31 Km/h 31 Km/h 31 Km/h

4.7 4.3 4.2 4.7 4.2 4.4 4.2 4.4 4.4

Valid data in calm air Constant rates of descent speed No pendular movements by the pilot

Paraglillil'lg, The Magazine

Typical polars for a straight-line flight Measurements were only taken between the minimum speed of 23kph and maximum speed 36 kph. 10

·2.

Inferences ParagHder Design

Site43 2.1 m/s 1.8 m/s 1.8 m/s 2.0 m/s 1.7 m/s 1.9 m/s 2.2 m/s 2.1 m/s 1.9 m/s

·6, -

Ground Speed

Air Speed

Glide Ratio

38.3 Km/h 38.5 Km/h 38.5 Km/h 38.3 Km/h 38.5 Km/h 38.4 Km/h 38.2 Km/h 38.3 Km/h 38.4 Km/h

39 Km/h 39 Km/h 39 Km/h 39 Km/h 39 Km/h 39 Km/h 39 Km/h 39 Km/h 39 Km/h

5.1 5.9 5.9 5.3 6.3 5.6 4.8 5.1 5.6

Unvalid data in turbulent air Variable rates of descent and speed Pendular movements by the pilot.

I I

km/h

f I

,- 1 ~

.1 _ I I I

,f I f I

.I -

,I f I I

. I _ Jo

I I

I t I I I I ,-1° t f I I

.. _

.t_ .I~

I i I

·1- -,- ·1- ·1- ·1- -,- ·1- 1 I I

-8. -

· 1 - · 1 - · 1 - · 1 - .. -

I I

Using the methods described, manufacturers can test each alteration to their paraglider designs with the minimum loss of time. I am

Vario

Data obtained during a straight-line flight Vario

convinced that this will be a major advance in the field of paraglider development. Tes! pilots will no longer be forced to rely on their own "gut" feelings, but will have objective data at their disposal in future, providing, of course, that their test flights have been correctly carried out. Hopefully advertisements will contain m_ore objective glide-ratios in the future. The claims made by manufacturers can be tested at this time with the help of this instrument, and they will be forced to publish more objective figures.

I I

.1_ · · -

Flytec - Flight - Recorder File: OTKLAJ.POL Date: l l.2.19901 Flight instrum.: Test parap. 28 m', Pilatus Kriens Pilot: Klaus Hauck 4.2.1990- 10:30 a.m. Comment l : Mini sp. 23 kph - Max sp. 36 kph Comment 2 : Straight-line flight polars O - 90% Comment.3 : Weight of pilot: 82 kg, total w. 93 I owe particular thanks to Peter Joder of the Swiss firm Flytec who patiently taught me how to use a computer and, who built an instrument which no pilot will wish to be without in the future. We are aware that this method of measurement cannot satisfy every scientific demand and expectati~n. Nevertheless we are convinced that the effort mvolved and the results obtained using these methods of measurement are worthwhile. In particular, we believe that t2st pilots with no comput2r skills ";ill be able to achieve good, usable results after good mtroduction to the instrument. To conclude, I would like to offer my sincere thanks to the following Swiss firms: Condor, Advance and North Sails.

Article courtesy of Cross Country

MANUFACTURERS

l!il!

Yates Gear, Inc. has taken their experience in design and construction of climbing and safety harnesses to produce the BAT SEAT. The BAT SEAT is designed on the same lines as a traditional three riser control seat but allows the pilot the ability to change the length of the C risers while in flight, thus altering the camber (air foil shape) of the wing. This feature allows the pilot to speed up the wing without increasing it's sink rate. With the Bat Release locked down, the BAT SEAT functions much the same as other traditional control seats. A bunji stirrup allows the pilot to sit in a reclined aerodynamic position without sacrificing the ability to speed up or dive the wing. The BAT SEAT will void the DHV certification on most paraglider wings and should only be used by experienced Class II pilots. The BAT SEAT is not compatible with all paragliders, contact the manufacturer for details. Yates Gear, Inc. 1600 E. Cypress Ave. Redding, CA 96002. 916-222-4606. FAX 916-222-4640.

The Taboo is the

newest offering from Pacific Airwave. It is aimed at experienced pilots who will have mastered their flying skills. Any pilot concerned with performance will enjoy its superior glide and sink rate. The Taboo has a higher maximum speed than the Black Magic. With its easy flying characteristics, it excels in light wind soaring and thermaling. Taboo is expected to receive a DHV/ACPULS Level 1-2 rating. the line layout allows the pilot to use B riser stalls and "big ears". Taboo has a brake systern which acts on the entire trailing edge, helping both the sink rate and minimum flying speed. The glider is constructed from 48 gsm polyester and uses 1.5mm Dyeema lines. Taboo is built in 4 sizes.

Airwave has a continuous development program for all their products. Research and development does not stop when a product is released. All products are constantly monitored throughout their life span to aid us in the design improvemen ts for future products. As a result of this research Airwave

DISTRIBUTORS UPDATE

have recently located a problem with line stretch which could be significant for all paraglider pilots. Recent research at Airwave has shown that some of the dyneema lines used on paragliders can stretch after the wing has been loaded. The extent of the stretch depends upon the weight of the pilot, the conditions, and the type of flying. Airwave have always used lines with less then 0.5% stretch at 5 kg which is the industry standard for paraglider lines. But some lines have been found to stretch up to 1.5% after 100 hours at 5 kg. In the course of researching this many paragliders were tested and checked with some surprising results. It is well known that when a paraglider flies most of the load is taken by the A and B lines with only a small load on the C and D lines. Over a period of time this can result in the lines most heavily loaded being stretched more than the less loaded lines. As a result of this the pilot position moves back causing the angle of attack to increase resulting on a change of flying characteristics of the canopy. As a result of this initial finding, Airwave carried out tests on lines from three manufacturers. In all cases it was found that different loadings,

similar to those between the front and rear risers on a paraglider, produced different amounts of stretch over a period of time. Airwave now prestretch all lines by a minimum of 15 kg. Howeve~ research also showed that even lines pre-stretched to 20 kg will shrink by an average of 0.3% unless they are periodically loaded to 5 kg or more. (0.3% on a line 5 meters long= 15 mm a difference between front and rear risers can move a pilot position back by as much as 50 mm.) Due to these findings Airwave advises all Black Magic owners to contact their dealer immediately, regardless of the age of their canopy. We also believe that a hang point check on every glider should be made at regular intervals. To this end a template with line and hang point positions and full instructions will be sent to all dealers, and provided to Black Magic owners on request. We hope that all pilots will do this check as a mater of maintenance ( every 30 flying hours). It is a test that requires a large floor space and some practice and training but we believe that it will eventually become an essential part of regular paraglider maintenance. Symptoms of a glider where pilot position has moved back

Paragliding, The Magazine

MANUFACTURERS

are: canopy tends to "sit back" when inflated; slower flying speed; less brake required to induce a stall; and more likely to flat spin. Usually these symptoms occur over a long period of time so the pilot may not immediately notice any difference in flight behavior.

' 111111", luialion

Two new gliders from APCO Aviation are now available from their U.S. distributor, Aerial Action. The Hilite III, latest in the Hilite series, has an increased aspect ratio and more cells, allowing for better airfoil definition. The result is a glider that maintains much of the flying ease of the Hilite II with a 5 mph improvement in top speed and better sink rate and glide, while the four riser system allows for tip folds, B-line folds and easier inflation. The other addition to the fold is the Starlite. Carrying a Swiss Level I certification, it is ideal for the starting pilot, yet supplies performance equal to last year's Level II machines, due largely to the excellent wing definition produced by the high cell count (31 on the largest model).

Paragliding, The Magazine

& + DISTRIBUTORS UPDATE

Having a three riser system, the Starlight is also capable of tip tucks and B-line folds, an important safety feature. Prices start at a competitive $2,1000. For more information, please contact: Bob England of Aerial Action, at 818-367-7210.

1iRIININI MIN Ill

Wills Wing has published a revised 2nd edition of their popular Paragliding -A Pilot's Training Manual, designed for use by paraglider student pilots in conjunction with a course of professional instruction. The manual has been expanded to 140 pages with additional text, drawings and appendices and the addition of an index. The manual covers equipment design and certification testing; beginning skills; aerodynamics; weather, turbulence and micrometeorology; intermediate skills including launching, approaches, and flying in the wind; advanced canopy skills such as stalls, collapses, spins and recovery procedures; soaring skills including ridge soaring, thermal soaring, and right-of-way rules; federal aviation

regulations and APNUSHGA pilot rating programs; cross country flying; and how to maintain safety in your flying career. Appendices contain a complete practical training syllabus including lesson plan outlines for first day training through thermal and ridge soaring, recommended reference sources for further information on airmanship and weather, and additional information on canopy materials and paraglider aerodynamics. The manual includes more than 60 line drawings and computer generated graphics to illustrate the subject matter.

Paragliding -A Pilot's Training Manual is available from Wills Wing paragliding dealers or direct from: Wills Wing, 1208 H. East Walnut, Santa Ana, CA 92701. Phone 714-54 7-1344. The price is $19.95 retail plus $2.00 for postage and handling. Dealer prices and quantity discounts are available to professional paragliding dealers. Note: All paragliding and hang gliding equipment i.s available exclusively through Wills Wing paragliding and hang gliding dealers.

We've got motivation, we've got skills,

we've got pilots, we've got gliders, we've got ambition, we've got what it takes ...except money. Have you got ideas? Call 603-356-3538.

If you are searching for an official world record you need a barograph. Only a few are recognized by the FAl for official world records. Paragliding, The Magazine has purchased a few barographs to rent out for record attempts. Call for more information (801) 254-7455.

by Bruce Hamler Photo by: Brian Castellanos

he Arctic Air Walkers Demonstration Team descended and ascended upon the 1991 World Extreme Ski Championships held in Thompson Pass north of Valdez, Alaska. The ski competition was scheduled for April 9 through April 11 with two extra weather days. The Arctic Air Walkers arrived intent on exploring new sites and planned to add more neon nylon to the Extreme spectacle. Our success was almost too good to be true. From Left to Right: Matt Chamielarczyk, Tami Hamler, Hanna Hamler, Bruce Hamler, Clark Saunders, Bob French, Vern Tegas Several new soaring sites were established. Many of our best pilots recorded The east wind picked up and we drove to the north side of the personal bests. The Alaska State Distance Record was broken Pass. A quick snowmachine ride, a 500' climb, and I found by Bruce Griggs, an Extreme skier from Juneau, Alaska, with myself atop "Glacier Ridge" in a very strong but steady east an unofficial flight of at least 8 miles. The exposure for the wind. I launched west toward Odyssey where that day's ski Arctic Air Walkers and the sport of paragliding was competition was underway. I was soon soaring in a smooth lift phenomenal! band 500-750' above launch-just me, the mountain tops and... The members of the Arctic Air Walkers Team all came back Yikes! I hope that helicopter sees me! He does and we turn with Extremely great stories to tell. The pilots are listed away from each other. I continue to soar the ridge alone. After below. This is one story of our road trip to the 1991 World 20 minutes, the winds begin to switch around. Those below Extreme Ski Championships. were having difficulty launching and the lift band quickly dissipated into sink. Timing and the luck of the draw once again made the difference between "big air" and another sled ride. That evening at the Tsaina Lodge, we enjoyed videos of Tuesday, April 9th our flights thanks to Bob's helmet mounted video cam - spectacular footage! The Extremism began at the base of 27-Mile Glacier. The Extreme skiers skied, jumped, flew, and tumbled down the AIR HOG AWARD: Bruce Hamler 750'+ elevation gain on prominent gully and extremely steep slopes to the west. With Glacier Ridge. bright sunshine and high winds from the north, we established HIGHLIGHT: Mui tip le road access X-C flights from the Pass a base camp complete with CB aviation radios. Then the soaring toward Keystone Canyon. began on 27-Mile Hill. Seven pilots flew. APARegional Director Clark Saunders and Safety Coordinator for the team gave a fine ridge soaring demonstration complete with several top landings and wing tip tucks. Alan Chuculate of Adventure Wings towed Thursday April 11th his hand glider three times near the Tsaina Lodge to heights of High winds and low clouds force cancelation of the day's Ex1400 - 1800 feet. So far, so Extreme! treme ski competition. Undaunted, the Arctic Air Walkers AIR HOG AWARD: Clark Saunders with 1:20+ cumulative Reconnaissance 'Tham of Clark, Vern and Matt headed into time. the Pass with radios. Vern had one short ride in marginal HIGHLIGHT: Extreme Biathlete Bruce Griggs dazzles the conditions to record the only flight of the day thus preserving crowd with an awesome 2nd run ... and with no reserve! the team's unofficial goal of flying each and every day. Afternoon post-flight entertainment was provided by Extremely high winds, a parafoil kite, and bottle rockets in an activity that was not approved by the Safety Committee. The Wednesday, April 10th evening's entertainment was provided by an Extreme bonfire and celebration at the Tsaina Lodge where an Extremely good More sunshine, a light east canyon wind and nice thermal time was had by all. activity to the south of the Pass allow for easy 3 mile X-C MOST LIKELY TO SUCCEED-OR SHOW ME ENOUGH flights to just beyond Sheep Creek Canyon. My vario sang sweet songs oflift as I soared over rocky cliffs laced with frozen HILLS TO CLIIMB AND I CAN FLY NO MATTER WHAT waterfalls. An eagle cruised by to check out the big, new bird AWARD: Vern 'Thjas - enough said. in the neighborhood. WOW! What a spectacular site! HIGHLIGHT: Extreme bonfire at 'l'saina Lodge.

Paragliding, The Magazine

Friday, April i 2th Moderate t.o high north winds and low clouds brought rain t.o Valdez, and snow t.o the Pass. The day's ski competition was again cancelled. The Arctic Air Walkers record several personal bests on 27-Mile Hill. I, however, spend the afternoon conducting a self-inflicted macrame lesson on the slope and executing a couple ofline malfunction test flights. These were very educational but not as much fun as soaring for hours. This time I found myselfon the wrong side of the window. AAW Club president Bob French was consistently on the right side of the window and actually seemed t.o control the window at times. He was the first on the hill and the last off. He started the day early with a few sled rides and was about t.o call it quits but had t.o climb the hill once more t.o recover his pack. 'rhen the window opened wide and he took a series of 40+ minute flights including a personal best 1:17. Vern also recorded a personal bestof31 minutes. Great going guys! Now on to Valdez and the Extreme Dance!! AIR HOG AWARD: Bob F'rench with a personal best 1:17 and a 4+ hour cumulative air time! HIGHLIGHT: Extreme Valdez hospitality, Bar-B-Ques, and the Extreme Dance! Overall, the team experienced four fun-filled days and nights of flying and Extreme vacationing in Thompson Pass, Alaska. We improved our skills, put on a good show and did so safely. (The team experienced only one minor wrist injury in four days of para¥liding._ For comparison, the Extreme skiers had 4 injuries, all mmor twists and bruises, in two days of com petition -remark-

able considering the steep, rugged terrain and the number of tumbling falls.) The minimal injuries for both activities reflects well on the skill and judgement of both the skiers and the pilots. To be Extreme is to push the limits without going over. In that regard, we all succeeded. The following flights and records were particularly notable: DISTANCE: Bruce Griggs (Unofficial Alaska Record) 8 miles TIME ALOJFT: Bob F'rench - 1 hour 17 minutes ELEVATION GAIN: Bruce Hamler - 750+ feet MOST FLIGHTS: Vern Thjas - 25 For the paraglider pilot, Thompson Pass has it all: a variety of sites, ridge soaring, thermal soaring, spectacular scenery, and record setting X-C potential. For the outdoor enthusiast, the Valdez area also has much t.o offer: skiing of all kinds, mountain biking, world class ice climbing, sea kayaking and just plain great people. Ifyou can enjoy the Extreme, the Arctic Air Walkers will see you next year (if not sooner) in Thompson Pass, Alaska!! Until Then., Fly Safe And Be Extreme!

AGOSTI, Tom Meteor CHMIELARCZYK, Matt Elite CHUCULATE, Alan Hilite HAMLER, Tami Corrado LAPKASS, John Kestrel TEJAS, Vern Elite

SAUNDERS, Clark (Safety Coordinator) FRENCH, Bob (Safety Alternate) HAMLER, Bruce (Team Coordinator)

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1Paraglidi111g, The Magazine

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04/29/91 04/19/91 04/26/91 04/17/91 04/28/91 02/26/91 03/26/91 04/12/91 01/28/91 03/11/91 03/25/91 04/10/91 05/08/91 04/12/91 04/21/91 04/28/91 04/09/91 05/02/91 05/07/91 04/24/91 03/21/91 02/21/91 03/26/91 02/19/91

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INSTRUCTOR RATINGS NAME

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01/25/91 01/25/91 01/25/91 01/25/91 01/25/91 01/25/91 01/25/91

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03/28/91 01/15/91 03/22/91

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Paragliding, The Magazine

OTEWORTHY

Paragliding World Meet The International Aeronautics Federation (FAI) and its International Hang Gliding Committee have chosen France as the venue for the second Paragliding World Championships which will take place from September 7-22, 1991 in the Alps of Haute-Provence. The organization of the competition has been to "Parasol '91", an association created by the various partners involved (French Hang Gliding Federation, General Council of the Alps of Haute-Provence, Regional Council of Provence-Alps-Coted'Azur, Local Authorities, Associations, ... ) the competition's budget amounts to 3 million FF ($580,000). The championships will establish the World's Men's, Women's and Team Championships. 200 competitors from 36 countries are expected on the four selected locations: Digne-Les-Bains, Saint-Andre-Les-Alps, Saint.Jean-Montclair and Mousi ters-Sain te-Marie. Ideally located in South Eastern France, the Alps of Haute-Provence - from the Verdon gorges of Sisteron - provide excellent sunshine and atmospheric conditions. The events can be compared to those of a sailing regatta: they consist in finishing a course in a minimum time with 2 or 3 turning points and

/Paragliding, The Magazine

crossing the finishing line. The winner is the competitor who finishes the course in the shortest time, with photographic proof of the turning points. The president of the French Federation of Hang Gliding (hang gliding and paragliding) is Gerard Blandin. It has greatly developed over the last five years and today numbers 24,000 permit holders, 21 leagues and 402 official locations.

California on Highway 97. Waleback is a 2800 ft. site. Great Class I site when conditions are appropriate. when it gets rowdy, Class II pilots can thermal to the moon! Herd Peak is a 2200 ft. site. Good glass off and thermal site. Camping is very primitive with no water at the landing site but good motel accommodations found in Weed. For nwre information contact John Yates 916-222-4606.

' EDI-IN

2nd Annual Pneumatic Addict Fly .. ln Jmm 2!!-3[]! An event where novice and intermediate pilots can meet, have fun and work on A.P.A. ratings. Instructors are present to witness tasks. Entry fee $40. Includes T-shirt, group photo, weather information briefings and rides to the top. Awards for 1st, 2nd, 3rd, and Best Novice. Incentive and Special Award for achieving A.P.A. rating during the weekend. For more information contact Debbie Olea 619-481-7400.

New Official World Record [Jui A11ri 11leWn1 Canopy: Katana 27 Pilot: Thorsten Hahne Date: March 14, 1991 Start: Wildkogel, Austria Return Point: Schmittenhone Landing: Wildkogel Flight Time: 4 hours Distance: 71 km Documentation: FAI

Wm Canadian Paragliding Championship

sight for close to 10 years; known for strong lift, good X-C flying and occasional turbulence; site records; paragliders, 57 km; hang gliders 321 km open, 214 km out/return, 5100mASL altitude. Accommodations: Available at Golden Municipal or KOA Campgrounds, or many other local motels. Entertainment: In case of bad weather, swimming, mountain biking, boardsailing, river rafting and hiking. Radios: Allowed and encouraged; Headquarters will monitor 123.4 MHz (aircraft band). Entry Requirements: HGAC liability insurance, HGAC parapente rating (or equivalent for foreign pilots), experience in thermals and turbulence (back-up parachute recommended), helmet mandatory. Entry Fee: $25 by July 15th, $30 afterward; includes daily weather briefings, one breakfast, prize money, $5 toward National Team fund (competition is sanctioned by HGAC). Send check or nwney order to: Stewart Midwinter, 444 23 Ave NW, Calgary, Alberta, T2M. (403) 230-7769.

If\!.:

Waleback/Herd Peak Fly..ln ~Hll

Location is 20 miles northeast of Weed,

Tasks: Open distance (2 days) and race to goal Gast day) The Site: 3500 ft (1060m) vertical; takeoffs facing WSWWNW, N; landing fields within easy glide; 4WD road right to takeoff; an established hang gilding

1991 Hobbs Hang Gliding Festival New Mexico The second annual Hobbs Hang Gliding Festival. This years event will

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OTEWORTHY

be held June 29 - July 7. During this period we will hold the towing competition, an aerobatics competition, and a couple offree fly days. Contact Debbie Brooks: Rocket City Ridge Riders, 505-397-3202.

3rd Annual Golden Open U-21, "HJSli l\iit S~1Hrn, Trnsk!;;:

1st Annual Paragliding festival U 2~1 Fly and camp at Pacific Valley, Big Sur, California. Manufacturers demos. FUN, FUN.FUN! For more information call Peter Zimmerli 718-698-5738 or Scott Gressitt 619-632-7762.

Shasta lake Clinic Update Jm1e Currently enrollment is2/3 full, a few spaces are still available. All pilots who wish to check out the Safety Clinic but who do not want to participate are encouraged to come and hang out. A large amount of valuable information can be learned by observing an event such as a Safety Clinic. The Head Instructor and Flight Coordinator (Arrnine) are coming from Austria to lend his expertise and experience at the clinic. Contact John Yates 916-222-4606.

Paragliding, The Magazine

200 km out/return race to goal, every day! (both hang gliders and paragliders); best 3 days count for scoring.

The Site: 3500 ft. (1060 m) vertical; takeoffs facing WSWWNW, N; landing fields within easy glide; 4WD road right to takeoff; an established hang gliding site for close to 10 years, known for strong lift, good X-C flying and occasional turbulence; site records: paragliders, 57 km; hang gliders, 321 km; 214 km out/return, 5100 m ASL altitude; avg. speed: 50 km/h (over km/h course) Accommodations: Available at Golden Municipal or KOA Campgrounds, or many local motels. Entertainment: In case of bad weather, swimming, mountain biking, boardsailing, river rafting and hiking. Radios: Allowed and encouraged; Headquarters will monitor 123.4 MHz (aircraft band). Entry Requirements: HGAC liability insurance, experience in thermals and turbulence (back-up parachute recommended), helmet mandatory; 35mm turnpoint camera. Entry Fee: $25; includes daily

weather briefings, prize money, $5 towards National Team fund (competition is sanctioned by HGAC); send check or money order to: Ron Bennett, 56 Stratheam Rise SW, Calgary, Alberta, T3H lR6, 403-246-6624.

Other Data: Last year every day at least one pilot completed the 100 km race to goal; in all, the course was run over 80 times, with the best time 2:02. One pilot flew 250 km open distance. One pilot completed a 215 km out/return (FAI world record for speed over 200 km 0/R); two other pilots made it 75% of the distance. Another pilot set an FAI world record for 100 km 0/R; the 22 entrants last year flew over 9000 km during 8 days.

-, IIMl&ilililillN

u,ame

By Circ Toepel The flying season looks spectacular, thanks to all the people who are hosting events in 1991. Here is the schedule.

APA Regional Event Sun Valley Competition from July 19-23. Contact Paul Potters, 208-706-9549. Entry fee is $250 or $200 if received before June 15 and includes film and processing, banquet, transportation, and trophies for 1st, 2nd, and 3rd place winners. Housing is available on a first come first serve basis, courtesy oflocal club members. Camping is

also available as are a multitude of hotels. Open to all Class II pilots or Class I with a thermal rating. Limited to 30 competitors.

Lilienthal Paragliding Competition at the Gaudalupe Sand Dunes near Santa Barbara, California, August 10-11, 1991. Open to Class I & II pilots, prize money, free camping nearby and no camera needed! $35 entry fee includes a Tshirt. Achim Hagerman, 805-962-8999.

APA Regional Event Dinosaur National Monument Competition Contact Cindi Toepel: 29007 Richmond Hill Rd, Conifer, CO. 80433, 303670-0301. Class II pilots or Class I with thermal skills (to get your thermal skill rating come out early and bring your logbook!) Aug. 29-Sept. 2, 1991 (Labor Day weekend), rain dates Sept. 3-4. Entry fee is $225 and includes trophies for 1st, 2nd and 3rd place winners. Tshirt, film and processing, banquet and lots of prizes. Enter before July 15 and the fee is only $175. Bring a driver with you if possible as we will be doing some serious cross country. Drivers will be available on site if necessary. Altimeters are recommended and the required equipment includes: reserve, radio,

For a while now, we've been trying to soar like the birds ...

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be Spirit FXC is a very stable and performance, reliability and most each cell containing two chambers. Th.is during launch and flight Our im1.ovative design delivering greater performance by reducing We produce and use our own SKYWALK lighter, and more efficient, yet strong and durable. of the glider which greatly reduces air flow We call the glider the Spirit FXC because Country". The glider is designed to take a to extended flying distances. The Spirit FXC, thermal or very windy conditions to remain The Spirit FXC delivers a high level of safety. We've designed a performance paraglider certified pilots find easy to operate. SKYWALK, is pleased to present to you one of the most advanced

Medium Glider Statistics: Passenger Weight Min. Speed Max. Speed Min. Sink Rate Glide Rate Aspect Ratio

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OTEWOR1HY

but last year the registration fee was $75 for 7 days of flying, dinner and a T-shirt. Last year Ed Pitman went to 17,999 ft. That would be worth the registration fee alone! The launch at Telluride is 12,000 ft MSL so it's easy to see why oxygen and altimeters are recommended and reserves are required. While you're there don't miss the World Hang Gliding Aerobatics Championship with Mitch MacAleer coming back to defend his title.

fly in N. California July 4-8 will be the weather. There are fly-ins to choose from. The official APA Whaleback/Herd Peak event sponsored by John Yates, 916-2224606, or the 2nd Annual Summer Lake F1y-In put on by Phil Pohl, 503-3894086. Jim Yates says that as well as great flying, Summer Lake also has some of the best fishing, hiking and wildlife observing in the Northwest ("I wonder ifhe meant killer parties?")

- - - - - - ~ - ~ . : . ; : ; r c £ ~...1:: 22···

and date back camera. Dinosaur has hosted the Hang Gliding Nationals and the town is very receptive to these events even though they think we're nuts! -

-"~

-~~

----

----'

Fun For Fly Evansville, NY, June 8-9, 1991. Bill Guida, 718852-5713. -~:::::?'7c-~

~---"-----'-~-~~·

Nationals Mark Axen. P.O. Box 1632, Bishop, CA 93514. 618-837-8367. October 512, 1991.Class II pilots only. Tasks will be time to goal and open distance. The Owens Valley will host the Hang Gliding Nationals this year. This is a world class flying site and promises to be a great event! Oct. 9-12 AP A General Membership Fly-in. Come and fly and watch our best pilots. Be there for the awards party and General Membership meeting. [.,•

-J-

---~----:--~

-c7"'

--~-,----::--.--,

Apsen And Telluride September is a great month to spend in Colorado! First, there's the Region 6 competition, then the 2nd Annual Aspen Fly-In and Friday Night Rodeo: September 6-8, sponsored by Parapente Aspen. Call Jan Stenstadvold at 303927-3258 for more details. Following the Aspen Fly-In is the Telluride Hang Gliding Festival September 9-15. Limited to the first 30 Class II pilots. Details are still being worked out

Paraglidi111g, The Magazine

r~ - ~ -

- - c < : L __

APA Cross Country Cha Henge If you don't have the rules for your record attempt, contact Peter ZimmerliatAPA headquarters, 718-6985738. A multitude offly-ins are available, some are low key and some are just short of competition status. Call the appropriate contact for details.

,~,.__c:.::_~_.'2.....,

>·'"--C:-·~--~~

Aerial Weekend Crested Butte, July 2728 also will offer a lot to do for the non-pilot. As a matter of fact, Crested Butte is so beautiful in the summertime you may not even want to fly... naw. In any case, don't miss the festivities. Contact Steve Byers at 303-349-5961 for further information.

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

Mt. Herman Fly .. ln Also June 8-9, 1991. Cost is $5 per event and covers shuttle service from the LZ to the trailhead. This is a new site just north of Colorado Springs with 1800 vertical feet. Contacts are: Ron Wilkinson at 719594-0498, Grange Banks at 303-494-2820. L,~---

-J~~~'----~-~'

California Fly.. ln The only reason not to

U.S. World Team Training Camp Report 8 of our top pilots went to France to train at the sites of the 1991 World Meet. The camp was May 15th - 30th, the goal was to simulate the tasks that they will have in September. The conditions are alike in May and September, so the team has a realistic idea of what they will have to do. John Boucahrd, team leader, said everyone did

well and enjoyed some exceptional flying. The pilots Ed Pitman, Todd Bibler, Ed Stein, Dave Whaley, Mark Axen, Mark Shipman, Brian Porter, and John Bouchard felt this was the best way to work out the foreseeable problems and work together as a team. they all learned a lot and know that they will have a better chance in the World Meet. John brain-stormed the training camp idea after flying in the pre-world meet last September. He and Claudia Stockwell realized the advantages the team would have by becoming familiar with the sites. The U.S. team, under John's leadership, will now be prepared to compete with the best pilots of the world.

Motorized Paragliding lessons Above & Beyond is now offering a two day course in flying the para-motor. We are the only U.S. school to offer motorized paragliding lessons. Come fly with us in Utah! Call for more information 801-254-7455

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•DIGITAL AlTIMETERNARIOMETER WITH AUDIO •EXTREMELY LOW TEMPERATURE DRIFT •MOUNTING OPTIONS INCLUDE LEG STRAP MOUNT •OUTSTANDING PERFORMANCE !

for $7.40 + $2.00 for shipping and handling to:

DIGITAL AlTIMETER WITH AUDIO VARIO

AUDIO-ONLY VARIO GREAT VALUE!

I\JIOIDf!L S'lf A:2

$139

$259

FOR YOUR NEAREST DEALER CALL (206) 338-3081 SENTEKINSTRUMENTS 14327 27th Dr. MILL CREEK, WA 98012

Il tr ,1

THE

HALL

VVINDMETE R

lrJ LI G iding F 1g i t Plus

Accurate• Dependable• Rugged

Specify: 0-55 mph, or 0-80 km/lh See~~.~~~ ~

fflall B1i0MlleliS

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@ncde~ m011 linee ~ -800-aB6-a2BB (801') 829-3232

F~* (801 l 829-63119

;

Coming To America Ailes de K, one of the leading manufacturers of paragliders is coming to the United States. Designed and manufactured in Switzerland by Laurent de Kalbermatten, Ailes de K have been producing paragliders since 1986. Their models include Brizair, Genair, and Pantair. Ailes de K will have its home base in Seattle, washington and will be setting up a dealer network throughout the country.

C· 0 · L· L· E· C· T·I· 0 · N &z7FLY

1.1 kg

FLY WATERSTOP 1.3 kg

A special boot made for paraglider pilots . The outers are made of leather and suede, coated with PU. To make launching and landing safer, the boot has a two layered cushioned sole. Inserts are also built in to give added ankle support. It also features a deep traction sole which makes this boot ideal for hiking.

This is a newly developed paragliding boot. The outers are made of PU coated leather in combination with water repellent Cordura and a water resistant inner material. The two-layered cushioning in the sole and built in ankle supports together with and high traction sole make this perfect boot for takeoff and landing.

., . . . . . .U.S.A.

P. O. Box 12343

•

Boulder, CO 80303

•

Phone/Fax 303-440-0803

INFERNO

STVCOMET ®

----AMERICA---has

OHV

Gutesiegei

"PSQ" PERFORMANCE, SECURITY & QUALITY

MARIPOSA SPORTS INC. • 2649 Park Marina Dr.

•

Redding, California 96001

Dealer Information: 1-800-SKY-PILOT

Paragliding, The Magazine, the first full color magazine in the USA on the sport of paragliding. It is aimed at people who are interested in getting involved in the sport, as well as being an information network for existing pilots. The magazine goes out to all American Paragliding Association AP.A) members internationally, and to private subscribers all over the world. Paragliding, The Magazine is the official voice of the A.P.A. and USHGA and covers what's new and who's who. We publish six times a year. We also have back issues available for purchase. The cost of a private subscription is as follows: United States .. .. .. . . ...... $2A.OO Canada . .. .. .. .... . . ...... $36.00 Overseas Airmail . .. .. .... ... $AA.DO Each Back Issue .... . .. ..... . $5.00

We welcome your stories and photos of paragliding, if you need more information please call.

---

.=--~ VOL2N0. 2 MARCHIAPRa. '9\

For ad rates and quantity discounts please call or write: Paragliding, The Magazine 3314 West 11400 South South Jordan, Utah 84065 801-254-7455 • FAX: 801-254-7701

CHANDELLE SAN FRANCISCO, INC.

Since 1973 488 Manor Plaza Pacifica, CA 94044 {415) 359-6800

ALL MAJOR BRANDS OF GLIDERS AND ACCESSORIES HANG GLIDING AND PARAGLIDING

Rio de Janeiro, Brazil Photo by Ed Stein - Flying at Rio

Last February the World Hang Gliding Championships were held in Governador Valadares, Brazil. This is one of the sites being considered for the 1992 World Paragliding Meet. With this in mind, John Bouchard and Ed Stein decided to travel down and check it out. The usually dependable weather turned out to de disappointing. The conditions were poor for soaiing - the wind was too light, the cloud base too low, and it rained a lot. The Hang Gliding Meet was plagued with many problems besides t he poor weather. There were problems with customs, thieves and police. Other than that it was a great time, friendly people, good food, bars and Rio. The other site being considered for 1992 is in Japan . We will keep you informed of developments.

Paragliding, The Magazine

COMPLETE SALES, SERVICE & INSTRUCTION

World Team Update Just as this issue was going to press we received the message that the US Team for the '91 World Meet has been selected. They are: John Bouchard, Ed Pitman, Ed Stein, Brian Porter, Todd Bibler, and Mark keen. The two alternates are: Claudia Stockwell and Norma Jean Saunders. While the team was at the training camp, they entered a B level regional competition in Digna, France. Flying with some 70 other pilots, our guys finished as follows: 2nd Place - John Bouchard, 3rd Place - Todd Bibler, 4th Place - Ed Pitman.

Congratulations and Good Luck! 57

Hang Gliding! Paragliding! See What The United States Hang Gliding Association Can Do For You!

Your Membership in the United States Hang Gliding Association entitles you to:

•

A 12-month subscription to Hang Gliding magazine or Paragliding, The Magazine beginning with the next issue Liability insurance and property damage insurance Membership voting privileges The new, revised edition of the USHGA Handbook Pilot Proficiency Program ratings Lilienthal awards and flight achievement awards

Additionally, you will be eligible to apply for any of the following special programs: • Theft of glider insurance • Participant accident insurance • USHGA's VISA Gold card • USHGA expanded merchandise program Your membership also helps support: • USHGA instructor certification programs • USHGA membership development programs • USHGA administrative operations • USHGA special projects and events A full membership (U.S. only) in USHGA is $39.00 per year until March 31, 1991.

UNITED STATES HANG GLIDING ASSOCIATION, INC.• P.O. Box 8300 • Colorado Springs• Colorado• 80933 (719) 632-8300 or FAX (719) 632-6417

CLASSIFIED • ADS 1990 Meteor 97. LIKE NEW, Orange, green, light blue. $2200. Call Andrea 406258-6896.

FOR SALE ITV Meteor 97. Pink/Blue. Approx. 25 hrs use. $2000. COMET CXA 24 light purple. Approx. 10 hrs use $2000. SECOND CHANTZ POCKET ROCKET (mod. 175pg) never used $450. Call Michael Edwards 415457-1873.

FOR SALE WILLS WING AT 123 with deluxe harness and speed bar. New in May '91. MUST SELL $2700. 509-9638572 Carl.

SAPHIR 100. Manufactured Sept. '90 (new material) with Excelarator. Call Ed. 415-367 82 45 or 415 -343-0300.

HILITE II, Class 2, BRAND NEW w/harness. Bright green and magenta, paid $3,100, sacrifice $2,500. Call Gary 415-488-4969. 1990 ITV METEOR 97 For Sale. EXCELLENT CONDITION. Blue w/pink moon. Contact Norma 907-7453097 or Claudia 801-2547455. Price $1900.

FOR SALE

1989 SAPHIR 1000

HARLEY ELITE w/harness $695, EXCALIBUR 27 CELLS $1195, KATANA $2695, new wlLLS WINGS, UP KATANAS & STELLARS, RESERVES, VARI OS, RADIOS, AIRSPEED INDICATORS etc. Cary Mendes 714-6548559.

$1800. 18 gore NHK hand deployed reserve $200. contact Michael Goudeau 702-645-4537.

FOR SALE FIREBIRD TWIST 25, 1990, LOW USAGE, immacu I ate condition FIREBIRD reserve chute (brand new), harness, helmet, backpack. All for $2,300 obo. Bernd Lutz 303-451-1722 or 303-4991985

CONDOR SP-11 with F3 Reserve included, along with harness, backpack and windmeter. All for $1,250 or best offer. call 415-487-3424. Rudy.

Brauninger Vario LCD $200. Jo Rosier, 16 Weed St, New Canaan , CT 06840. 203-966-1903. FAX -1384.

FOR SALE COMET CX-21. Perfect condition. Includes backpack $2100. CONDOR SP1 0 with backpack and harness $1100. Call Joel 303-728-3293 HARLEY ELITE 28 with harness. Excellent condition $900. Call Barney 907344-6368.

CORRADO 12 GREAT CONDITION Less than one year old. Pilot weight range: 60 - 90 kg (132 - 198 lbs.) $1500. Includes trim risers and bag/pack. 818-841-9239.

FOR SALE SPEED STAR 10 - 25 cells paraglider. Trekking harness, lg bag. Less than 5 hrs airtime . Excellent cond,, very clean. 11 0-176 lb pilot weight. Royal blue/yellow/orange. $1100 OBO. 818-896-0924.

To place a classified ad, send text and $10 per ad, per issue to: 3314 West 11400 South, South Jordan, Utah 84065

PARAGLIDING FLIGHT by Dennis Pagen It's a beautiful day for flying. The sky is blue without a single cloud. A gentle breeze to move you along. and plenty of sun to keep you warm. It doesn't get any better than this. Or does ir Imagine all of this with your glider or parachute being just as dazzling with its customized designs from Glider Marking International. At GMI . we specialize in imaging parachutes. handgliders and paragliders with any logo or personal design you wish. This is done using a process developed after years of extensive research . and will not affect the operation of your sail. glider. or parachute. Call or write us for your free information package, and you can fly with a style all your own I

_ _ _ __ _ _ ___ Telephone/FAX 516-676-7599 _ __ _ __ _ _ __ Mailing Address GMI , PO. Box 451. Glen Cove, New York 11542 U.SA Shipping Address GMI. 108 Glen Cove Ave .. Glen Cove. New York 11542 U.SA

Don't miss this opportunity to learn more with the most widely used training manual. 208 pages, 170 photos & illustrations Also FL YING CONDITIONS $6.95 A complete guide to sport aviation weather.

Send total for books plus $1 .60 shipping to: Sport Aviation Publications P.O. Box 101 - Dept. P Mingoville, PA 16856

CUTTING EDGE PERFORMANCE

KATANA T) SECOND TO NONE ... FOR EXPERTS ONLY • SPAN ·AREA • ASPECT RATIO WEIGHT WEIGHT RANGE •• MAX SPEED ::>!ALL Sl-'t:t:U

UD MIN SINK *

KATANA 22 9.03 M 21 .7SqM 3.75 5.2 KG 55-75 KG 40+ KM/h 15 KM/h 6.8 1.2 MIS

KATANA 25 9.85 M 24.2 Sq M 4.00 6 KG 65-85 KG 40+ KM/h 15 KMlh 7 1.2 MIS

KATANA 27 10.63 M 26.7 Sq M 4.23 6.7 KG 75-95 KG 40+KM/h 15 KMlh 7.1 1.1 MIS

PROJECTED

* * AT MAXIMUM WEIGHT

KATANA 7J • A Japanese Samurai Sword • A sword of near perfection • A blade like airfoil • High performance by UP

Ur.I INTERNATIONAL

4054 West 2825 North • Mountain Green, Utah 84050 (801) 876-2211 • FAX (801) 876-3003

G™

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 handling advantages these canopies have. Please contact Para-Flite or the nearest authorized Para-Flite dealer for additional information.

PA~TE lncarparatacl 5800 Magnolia Avenue• Pennsauken, NJ 08109 U.S.A. (609) 663-1275 • TLX 831355 • FAX (609) 663-3028