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PARAGLIDING,
THE
MAGAZINE
SPONSORSHIP & MARKING by Phillippe Renaudin
aragliding is an expensive sport and trying to find someone to help with the expense of your canopy could be a helpful solution for both your sponsor and you. Who could help you? There is sponsoring when one or several companies finance partially or in full, a project, permitting them to have their names or logos to be displayed in
such a way that the public will associate one with the other, increasing their position into the consumer market place. Hunting for sponsors is a very common practice in the sports' community. In the case of paragliding, sponsoring is perfectly feasible for a partial or total financing of the equipment. Using common sense, let's try it this way. The idea is to fly a paraglider and reduce as much as
possible the cost of its purchase. It is interesting for the pilot but not for the enterprise contacted to simply buy you a canopy. You must find something better, something that would benefit your potential sponsor. You should look for enterprises that would already be touching a large public and would agree to print their names on paragliders. To get them interested they have to be informed on what a paraglider is
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PARAGLIDING,
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SPONSORSHIP & MARKING (cont.)
all about. But, first of all remember that they are interested by what will be the impact on the general public, the public that will see the glider and its marking with their name or logo. Think about what categories of people the sponsor would like to touch. Think about the locations of where you will be doing your flying. For example, a ski resort where active people (15-35 years old) are mostly to be in number would be good potential for let's say, a sun glasses manufacturer. For the sponsor, shelling out money is not a gesture of friendship but more at the end of the line an investment that will eventually return a profit because of the advertisement with their name on your paraglider. What kind of project to go for. Well, the biggest names are not necessarily the easiest to get. Do not stop at one prospect, three or four would be better. Maximize your chances, do not keep all your eggs in the same basket.
PAGE 2 • PARAGLIDING, THE MAGAZINE
Your first client could say "no" and your project would end in the water.
couple of years and be a lot more original and eye catching.
Set up appointments if possible. Have a concise and precise portfolio. A video of a paraglider in action would be an excellent idea. People do not necessarily know what it is. Try to have a colored illustration of your project. Tell them that your canopy could become a state-of-the-art flying billboard and could be seen as high as 1500 feet in the sky.
Glider Marking International is located in New York and is using a system that has permitted the marking of over five thousand paragliders, hang gliders, parachutes, and sails worldwide. They have free colored brochures with all the necessary information on marking.
You should leave them a copy of your portfolio as a reminder. You will be dealing with busy people who do not have the time you wish they would spend on your idea. Explain how you are going to spend their money. The crucial question will have to be asked, "How much can you spend on this project?" Give them an idea of what you would like to obtain from them, and remember that $9.99 is better than $10.00. Explain that an ad in a local newspaper on a weekly basis for a year will probably cost more than a marking that could last a
We are talking visual communication with the public, through marking, and your canopy will be the carrier of the message in the skies. Sponsorship works, and the paragliding community will benefit from it in the long run. Every little push in the right direction counts and that is what you and your favorite sport needs now!
Glider Marking International P.O. Box 451, Glen Cove, NY 11542 Phone: (516) 676-7599 FAX: (516) 676-0106
TABLE
OF
CONTENTS
FEATURES 1 Sponsorship & Marking
5
General Meteorology Lifted Index And Soaring Forecasts by Rick Jesuroga
by Phillippe Renaudin
6
5 Revising The Ratings
Flight From Mount Shasta Above The Clouds by Jochen Moess/ein
by Ken Baier
Published Six Times Per Year Publisher and Editor Fred Stockwell
8
Record Flight Hobbs, New Mexico by Robert Schwaiger
Graphic Artist Craig Stokes
10 Flurries Of Fun Flying Fortress Mountain
DEPARTMENTS
4
Flight Lines
11
APA News A Word From The President Competition Update APA Instructors 1st American Paragliding Festival Big Sur 1991 New Ratings
by Donna Ford Editorial , Subscription and Advertising Information: JJ I
DUtn
South Jordan, Utah 84065 Phone. (801) 254-7455 FAX· (801) 254-7701
Subscription rate for the USA: $26.00 Overseas subscription rate : $44 .00 (postage included)
Paragliding, The Magazine is published for members of the paragliding community as well as other interested 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, Utah 84065. Absolutely no articles, advertising, photos or other published materials of the magazine may be reproduced in any manner without express written permission of the publisher. © Copyright 1992 PARAGLIDING PUBLICATIONS, INC . All rights reserved . POSTMASTER: send address changes to : Paragliding, The Magazine 3314 West 11400 South, South Jordan, Utah 84065 .
17 Previously Owned Paragliders by Claudia Stockwell
19 Paragliding 1991 USA National Championships Owens Valley, California
4
3 44 6
News & Noteworthy USHGA New Pilot Ratings Classified Ads
Board Meeting Report by the Safety & Training Committee
42
Barographs Past And Present by Bob Schick
46
Paraglider Simulator by Granger Banks
52
Which Winch? contributed by Richard Johnson
54
From The File Of Firsts
Cover Photo: Mitch McAleer (purple Katana) and Bob Schick (green ITV A/core) work the same thermal at the 1991 USA Nationals. Cuver Photo /,y Fred Stockwell
PARAGLIDING , THE MAGAZINE
Dear Editor, re: Intentional stalls and other rating requirements. Reading a recent Aspen Fly-in story about a stall, an unsuccessful deployment of the recovery chute system, and a lucky crash landing, I'd like to share my story and opinion on rating requirements with you and the readers of your magazine. Having completed the Austrian Sonderpilotenschein last year, which required more than 120 hours of theoretical and practical schooling, an equivalent of a FAA exam and medical test 2nd class and having completed my APA Class I rating last su mmer in Aspen, I thought to do a bit of the Class II requirements. So I did a brake-line and one B-line stall on different flights, which really scared the hell out of me. During the brake-line stall I experienced a partial collapse of the left wing. When the wing re-opened with a big bang, I thought the lines would break. Even the softer B-line stall resulted in violent movements of my canopy, although I was right on the brakes, trying to prevent the canopy overshooting me, when I released the Blines gently. With this experience, I developed second thoughts about some of the practical Class II rating requirements. Shall even an advanced student have to expose himself voluntarily to extreme danger during the learning process? The ski start requirement should also be looked into. A good friend and experienced paraglider pilot injured his knee badly while starting on skis. I do not intend to start on skis because it is too dangerous and there are no means of launching in snow. Why shall I learn ski launches? Paragliding has come out of the pioneer stage and evolves into a broader pubic sport. I am glad to learn that some of the requirements are being discussed. In my opinion, even the advanced rating requirements should emphasize safety and more theory besides practical experience. Hans Middleberg
ber of these have been active in the sport for 3 or more years, before the APA pilot certification process was widely operational. Some of u s have found the logistics of obtaining Class I status inappropriately complicated or awkward . The instructors I have flown with have been very helpful, but, my needs fo r task sign off haven't melded neatly with those of their students, during student outings. While I managed to have some tasks witnessed, spot landings signoffs have proved too elusive. So my Class I rating remains on hold. Perusal of my detailed flight log should amply testify that I can land my paraglider consistently safely. As a non-rated pilot (albeit with over 200 fligh ts and 22 hrs flight time over 3+ years) I cannot participate in ma ny APA-sponsored events. The recent O wens Valley Fly-in and National Competition was a notable exception for which I applaud the organizer Mark Axen and the participants. Everyone regardless of "rating" flew just fine. I am not suggesting a rubberstamp certification pathway for experienced pilots wishing to be "grand-fathered " in . I would like to see the APA sponsor a certification clinic tailored for pilots with co nsid erable flyi ng experience. Perhaps, a bi-annual safety program for educating and certifying un-classed pilots would serve well groups of such pilots. Would some APA instructors care to comment on this concept? I would think some would welcome it as a way of avoiding the predicament of being to asked to work with pilots they haven' t instructed . Others may feel that pilot ratings must remain the exclusive certification pathway warranted and workable? Meanwhile, should I "knuckle und er" to the existing protocol fo r certifica tion e.g. sign up as a student and devote whatever time and money to the process as required, or spend that mo ney and preciou s time on worthy flying? With many North Cascades slopes nearby beckoning first or repeat flights, I'm ambivalent about having to drive for hours to meet someone willing to witness spot landings off bunny hills. Bruce C. Tracy, Omak, WA
Dear Editor, Dear Editor, I expect there are numerous capable paraglider pilots in the States who lack APA certification. A fair numPAGE 4 • PARAGLIDING , THE MAGAZINE
To all those who wrote me the letter fro m the Big Sur Fly-in: thanks so much fo r the grou p letter. I can't tell you all how much it brightened my day having
heard from you all. Papua, New Guinea is a long way from home, and you all brought home a little closer. Ken sent the last issue of Paragliding, The Magazine, and I showed it to a few of the villagers here. Needless to say, they think we are all crazy. Speaking of crazy, we need a few adventurous pilots to come over and look for flying sites. I think there is so.m e great flying potential here. Big Sur sounds like it was a big success, and I really missed not being there. Hopefully next year! Claudia, Allie, Debbie, I miss you gals! Thanks again for thinking of me, and I can't wait to do some flying with you . Love ya! Kim Taylor
Dear Editor, It was really great to finally meet and talk with you and to get to know the face behind the magazine. And to fly at Owens valley and meet all the guys and gals. I made a lot of good contacts and friends. I was, however, a little disappointed after having travelled so far, by the poor turn out at the trade show and with the lack of support shown by the American Paragliding Industry. For example, Wills Wing was present at the German trade show but not at the American. I was also a little surprised by what, I thought, was a large number of the pilots present who had limited ground handling skills. It seems like too much talk and effort is being put into catching big air and mastering canopy collapses and not enough effort and training into the basics of ground handling, which is potentially one of the most dangerous parts of flying. I think that this would make a good topic for discussion at the next APA fly-in. What do you think? Anton Visser Parasports New Zealand Ltd.
Dear Editor, To all fellow paragliders, I never thought that I would actually write to a magazine, but after reading Mitch McAleer ' s little piece in Hang Gliding Magazine, I'm inspired by his words, their order, and their meaning. Thanks Mitch, for standing up for us, like no one else could . Anyway, what's on my mind? ... just a little bit of journalistic "mumblejumble" for those pilots who spend time
FLIGHT LINES (cont)
ragging on and on about gliders and their safety, design flaws and poor quality. Let's just say that all gliders are different just like us. What is bad for you might be good for me. Bottom line us that very, very few gliders are "unsafe" as far as paragliding goes. No manufacturer today can afford to speculate in the world of testing and quality. But then again, "don't trust nobody" ... remember everybody wants your business and whatever I like, you might not like at all. And in the end you are the one who is going to fly the thing, so get serious and selfish; find out what's good for you and you alone. And then you can only blame one person if all hell breaks loose; and you already know who that is, yeah .... YOU! But give us instructors at least the respect that you will hear us out when it comes to advise. Jan Stenstadvold, Aspen Paragliding
Dear Editor, My name is Joop Bernard. I am called the Flying Dutchman. I have been flying since May 1990 and fly an ITV Meteor Gold. This year I have been touring North America with my wife Adrie and my dog Max (Barker). We started out tour from New York in our 21 year old motorhome last June and have since traveled to Canada. My first flight in Canada was Yamasha Mountain near Montreal, Quebec. From this 900 foot Mountain John Bouchard flew 42.5 miles into Vermont State. I had a personal best altitude gain of 4500 feet above launch. This was an unforgettable good time. From there we made the long journey west to Golden, BC in July to fly in the Western Canadian Paragliding Championships. This is the "Big Thing" and is held at one of the best and most beautiful sites I've ever seen. Three pilots had flights of over 70 miles, some others flew 40 miles, and I did a 10 and 16 mile flight and ended up with a 7th place finish. We then headed south to stop near Salt Lake City at the Point ofThe Mountain. After some bad weather, we had some nice flying. Next, on to the Big Sur Fly-in. Now, I know the meaning of the words "sled ride", still it was a real nice event. We decided from there to go to the US Nationals in the Owens Valley, California for some big flying. At the safety seminar we were told to watch
out for rattlesnakes, scorpions, and also hermits with guns, and not to ignore the signs saying "Trespassers Will Be Shot". In the air you have to watch out for planes - especially ones from the Air Force. Those guys are really curious and scare you almost to death! After a good night sleep and a good first day (for me - 10th place), I think it's going to be a great event. I'm glad I came and I ended up with 12th place overall. As our journey is almost over, we are heading for Mexico to do some site seeing. I want to thank all the pilots I met and the organizers of the events for their knowledge and hospitality. We had a great time! Joop Bemard
Dear Editor, I have been following the "hang glider I pa rag lid er" controversy with great interest. While the ostensible "issues" have, in my mind, a varying degree of substance from the ridiculous to the sublime, one issue, that of "our sites", seems to outstrip any of the others in popularity. In virtually every broadside thus far, "our sites" has arisen as a major reason why the USHGA needs to protect its integrity by not taking paragliders under its aegis. Given the fact that the vast majority of "our sites" are on public land, a number of otherwise intelligent and erudite contributors are kidding themselves. "Our sites" sad to say, are also "their sites" whether these contributors like it or not! Administrators of public lands have an awesome task. Public lands are virtually by definition multiple-use lands. There often overworked administrators have a duty to open the areas under their charge to as much public recreational use as can be safely, environmentally and aesthetically allowed. Add to this fact that the majority of these administrators are not pilots or necessarily even aviation oriented, and the propasal that lands under their charge be opened to yet another potentially risky form of recreation, like personal flight, could have easily been dismissed as just another headache they didn't need. It is a tribute to these administrators that they nevertheless kept an open mind and the fruits of their openmindedness we enjoy today as a long list of flying sites.
ing/paragliding" controversy could easily turn out to be the ultimate headache for a lot of these administrators, and they might decide we're just not worth messing with. Enough already! We all fly the pleasure of a large group of dedicated and overworked public servants who don't' fly and who don't need to be caught in the middle of an "our site/their site" dispute that literally has no substance in light of the fact that the dammed sites belong to everyone who can use them responsibly! The bottom line, at least as far as personal aviation on public lands is concerned, is that we have far, far more to gain by combining forces with the paragliding community (which I might add, is being swelled by an ever-increasing number of hang glider pilots) in a cooperative giveand-take and a share-the-air attitude than we do by rancorous puffery about protecting "our" sites and "our" organization from "them." 'Them" is ''US"! "Separate but equal" did not work in public education and it will work in personal aviation on public land. We either hang together or chances are very good that we won't ''hang" at all on public sites. Jules Gilpatrick, Alameda, CA THE
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It seems to me that the ''hang glidPAGE 5 • PARAGLIDING, THE MAGAZINE
PARAGLIDING,
THE
MAGAZINE
Revising The Ratings
•
• by Ken Baier
t the October APA Board meeting, the Directors decided to change the pilots rating system. The ongoing evolution of the sport along with an increase in accidents provided the incentive to try to improve things. It will take time and plenty of work, but our objective is to improve pilot skills and knowledge in an effort to improve safety. The following points were agreed upon.
Changes will be made by the Examiners and presented to the Board at the next meeting.
skills, requirements and tests.
Maneuvers The Board had a lengthy discussio n about th e numerous maneuvers and their importance. Most of these ha ve been recently developed and, due to glider development the list may become ei ther longer or shorter. Some of these maneuvers are only possible on some canopies and many be dangerous on others. Some are useful, some merely tricks. Some may prove to be bad for the gliders strength or lifetime. The APA is not in terested in promoting aerobatics or aerial origami. We want the sys-
tern to teach what is necessary for good safe flying and allow for the evolution of our equipment and knowledge. The necessary pilot safety skills include: malfunction prevention, effective malfunction response and descent techniques. Let's use the maneuvers when appropriate to develop these skills and not as tricks to be performed. I have proposed that knowledge of the maneuvers is appropriate for beginners, demonstration of most of them for Class II, and all for Class III.
We will move to a three-tier system in order to give pilots more goals to strive for. The special skills will be included within the ratings requirements - so they don't get overlooked. During the Board meeting, I proposed an outline of the new system. The curve for learning paragliding suggests that a threetier system is appropriate and should be better as a teaching tool for both the students and instructors. We also spent a large portion of the meeting discussing maneuvers. The Examiners will be working together to establish what the goals will actually be and develop the rating system with the list of pilot Ken Baier discussing rating changes PAGE 6 • PARAGLIDING, THE MAGAZINE
PARAGLIDING,
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Hobbs, New Mexico
RECORD FLIGHT
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by Robert Schwaiger
onday, June 3: We've finished a 12 hour flight. In anticipation of the coming 2 weeks we depart our plane in Los Angeles International. Now we must drive fifteen more hours to reach our desti11ation of Hobbs, New Mexico.
me a lot of important tips for flat land flying. It is Larry who makes it clear to me that flying in the desert is not comparable to the delightful thermal flights in the Alps. This night I fall asleep very curious about my first flight in the low lands, but the next morning the weather forecast dampens my euphoria. Tornadoes are announced.
Our goal is the world distance record for paragliding. Dead tired and exhausted, we finally arrive at our hotel. After a short repose we meet the rest of the team; Steve Pearson from Wills Wing and Larry Tudor, a hang glider pilot who is experienced in desert flying. In the next days Larry will give
In the afternoon the first tornado rages and makes flying impossible. Unfortunately, the next days bring rain and storms (The first rain since September, the manager of the hotel relates). The weather god seems ill disposed to us.
M
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Boredom and inactivity in this lonely and inhospitable region give
•
enough time for brooding. I begin to have doubts, doubts about professional and competition flying and the disadvantages. The desert changes into mud and dirt. Everything is veiled in mist, even our thoughts. After a couple of days it clears and we prepare for our first flight. Finally! We leave our hotel for my first attempt at the world record, which has been all talk until now. The first tow proves to me how theory and practice differ. Hardly released from tow I find myself on the ground. Here I can forget all the experience collected during hundreds of flights in the Alps. Each time after circling to cloud base, when I leave for the
RECORD FLIGHT (cont)
next cloud, I have to land.
home with an injury.
Every day we tow and fly. The more I fly the more frustrated I become. I long for flying at home in the Alps. Despite the strain, my training is beginning to pay off. Now at least I succeed in flying 60 - 80 km. Steve and Annin tow me as high as possible - between seven and eight hundred meters. When I find lift, I now do my best not to lose it (even if I am not gaining). Sometimes I tum for hours in the same thermal and make distance only because of the strong wind. The others of the team following me by car have difficultly keeping up with me.
Wednesday, June 12:
Monday, June 10: Today I find a thermal and without any problem center it. The surface wind is getting stronger and stronger. I don't mind because it helps me to move quicker. Below I can see the small oil town of Denver City, Texas and quickly leave it behind. During a lapse of concentration I almost Jose the thermal. My vario bleeps continuously and signals strong sink. "Concentrate and do not make a mistake", I say to myself. I use the experience of the last days and do not stop turning. Perhaps I can find a thermal. At 30 meters I find lift and circle to 900 meters. Unfortunately, the wet ground makes it impassible to gain more height. My ground crew warns me the wind is very strong, the same instant I feel the full force of the wind. With the sink alarm at 7 ml sec I tum into the wind and fly backward at about 10 km/h. Just in time I set myself upright in the harness and then crash, hitting the ground very roughly. The canopy drags me along and after about 10 m I finally come to a stop. I am in shock, But thank God I am unhurt. I stand and look for my radio and water bottle which I find 50 m away. I call in for retrieval. While my adrenalin level normalizes I realize again, that professional competition flying is far from being a well paid leisure time activity. It is hard work which demands discipline and will power. The next morning we have perfect weather and the day begins promising. I don't feel like flying but the others urge me to hurry. Don't lose precious time! Unfortunately in vain. The wind freshens and after some risky tows we decide to go back to the hotel air conditioning and rest for a day. Despite my hope to fly the world record it is not worth any risk of returning
The sun dries out the desert. We can see more and more dust devils. We imagine how bad it would be to fly into the whirling winds of a dust devil in a paraglider. We drive to Denver City where the clouds began earlier. The wind is blowing quite strong. After short discussion we decide to do an attempt. Larry will fly with his hang glider to give me his support. I fly first but cannot find any lift and land going backwards in a small field surrounded with power lines. With great difficultly I land without injury. Armin brings me back to the tow road for another try. By now Larry is also ready. He launches and begins thermaling downwind. By 3:00 pm I finally launch and begin looking for a thermal. Almost on the ground I prepare for landing and I detect lift. I strain every nerve and succeed in making cloud base. By radio Larry advises me to fly as high as possiblebecausethedistanc:eis far between thermals. "As high as possible" I repeat. I have only one chance. I give Annin my position, adjust my compass and fly into the cloud. At 7 m/sec I circle to 4600 m and fly towards the steppe. It is really a strange but wonderful feeling to fly so high over the desert. I do not have time to lose myself in thoughts. I am turning continuously in order not to lose the thermal but the wind drives me on very quickly. Annin tells me the road is very bad and therefore he can't keep up with me. He asks me to give him my position regularly, which is not easy in this lonely region where everything looks the same. The sink alarm of the vario forces me to interrupt my contact to Annin. I sink to 200 meters but I am not willing to give up and do my best to soar. Suddenly the sound of jet fighters interrupts the quietness. In front of me I can see a runway, which looks like Air Force. Larry informs me it is Reese Air Force Base near Lubbock. Above me is a T-38, below another T-38. I try to hold back the panic and keep calm. The only thing I can do is to fly forward as fast as possible and leave this dangerous area as soon as passible. What Luck! Finding lift I rise above the air base to 3000 m and soon it is behind
me. There is no time to breathe and relax. I must go on because it is late afternoon and I do not have much time remaining. Because of the monotonous turning in the thermals my shoulders hurt, my muscles are not used to this continuous pressure. Now I must summon all my strength and stamina. I have flown more than 100 km, and my height is 300 m. Annin encourages me and assures me that with some luck I can beat Remands record of 149 km. I can see the region in front of me is very wet so I decide to change direction. It is 5:00 pm and the thermals have diminished noticeably. For about 1/2 hour I try to stay in the air but I'm unsuccessful. It is too late in the day. After a flight of 2 hours and 37 minutes I must land north of Lubbock near County Line. The wind is strong and I make the typical backward landing. Unfortunately, radio contact is interrupted. I walk to a nearby farmhouse and there is someone to confirm my landing location. I have to convince the woman I did not jump out of a plane, instead I flew this distance with a paraglider. She invites me in for a drink and explains to Annin where to find me. By midnight we arrive back at the hotel and evaluate the flight. One hour later Larry and Steve return. Larry has flown 305.078 km in 6 hours in his HPAT 145 hang glider. The following days are less successful for distance flights and the wind becomes too strong for paragliding. After two tiring eventful weeks I return to Austria withoutthe world record, but with the United States National Record and broadened flight experi,ence.
Robert Schwaiger Paraglider: Pro-Design Challenger C Flight Duration: 2 hours and 37 minutes Distance: 131.743 km
Average Speed: 50.4 km.
PAGE 9 • PARAGLIDING, THE MAGAZINE
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Flying At Fortress Mountain
Flurries of Fun!
•
ell, the 1990/91 season at Fortress Mountain, Alberta, Canada was none other t/um excellent. More snow than they have seen in years! Both skiers and paragliders alike were treated to a great season together - lots of sunshine and good wind too!
w
Ron Ford successfully organized the first official year of paragliding at Fortress with permission of their management. Special paragliding passes were provided to those who paid a minimal fee to fly there and Ron kept Fortress well informed of our group. Anyone without the special pass was not allowed up the chair lift. PAGE 10 • PARAGLIDING , THE MAGAZINE
by Donna Ford
•
Launching off skis is quite different than foot launching, but it's just as fun. The landings are neat too! Some pilots found it difficult their first time. I don't think you really need to be a great skier but it helps to have some knowledge about skiing, otherwise it can be rather intimidating. Having gained the respect of the Fortress Mountain staff last year, we are looking forward to another great winter season ahead. There has been a change in the ownership at Fortress; however, we understand that the paragliders are still welcome to fly at this site under the same regulations as last year. I would like to take this opportunity to thank all of those paragliders who flew
fortress last year for their cooperation and mature attitudes toward safety. Safety is a big concern with all North American pilots, Canadian and American alike. We want to ensure that our reputation stays that way, especially when we are flying on a ski hill where others (skiers) are involved. Thanks are also extended to the staff at Fortress for their faith in us! Fortress is the only ski resort in our area to allow paragliding at their mountain. They have told us that we are gcx:x.i entertainment and the skiers and guests all love the added attraction we provide. With the 91 /92 winter season just around the comer, why don't you plan a trip to Fortress this year and fly the Canadian Rockies!?!
he first American Paragliding Festival was a great success. We never expected such a huge turnout. I would like to thank all the participants. You not only made it the largest paragliding event in APA's history, but it was also the safest, with no injuries or accidents during the event. All the volunteers deserve our acknowledgement and thanks for their efforts. Some of them showed up several days before to improve the infrastructure such as the road and track up to the launch area. My special recognition goes to Scott Gressitt for the idea and for getting the first American Paragliding Festival off the ground. And naturally, our thanks go to Fran and Harry Harris for all their hospitality. Of course there were several hitches, glitches and disagreements. Most of you weren't aware that the Park Rangers shut the event down the evening before. Scott and Harry got it all going again. The necessary improvements will be made for a similar event in the future. The financial result exceeds our projections and allows the APA to move on with new services and benefits for its members. The financial results and the name of participants with their donation are listed below. The Board of Directors meeting was held in Salt Lake City on October 16 and 17, 1991. It was a very Jong and productive BOD meeting. A lot got accomplished and still a Jot more has to be done. Several agenda items could not be addressed and the BOD decide to have a mail voting on two presented proposals. Along with all the usual issues the "merger with USHGA", was discussed. The Board felt that it is not the right time for a such a merger. The decision was supported by the Spring APA survey and the USHGA Chapter survey indicating that the membership in both organizations is not in favor of merging the two foot-launch sports politically. However, we respect each other's rights and we intended to work
together. Both surveys clearly mandate our boards to take care of the sport's specific needs. The following statement resulted and was presented to the USHGA Board: "We will continue to cooperate with USHGA and to work together and expand the lines of communication for the mutual benefit and advancement of foot-launched aviation." To improve our safety record and counteract the recent trends of increased accidents and fatalities, the pilot rating and instructor programs have been improved. The pilot rating program will become a three-tier rating program. The final programs will be adapted at the Spring BOD meeting. The Examiners are directed to compile the two proposals and have all the instructor comments before the final draft is created for the Spring BOD meeting. In the meantime, the current two-tier programs, as well as special skill ratings, have been modified to address the current issues regarding safety and maneuvers. A new rating revocation policy was adopted, and the new instructor requirements are approved. The pre-<Jualifications have been increased and require the completion of some newly created special clinics. The apprentice time required has also been increased and specified in detail. In 1992, the first rated instructors are up for renewal and must meet several of these new qualifications. The written exams will be revised over the winter. They will be strengthened and more demanding in the future. They will be in multiple choice form. An accident report column will appear in each issue of the magazine (if something has to be reported). Accident conclusions and statistics will be compiled at the end of each year. After chairing the Safety & Training Committee for over two years, Claudia Stockwell resigned at the end of the BOD meeting. I appointed, at Claudia's recommendation, Norma Jean Saunders to chair the committee. I thank Oaudia for all the time well spent on getting programs running. I ask you to give
your support to Norma Jean so that she can continue the committee's work. The following new committees have been established: Awards Committee, chaired by Dick Benoit; and Site Access Committee chaired by Curtis Woodman. Two funds (interest bearing) have been established: The General World Team Fund and the Site Access Fund. We will strive to make donations into these two funds tax deductible. The funds will consist mainly of voluntary donations. The General World Team Fund principal cannot be touched. Only the interest generated from the principal is available for the World Team to pay for the entry fees. The Site Access Fund is designed to be used for legal, administrative and financial support to open or keep sites open. The fund starts with $3,722.00 derived from the first American Paragliding Festival. The Committee is reviewing my proposal regarding fund distribution guidelines, rules, and procedures. Because of another late session on the last day of the BOD meeting, the directors decided to vote on the two untouched agenda items by mail. These items are a 24-hour $5,000 Accidental Death and Dismemberment Insurance and the 1992 dues structure. The '92 dues structure includes several additional benefits such as family membership, supporting membership, renewal discount of $5.00, free pilot ratings and chapter support for site insurance programs. I and many directors recognize that clubs, chapters and local groups are the basis and future of our sport. They know the local situation best and can find and open sites best. The new dues structure would provide incentives to APA chapter/ groups such as free site insurance and access to the Site Access Program. Let's see that all these new programs are implemented and made a reality so that the sport of paragliding soars to new heights in the future.
Happy holidays and a successful 1992. Peter Zimmerli PAGE 11 • PARAGLIDING, THE MAGAZINE
A M IE ~ I C A N
A Si $ 0 C I AT I O N ,
W A I"{ A G L I D I N G
I IN C .
'
The following companies are APA members supporting the paragliding community with their membership. While the APMakes no po.sltic,n. on the value of equipment offered by these members it is important to remember that they actively support and prqtnote the sport of paragliding and the APA. •
PARA-FLITE, INC.
LAMINATED PRODUCTS LIMITED
ABOVE & BQYOND
5800 Magnolia Ave., Pennsauken, NJ 081 ()') Phone:(6()'))663-1275, Fax:(6()'))663-3028 Manufacturer; Birdwing Canopies, Specialized in High Quality Products, Workmanship and Customer Service
17/F, Unit C, Block 1, Tins Center, 3 Hung Chung Road Tun Mun, NT. Hong Kong Phone:011-852-466 0208 Fax: 011-852-4561266 Manufacturer; Canopies, Harnesses, Accessories
3314 West 11400 South South Jordan, UW, 84-0QS Phone:(801)254-7455, F•x:(801)254-7701 School, Sale, Canopi~, Harnesses, Accessories, Media, $pecialized in Instructions, ClinifS, Towing
PARAPENTE USA
PERFORMANC}l DESIGNS PARAGLIOlNG 12650 Softwi~d Dr.,
MARIPOSA SPORTS INC. 2649 Park Marina Dr., Redding, CA 96001 Phone:(800)759-7456, Fax:(916)245-0738 Importer; Loft Comet, Inferno, Edel and Para-Delta Canopies, Harnesses, Reserves, Accessories
FIREBIRD USA P.O. Box 12343, Boulder, CO 80301 Phone:(303)440-0803 Importer, Distributor; Firebird Canopies, Harnesses, Flywear, Accessories, Emergency Canopies
KITIY HAWK KITES P.O. Box 1839, Nayes Head, NC 27959 Phone:(919)441-4124 Sale, School Canopies, Harnesses, Instruments, Accessories
UP INTERNATIONAL 4054 West 2825 North Mountain Green, UT 84050 Phone:(800)COME 2UP Fax:(801)876-3003 Manufacturer; UP Canopies
2442 NW Market St #31, Seattle, WA 98107 Phone:(206)GOSKYHI School, Importer, Distributor, Sale Canopies, Harnesses, Instruments, Flywear, Accessories, Media, Travel
K & C HIGH TECH, INC. 6299-7 Powers Ave., Jacksonville, FL 32217 Phone:(904)739-0042 Importer; Alti Plus Varios
GLIDELLLTD 555 Bryant Street, Suite 256 Palo Alto, CA 94301 Phone:(415)424-9704, Fax:(415)424-9704 Importer, Distributor, Sale, School Canopies, Harnesses, Instruments, Flywear, Accessories, Media
Moreno Valley, ~ 92388 Phone:(714)924-5229, F•x:(714)242-4718 Manufacturer; DistributC>r, Sale, School, Loft Excalibur G,mopies, Harnesses, Instruments, Flywear, Accessories, ~edia
OREGON PARJ\lGLIDING ASSOCIATIQN, INC. P.O. Box 7002, Ben~, OR 97708 Phone:(503)3$9-5411 School, Sale, Insp-uctions
A PLACE OF WINGS 1484 Falcon St., Sunn}lvale, CA 94087 Phone:(408)7~1222 School, Instruction, Sales
SKYWALK 447 Lumbert Ave., Palo Alto, CA 94306 Phone:(415)493-3192, Fax:(415)493-3192 Manufacturer, Dealer; Spirit Canopies and Harnesses
CALENDER OF APA EVENTS 1992 Jan 1 - Dec 31:
APA 1992 XC Challenge. Contact APA Headquarters .. Registration fee is $25 per submitted flight.
COMPETITION UPDATE The 1991 competition season saw a Jot of excitement. We had some of the best events ever. Many thanks to the meet organizers and meet directors who worked hard to put on the races and competitions so we can fly! And fly we did. Greg Smith set site distance records at the Dino-Soar and Sun Valley, and everyone had a great time at Torrey Pines. We also want to thank all the sponsors for helping make all these fly-ins and competitions a success. Now is the time to start organizing an event for next year. I already have 2 proposals (Elsinore and Dinosaur) and there are rumored to be more. There are a lot of Class I pilots eager to test their skills. We need more events specifically
PAGE 12 • PARAGLIDING, THE MAGAZINE
,
' designed for these pilots because they are the iitajority of the APA. There are dozens of sites in the US for~ Class I competition, yet we have very few such events. If )tou need help organizing an event, call or write and I will sent! an information packet to get you started. It takes lots of time and thought to prepare a first class competition so we wiJJ be accepting proptjsals for next year's Nationals until January 1, 1992 and tjo later. Send your proposals to Circ Toepel, Competitio~ Committee Chairperson, 29007 Richmond Hill Road, Conifer, CO 80433. A decision will be made and announced within 30 days. Look for next year to be even more exciting! fly Safe!
Mark Wright
Hans Hub
12662 Softwlnd Dr. Moreno Valley, CA 92388 (714) 485-2620
Box 1094 Sun Valley, ID 83353 (208) 726-4774
Alan Chuculat,
Bradley J. Heinzen
PO Box 522 Moss Beach, CA 94038 (415) 726•7459
Chuck Smith
Sox 83305 Fairbanks, AK 99708 (907) 455-6379 Clark Saunders
Patrick Sugrue
Green Vly entry Club #4134 Henderson, NV 89014 (702) 896-6000
Phlllfpe VIiiard
RR# Wellfleet, MA 02667 (508) 349.9377 Michael E. Eberle
Michael W. Meler
13381 Bow Place Santa Ana, CA 92705 (714) 731-1656 Robert M. Pelletier
P.O. Box 815 Wellfleet, MA 02667 (508) 349-2561
Box4 Ellensburg.r.. WA 98926 (619) 720•
1202 "M" E. Walnut Santa Ana, CA 92701 (714) 542·7444
Joe Gluzlnskl Jr.
Dale Covington
Ed Pitman
P.O. Box 1887 Palmer, AK 99645 (907) 745·3097
PO Box 353 Perris, CA 92370 (714) 943-8664
P.O. Box 7843 Missoula, MT 59807 (406) 728-2876
Mark A. Chirico
Norma Jean saunders
Jeff Greenbaum
Chandelle, 488 Manor Plaza Pacifica, CA 94044 (415) 359-6800
463 Silver Ave. San Francisco, CA94112 (415) 759-1177
Jeffrey T. Nicolay
Mark D. Axen
P.O. Box 1632 Blshoe, CA 93515 (619) 873·8367 Kevin Klelnfelter 5201 Westeridge Rd, Rt 2 Bishop, CA 93514 (619) 387-2673
Ken Wav.ne deRussy
Peter :Zimmerli
Klaus Schweiger
Clrc Toepel
613 N M1lpas St. Santa Barbara, CA 93103 (805) 965·3733
25 Goller Place Staten Island, NY 10314 (718) 698-5738
Rupprecht Str. 4 D-8958 Fussen
29007 Richmond Hill Rd. Conifer, CO 80433 (303) 670-0301
Karl Cutle
Bob England
Phll Pohl
Box 2662 Canmore, AB TOL OMO (403) 678-4973 9850 Nine Mlle Rd. Juneau, AK 99801 (907) 586-2465
Star Rt 1 Box 188 Crowley lake, CA 93546 (619) 935-4815 Fred Lawley, Jr. P.O. Box 1226 Del Mar, CA 92014 (619) 481-7400 Scott Gressltt 639 Camino El Dorado Encinitas, CA 92024 (619) 943·0274 Jack Hodges
190 Coral Reef Half Moon Bay, CA94019 (415) 728·0938
Cary D. Mendes
John Bouchard
Markus W. lndermaur
Bili C. Anderson
1271 Avd. Floribunda San Jacinto, CA 92383 (714) 654-8559
P.O. Box 1100 North Conway, NH 03860 (603) 356-6907
Hintergasse 14 Ch-8640 Rapf)erswlll 011-41-55·27 71 59
P.O. Box 10514 Truckee, CA 95737 (916) 582-0527
12701 Gridley St. Sylmar, CA91342 (818) 367-7210
P.O. Box 812 Bend, OR 97709 (503) 389-4086
Glenn G. Derouin
Charles Fontenot
1437 Waseca Houston, TX 77055-4411 (713) 973-9546
Dick Jackson
Jay Hauth
Box819 Aspen, CO 81612 (303) 925·7625
1130 East 4045 South Salt Lake City, UT 84124 (801) 268-9369
Patrick S. Blackburn
Brian Porter
3680 #6 Research Way Carson City, NV 89706 (702)883-1070
P.O. Box 27766, Aklba Lane Bella Vista, CA 96008 (916) 472·3058
770 Morgan Dr. Boulder, CO 80103-2611 (303) 494-2820
715 E. 3900 S. Suite 109 Salt lake City, UT 84107 (801) 268-80M
Dr. Kory Branham
121 Solano Dr. Brisbane, CA 94005 (415) 467·2383 151 Tamarack Carlsbad, CA 92008 (619) 720-9775
Granger Banks
P.O. Box 185 Salt Lake City, UT 84020 (801) 484-2848
Curtis Woodman
Steve Byers
Fred Stockwell
Box 245 Sausalito, CA 94966 (415) 332·1928
PO Box 213 Crested Butte, CO 81224 (303) 349-5961
3314 w. 11400 s. South Jordan, UT 84065 (801) 254-7455
Anthony Domenico
Robert R. Wardlow
Claudia Stockwell
PO Box 1871 Crested Bulle, CO 81224 (303) 349-6384
3314 w. 11400 s. South Jordan, UT 84065 (801) 254-7455
Asher Leeson Kaiser
Christian Walk
647 Arden Dr. Encinitas, CA 92024
23229 Himlock Ave., Apt #12 Moreno Valley, CA 92557
BUI Fifer
1509 E. 8th St. Traverse City, Ml 49684 (616) 947-3365 Roger G. Coxen P.O. Box 1839 Nags Head, NC 27959 (919) 480-1835
Jack Krelnhedar
Jan Stenstedvold
Box 1936, 306 Redtail Dr. Basalt, CO 81621 (303) 927-3258
365 Bonair St., #4 la Jolla, CA 92037 (619) 454-0598
Ed Stein
Gregg Pujol
1484 Falcon Ct. Sunnyvale, CA 94087 (408) 736-1222
David Frank
653 N. San Mateo Dr. San Mateo, CA 94401 Mark
Kurt Kleiner
P.O. Box 188 Shasta, CA 96087 (916) 359-2392
P.O. Box 3707 Jackson, WY 83001 (307) 733-3896
Ronald O. WIikinson
12650 Sottwlnd Dr. Moreno Valley, CA 92388 (714) 924-5229
2442 NW Market St. #31 Seattle, WA 98107 (206) 467-5944
RFD 2 Box 109 Claremont, NH 03743 (603) 542-4416
3509 Summer Breeze Dr. Colorado Springs, CO 80918 (719) 594-0498
Marcus Salvemini
.,ms
Kenwetc:h J, Baier
Scott A. Amy
15 Seaview Drive 1 Daly City, CA 94015 (415) 992-7369 James M. Vates
2765 Bechelli Lane Redding, CA 96002 (916) 222-4712 Don Mills 17591 Yellow Pine Rd. Redding, CA 96003 (916) 275-4535
Flay Leonard
Samuel W. Nowling
P.O. Box 782 Carson City, NV 89702 (702) 887-9022 Nancy Jo Stanford
12602 Andromeda Cove Austin, TX 78727 (512) 836-3858 Marie K. Osowski
12602 Andromeda Cove Austin, TX 78727 (512) 832-0516 Richard D. Johnson
12006-B Arrowhead Austin, TX 78727 (512) 873-7131
The following instructors, directors, and members signed up new members in the period of September 1, 1991 to October 31, 1991. Scott Gressitt, Skydance of Southern California ..................... 60 Mike Eberle, North American Paragliding .......................... 11 Steve Byers, Peak Performance Paragliding . . . . . . . . . . . . . . . . . . . . . . . 8 Claudia Stockwell, Above & Beyond . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Ken Baier, Airjunkies ............ , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Fred Lawley, Accelerated Flight System . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Granger Banks, Parasoft ......... , ................... , . . . . . . . . . s Tony Domenico, Performance Designs Paragliding . . . . . . . . . . . . . . . . . . 4 Jan Stenstadvold, Aspen Paragliding ... , ......................... 2 Greg Pujol, A Place Of Wings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Hans Hvb, Sunvalley, 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Ken DeRussy, Hang Glider Emporium ........... , .......... , , . . . . 2 Ray Leonard, Adventure Sports .. , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Glenn Derouin, Rocky Mountain Paragliding . . . . . . . . . . . . . . . . . . . . . . . 2 Fred $t~ckwell, Paragliding The Magazine ........................ .
Chuck Smith, UP International . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clark Saunders, Palmer, AZ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bill Anderson, Truckee, CA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Curtis Woodman, Skydance , ........ , ......................... . Phil Pohl, Bend, OR ......................................... . Kev Arends, Oregon Paragliding Assoc. . ........................ . Cary Accord, San Lorenzo, CA ................................ . Richard Johnson, Austin, TX ........................ , ....... , .. Alan Chuculate, Fairbanks, AK,................................. Mark Wright, Morreno Valley, CA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scott Amy, Daly City, CA ...... , ....... , . . . . . . . . . . . . . . . . . . . . . . . Dave Whaley, Fireblrd .. , , .......• , .......................... , Robert Ost, Pescadero, CA ................................... . David Frank, Salt Lake City ................ , . . . . . . . . . . . . . . . . . . .
1 1 1
1 1 1
1
PAGE 13 • PARAGLIDING, THE MAGAZINE
1ST
AMERICAN
PARAGLIDING
FESTIVAL
BIG
SUR
991
FINANCIAL STATEMENT Income ........................................................................................... . $7,6:;?0.00 APA Fund Raiser Registration Fee .......................................................•....•......... • $1,065.00 $16.00 Other fees .............................................•..........•................................ TOTAL INCOME •••••••••••••••••••••••••••••••••••••••••••• , ••••••••• , • , •••••••• , , • , , , , •••••••••• , , , $8,701.00
EXPENSES $1,821.37 Postage, cards, flyers, fees, unsold t-shirts, stamps, supplies ................................................ . $100.00 Uncollectible Checks ..........................................................•...............•...... Requested Reimbursements of Registration Fee .......................................................... . , $384.00 NET PROFIT AS OF 11/15/91 ••••••••••••••••••••••••• , •••••••••••••• , ••• , •••••• , , •••••••••••••• , •••••• , $6,395.63 Auction money ........•..........................................................•.................. $1,065.00 and 50% of the net registration fee .....................................................................• $2,657.00 TO BE PLACE IN SITE ACCESS FUND •..••••••••••••••••••••••••••• , , ••••••••••••••••••••••••••••••••• $3,722.00 REGISTERED PARTICIPANT LIST James Grossman Rick Mosch Bob England Joe Onstott Yasutaka Hirasawa Marty Wallace John Leggatt Ed Mccreight OlyW Wasem Michael Gottlieb Bob Evans Ed Pitman Jed Charlswar1h Bill Cone Ken Baier Patric Schefller Sherry Pavlovsky Barry Hensley Dick Benoit Gary Schlock
Bruoe Lella Paul Potters Barry Levine Christian Mulack David Broemel Mark Harrah Rand Shotwell Bill Laurence Joff Greenbaum Jamee Trudell Sean Fraser Roger Schlafly Aaron Bills Pierre Leopold Jamee Sanders Paul Woodworth Laynn Pastorius Chuck Smith Paul Clarke Claudia Stockwell
Jim Ellis Gever Tulley Jose Escobar Nency Liggett Marc Balzac Mitsuo Nishino Tom Huglund DiQk Stark Colin Zink Jan Stenstadvold Joe Gluzinski Thom Switzer Bioll Devereux Jennifer TO!TI$ John Yates Jaok Frnaklin RoberstOst TimRowan Larry Pindar Karl Thomas
Stephan Bauer Tim Mcclement Rudy Visaya Jg Smith Craig Becker Paul Johnson Robert B,ysen Gary Rohardson Greg Smith David Whaley Paul Nordin Steve Amy Julie Spiegler David Coleman Randy Liggett Fred Lawley Rikiya Nishino Knut Nedras Tim Brewer Reid Sandeen
Petar Zimrne~i Patric S1.1grue Roger Platt Wade Maurer Scott Thomas Chrie Walk Alek Kirkstein John Tabor Carl Petersen Mike Haley Peto Keane Eilert Maurer Sarah Friedman Frenois Rolland Jo Ann Read Daryl Kessler Bilf Wat1on Kevin Scholes Martha Mellor Reuben Muir
Joo Aldendijer Don Saxby Norma Jean Saunders Scott Amy Getald Mcdonald John Wilde Don Mills Debbie Olea Luey Cone Ali Borden Elsa Panaranda Robert Thomas Henrik Klaggee Gerlad Schin1<e Greg Stemik Tom Tuttle MarkGl>eon David Low Mar•k Kenieveka David Busch
Bill sew K"n Hark Bill Gordon AleK Pereira Marc Scndh.,lmer Chris Keenan Andy Whitehall Maroua salvemini Thomae Schellenberg MikeChristfllllS Paul Hamtton MarkJohr,eon Brian Sensorn Kathy Wilde Gordon Mooreight Delbert Evans FranzWcW Heike Schmalstieg Doug Pohl David Schaub
rmanGaub Jon ea n Sohiffman n Pavon kWardert
Dean
oe Balaamo
fed BcY!llil
JeseeSmkh John Letourneau !bave Hankins ~en D«ussy ti Linney 400!l Bernard filhilPohl $~Pujol [1)4vid Towse lllenia Gallen
IZ!lif Hansim rhrislian Steffioh y'
WORLD TEAM DONATION: David Masuda, of Sandpoint, Idaho, donated$ 100 for the 1991 World Team. Thanks for your s~pport., 1991 APA XC CHALLENGE RESULTS: The winner is Greg Smith with Katana in three flights totaling 150 miles or kilomaters.,Second place 1s Mark Shipman with one flight of 26.48 miles or kilometers. Greg Smith and Mark Shipman are Iha only two pilots sub~itting PILOT FLIGHT START NAME-APA DATE PLACE Greg Smith-84 7/5/91 Hobbs Industrial Park 7/8/91 Hobbs Industrial Park Grea Smith-84 Mark Shipman--84 8/2/91 Chelan Butte, WA 10/9/91 APA Nationals Day 3 Greg Smith-84 TASKS: 1 .. Free Distance
1.3 Declared Goal
LANDING TASK DISTAt,CE PLACE Declared/flown AotueillChallenae 1 mi. S. of HWY 380: 6.4 mi E. of Caprock, NM 1/1 15 mi. W of Junction 380 & 172 1/1 Spiva Butte, WA 1/1 26.484~6.48 1/1 35/35! ·
~
1.7 .. Out & Return, Small Triangle Course
2 .. Large Triangle p.ourse
qualified flights. More pilots could not met the requirements or the deadline passed. Most pllots did not take advantage by su~mitting their flights flown in sanctioned competitions. due to some request, the rules will be reviewed to make it easier for the 1992 contest The 1992 APA XC Challenge will count flights between January 1, 1992 and dEcember 31, 1992. J, ADDRESS CHANGES/MAGAZINE MAILING: Address changes must be reported to APa headquarters if you are an APA meh;lber. Fred is not 1n the pos1t1on to make the address changes as headquarters supplies the mailing labels to the magazine. Please advise ~Eladquarters 6 weeks in advance of any address change. The post office does not forward the magazine.. j! HEADQUARTERS CLOSING: Please be advised that during the following period headquarters will be dosed: Christmas: D~ember 21, 1992 · January 1, 1992. Winter February 13 • 23, 1992.. NEW RATING FORMS: The pilot and skill ratings have been modified at the October BOO meeting, Effective Jan11ary 1, 199j all ratings must be submitted on the new form or the new forms must be attached to the old form with the new tasks signed off by a cert(,ied instructor. INSTRUCTOR CLINICS: ICC are being organized by headquarters. Candidates must meat the new qualifications. Contact h,adquarters . for information and application forms. l· SWISS GOVERNMENT RECOGNIZES APA PILOT RATING CLASS II: With the letter of November 12, 1991 from the SwisslFederal Office of Civil Aviation (FOCA), the Swiss government offlc1ally recognizes the APA Class II rating. holders of a Class II rating ~ave the same rights as rated Swiss paraglider pilots. paragliding is controlled by the Swiss FOCA (the equal of the FAA) and the pilot l'r!ust adhere to the government regulations. The most important from the view of a US pilot is a valid liability insurance. Our APA insurancelis only valid in the USA and Canada. For more information please contact headquarters. ! . i
!
PAGE 14 • PARAGLIDING, THE MAGAZINE
OFFICER AND DIRECTORS PRESIDENT PETER ZIMMERLI 25 Goller Place Staten Island, NY 10314 (718) 698-5738
Region 4 • OR, WA PHIL POHL P.O. Box 812 Bend, OR 97709 (503) 389-4086
VICE PRESIDENT
Region 5 • UT, ID, NM, MT FRED STOCKWELL 3314 West 11400 South South Jordan, UT 84124 (801) 254-7455
KEN BAIER 151 Tamarack Carlsbad, CA 92008 (619) 729-9504 TREASURER JAY HAUTH 1130 E. 4045 So., SLC, 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 P.O. Box 1887, Palmer, AK 99645 {907) 745-3097
Region 6 • CO, WY, ND, SD STEVE BYERS P.O. Box 213 Crested Butte, CO 81224 (303) 349-5961 Region 7 • TI(, LA, OK, MO, KS, NE,IA RICHARD JOHNSON 12006-B Arrowhead Austin, TX 78727 (512) 873-7131
Region 11 • CT, NY, NJ, PA,
DE, MD PETER ZIMMERLI 25 Goller Place Staten Island, NY 10314 (718) 698-5738 Re~ion 12 • AZ, NV DI K BENOIT 4185 Christy Way Reno, NV 89509 (702) 747-0683 DIRECTORS AT LARGE ED PITMAN P.O. Box 188, Shasta, CA 96087 (916) 359-2392 CURTIS WOODMAN P.O. Box 245, Sausalito, CA 94966 (415) 332-1928
Ml
TONY DOMENICO 12650 Softwind Dr. Moreno Valley, CA 92388 (714) 924-5229
Region 8 • OH, IL, IN, WI, MN, Vacant
EX-OFFICIALS
Region 2 • So. California, HI KEN BAIER 151 Tamarack Carlsbad, CA 92008 (619) 729-9504
Region 9 • WV, VA, KY, TN, Al, MS, GA, Fl, NC, SC ROGER COXEN Nags Head, NC 27959 (919) 480-1835
USHGA MIKE MEYERS 13381 Bow Place Santa Ana, CA 92705 (714) 731-1656
Region 3 • Northern California GREGG PUJOL 1484 Falcon Ct. Sunnyvale, CA 92008 (408) 736-1222
Region 10 • ME, NH, VT, MA, RI JOHN BOUCHARD P.O. Box 1100 North Conway, NH 03860 (603) 359-6907
COMMITTEES & CHAIRPERSON
FOREIGN
949 • Robert P. Dunleavy Springfield, VA· B/17/90, Italy 1000 • Matthew Cl. Hcmilng Boulder, CO· 8/30190, England 1084· Femanado A. Sa Enumclaw, WA - 4/26/91, Brazil CLASS I 999 • Patrick S. Blackbum Bella Vista, CA· 4/1190, GF 1079 • Christopher L. Corkins Albuquerque, NM • 11/25/90, C. Stockwell 1091 • Joseph W. Babcock Big Pine Key, FL - 4/19/91, M. Wright 716 • Paul Dygas Perris, CA - 5/11 /91 , T. Domenico 536 • Maxine De Vlllfranc:he Arleta, CA - 5/21/91, B. England 1076 • Markus W. lndermeur Ch-8640 Rapperswil, Switzerland· 6/23/91, AxenlBaier/St 614. Mike H. Steed Corvallis, OR - 6/29/91, K. Arends
1153 • Mlcheel Travis Crested Butte, CO - 8/23/91 S. Byers 811 - Ronald P. Witek Stuart, FL - 9/15/91, T. Domenico !123 • Fr11nc:ls Rolland Palo Alto, CA - 9/20/91, J. Yates 1072 • Kelly 0. Davis Arvada, CO - 9/21 /91 J. Stenstadvold 1009 • Martin W. Jones Carlsbad, CA - 9/22/91 F. Lawley 1001 • Greg P. Stiles Zephyr Cove, NV - 9/25/91 R. Leonard 1007 • Joseph L. Balsamo San Diego, CA - 9/25/91, F. Lawley 1071 • Sophie Barbier Kearsarge, NH - 9/25/91 C. Stockwell 1008 - Marthe K. Mellor Cardiff by the Sea, CA· 9/26/91 F. Lawley 1069 • Robert W. Ford Laramie, WY· 9/28/91, G. Banks
Tandem FRED STOCKWELL (801) 254-7455 Competition CIRC TOEPEL (303) 670-0301 World Team JOHN BOUCHARD (603) 359-6907 Accidents MARK SHIPMAN (509) 663-5238
By LI!IW ED PITMAN (916) 359-2392 SOP STEVE BYERS (303) 349-5961 Site Access CURTIS WOODMAN (415) 332-1928 Awards DICK BENOIT (702) 747-0683 Election GREGG PUJOL {408) 736-1222
Safety & Training NORMA JEAN SAUNDERS (415) 359-6800
563 - James R. Trudell Stanford, CA- 9/28/91, S. Amy 1049 • Knut Nedru Los Angeles, CA- 9/28/91 J. Stenstadvold 333 • Stephen J. Pavon Martinez, CA - 9/29/91, J. Yates 1003. Vlnceint L. Consigli Golden, CO - 9/29/91, C. Toepel 978. Victor Mlmken Fairbanks, AK - 10/1 /91 A, Chuculate 1077 • Michael E. Potter Canmore, ABCanada -10/7/91 G. Derouin 704 • Garth A. Henderson Banlf, ABCanada - 10/7/91 G. Derouin 1080 - Jerald A. Walton ldyllwlld, CA· 10/8/91, M. Wright 1078 • Derek A. holmes Calgary, ABCanada - 10/10/91 G. Derouin 922 • Craig C. Cunningham Maple Valley, WA-10/11/91 M. Eberle
1070 • Ray E. Kehl Seattle, WA - 10/13/91, M. Eberle 1004 • Peter Back Seattle, WA-10/14/91, M. Eberle 1005 • Richard Cl. Bach Edmonds, WA-10/14/91, M. Eberle 1082 • Greg J. Pearson Boise, ID - 10/16/91, C. Stockwell 1092 • L.IE. BurgeH Arlington, VA - 10/20/91 C. Stockwell 742 • Glenn G. Derouin Can more, ABCanada - 10/20/91, Stockwell, Axen CLASS II 999 • Patrick S. Blackburn Bella vista, CA- 3/3/91, J. Yates 242 • Bob England Sylmar, CA - 6/6/91, J. Greenbaum 476 • Scott A. Amy Daly City, CA· 9/30/91, J. Yates 397 • David R. Hankins Coronado, CA - 10/3/91 M. Salvemini
PAGE 15 • PARAGLIDING, THE MAGAZINE
a
t last - after centuries of experiment and adventure in the air - the perfection of evolution. A range of
paragliders to help you to achieve excellence in this most exhilarating of sports. A quarter of a century of close involvement with paraglider pilots has led Harley to design and develop these magnificent machines. Afinely tuned
combination of performance, stability and, style. Fly Sale · Fly Nylon The debate continues - Nylon v Polyester. All Harley canopies are manufactured from Nylon 6.6 as we h~ve found it to be the most suitable fabric available. For the full facts send for your FREE booklet.
the ultimate flying syste-., U.S. Distributor - Patrick Sugrue, British School of Paragliding, Apt. 309, Golden Arr)ls Apartments, 1400 Utah, Golden, Colorado 80401, USA. Telephone: 303 279 9129.
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by Claudia Stockwell
aragliding is a dream come true for many of us, affordable personal aviation. When you realize that this high tech wing is the lightest form of aircraft available today, you've got to own one.
Still three grand is a Jot of money to spend on nylon and string. Since most of us have to budget for our pleasures, bargain hunting has become popular worldwide. Here's some advice on buying a used paraglider. Leading paraglider fabric manufacturers suggest a maximum life of 300 hours of ultra-violet (UV) exposure. A detailed Jog book is the most important thing to see when looking at a used glider. Besides the actual number of hours of use you can also find out where it was used. The difference between beach, desert, and alpine field can be significant. Abrasion of sand and gravel is very deteriorating to nylon, and can take away up to 100 hours of use. You should know if the glider was used in a school. There are two sides to consider here, students can be harder on equipment than more experienced pilots. On the other hand, most schools have a good maintenance program and keep the gliders in top shape. Schools also usually have demo gliders so it's worth a check if money is the main factor. Another important question to ask is, has the glider ever been used for towing? Tow pressures have been known to stretch "A" lines and risers, and damage quick links. A glider that has been towed must have a factory
check-up before you purchase it. Beginning students have the biggest choice when it comes to buying a used wing. Hopefully, as a student, you've had the opportunity to fly several different models and compare handling and performance characteristics. Each pilot has different needs. There are a couple of questions you can answer to narrow the field and make your choice easier. First, where will you do most of your flying? The site conditions Jet you estimate how much air time you can expect in an average season. Next, how often will you be flying? This is an estimate of your own personal time frame. Answering these questions should give you a realistic idea of how much air time you should expect in the next six months to one year. Knowing this can help you with how old or new of a wing you should be considering. In an easily soarable area a pilot can outgrow a beginner level glider quite quickly. In an area that requires a higher level of skill for soaring, a new pilot may wisely choose a beginning level wing. You will spend more time with launches and landing and your skills and confidence will grow until you are ready for soaring. First time buyers, you especially need to be honest with yourself as to your expectations and your abilities. Buying a glider too far advanced for your skill level can hinder your learning. It can let you get into a situation that can scare or possibly hurt you. Upgrading is the next step. After you've been flying for awhile you will probably want a glider with higher performance. In the last four years, glider technology has advanced very
rapidly. This rapid evolution has given us a wide range of models to choose from. In the United States today there is a used glider suited to almost every pilot need. Along with glider evolution, there have also been significant changes in the certification of paragliders. The DHV German, SHV Swiss, and ACPULS French organizations are the main testing bodies. There are as well, many gliders in the US that have never been tested or certified. (see Vol. 2 No. 3 pg 35 for information on what the testing means.) You can write to the APA office for a listing of certified gliders and their rating. Before you buy, make sure you understand what you are buying. If you haven't flown many types of gliders do so before you buy. You can't expect to make an educated without first hand decision knowledge. Don't rely on the advertising claims - demo it! See for yourself how easy if is to launch, turn and land. Fly next to another glider you are considering, how do the speed and sink rate compare? Ask yourself, what are my personal requirements in a glider? High performance doesn't always mean new. A glider that is older than one year should have a service certificate given by the factory at the annual inspection. All reputable companies offer a free annual inspection. I've asked the reps what they do when a glider comes to them for a check-up. Here's what they said; First, it gets a thorough visual inspection of all parts. Fabric is tested for UV damage and porosity. Most companies do routine replacement of the steering PAGE 17 • PARAGLIDING, THE MAGAZINE
PREVIOUSLY OWNED PARAGUDERS (cont)
lines. Some do a break test of 2 or 3 lines to check the strength. Some manufacturers just replace all lines at 50 hours air time, while others check the line lengths against a template or the original specs. Of course they can repair any damaged or questionable areas and do a flight test of the wing. The flight test is to check for speed range and overall feel of the wing. Actually, only the inspection is free, if the glider needs work they notify the owner for consent. A very disturbing fact is that many pilots are choosing to ignore the findings of the inspection. The dealers cannot force the owner to get new lines, so they return the glider to the owner, who may be trying to sell it to you!
" -
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The 1991 season has been a good year for AILES DE K. It has been proven, that balanced performance is the demand and that stability combined with excellent handling is also reflected by continuous good safety records.
Like death and taxes some things are inevitable, and certainly there comes a time when your old faithful is no longer airworthy. When this becomes a reality you have to give up the idea of selling it. You are ultimately responsible for your actions. Our sport will suffer if a pilot obtains equipment that is potentially dangerous. The same applies to selling a pilot equipment that is beyond his abilities. Sometimes this means saying no to a prospective buyer. It isn't always easy (or profitable) to do the right thing.
The new GENAIR 328 with the AILES DE K acceleration kit won the 1991 Swiss Championship individual classification, which was further proof, that a balanced and stable stock glider has the potential to perform with the pilot, from weekend highlights and cross counties, to competition challenge.
Remember buying a pre-owned paraglider is a common practice and a practical idea. Just make sure that you are buying the glider of your dreams and not a nightmare.
In 1992 AILES DE K is going to continue the glider line of BRIZAIR, PANTAIR and GENAIR, as well as the comfortable AILES DE K PROTECH Harness System, which can be upgraded w~h foam or kevlar protection shells and integrated reserve containers. The AILES DE; K acceleration k~ is available for all PANTAIR and GENAIR gliders.
The following paraglider manufacturers offer the free annual inspection. They will also give the information and advise on any of their older models.
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ITV USA and Wills Wing paragliders new gliders will all carry a placard on the glider, as well as a certificate on paper. The placard states the glider model, date made, serial number, and leaves a place for inspection sign-offs. If it isn't marked, it hasn't been inspected or isn't considered airworthy and should not be flown.
Presently a Japanese Team is out for an expedition on the Antarctic Pole, fully equipped with AILES DE K gliders and accessories. More details whGn they return.
For the beginning of 1992 the PASSAGAIR is expected, a new tandem glider development with a surface of 40m2 and a new interesting design. Following the philosophy of AILES DE K, spendings in 1992 for competition events will remain minor, whereas time and effort again are going to be in research and development for the benefit of a popular and recognized sport, and the sales of excellent, safe and balanced gliders. For North America this means reinforcing the philosophy of a safety mined, dedicated, specialized and committed dealer network with the backup from AILES DE K as leading paraglider manufacturer. AILES DE K would like to thank all pilots, friends and dealers for their support and feed back in 1991 and wishes a safe, successful and exciting 11992 season to the paragliding community. Authorized Dealers: California - Skydance, Scott Gressitt, 619 632-7762 Oregon - Sky Hook Sports, Phil Pohl, 503 389-4086 Utah· Above & Beyond, Claudia Stockwell, 801 254-7455 Washington -North American Paragliding Michael Eberle, 509 925-5565 British Columbia Canada· Para west Janet & Joris Moschard, 604 932-17052
AILES DE K If you are unable to get the information you need or can't find tile correct source, please contact us at Paragliding, The Magazine 801 254-7455. PAGE 18 • PPARAGLIDING, THE MAGAZINE
D
USA
Phone: 206 432-8900 • FAX: 206 432-2876 Christian Mulack 28141, 235th Ave SE Maple Valley, WA 98038
OWENS VALLEY CALIFORNIA
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Ii ark Axen, organizer of this meet, has lived and flown in the Owens Valley since 1979. You might say that it is his backyard. Mark understands the fickle nature of the wind there as well as anyone can. Nine years ago he began organizing and running hang gliding meets. Since then he has run 14 contests for hang gliding, including their nationals in '87 and '91. This year Mark took on the task of running the National Championship of Paragliding. Yes paragliding - yes in the Owens Valley. The dates were October 5 - 11 when the fall weather conditions are usually predictable. Mellower than summer but with enough heating to still get good flights. That proved to be true as 30+ mile flights were common. Many pilots achieved a personal best, with John Bouchard taking the best distance during the meet of37.5 miles. One of the pilots not competing had an altitude gain of 9500 feet from 1300 ft. Flynn launch. Pilots average altitude was above 16,000 ft. from Gunther, the main launch of the meet. The thermals were
Mark Axen,
1991 us Nationals Meet
Director
1991 NATIONALS THERMAL DISCUSSION Mark Axen asked the four top contestants, Mitch McAJeer, Bob England, Carey Mendes, and John Bouchard, to lead a panel discussion on thermal flying, a topic of some interest to the participants in the 1991 National Championships and Fly-in. Here is a summary of their remarks in their words:
Mitch McAleer- 1st place 1991 Owens Valley Nationals. Congratulations from Paragliding, The Magazine. Fred and Claudia Stockwell. UM&l i%iM
f lWl@I
good and as usual there were dust devils. These were a contributing factor to the two accidents during the meet. Both pilots were flying close to terrain, in an area they had been warned to avoid, in strong thermal conditions. Mark said that overall he was impressed with the group. The spirit of camaraderie was high, and most pilots were considerate and helpful. The rest of the crew helping out were: Walt Lochart, a local sailplane pilot since 1958. He did a great job as head driver. Gundrund, a hang glider pilot from Germany, flew the Owens Valley all summer and helped in organizing the meet. Mary Ambrose created the T-shirt design. Dick Irwin and Kari Castle were the ground crew for the APA Fly-in. They worked the Flynn launch and spot landing area. During the 2nd week of the meet there was a trade show set up in the big hangar at the Bishop Airport. This was
John Bouchard: "Thennals are three dimensional. Consider the vertical and horizontal cross sections when you are searching for the core." Bob England: "There are round thermals and square thermals. &gged high pressure thermals are square because pilots tend to fly through the core then tum too late. Slow with both brakes the second the glider pitches forward to allow the pendular swing forward facilitating an effective, timely tum and prevent panty bunching. Control surge and use brakes to increase the angle of attack regardless of altitude." Cary Mendes:
"The most important thing in thermalling is tracking. You must move your circling constantly towards the stronger part of the thermal." Mitch McAleer: "In racing, observe the section of the air column where the thermals are strongest and plan glides between thermals to stay within that layer. Pay attention to what altitude thermals are most consistently triggered."
PAGE 19 • PARAGLIDING, THE MAGAZINE
1991 USA NATIONALS (corat)
the first paragliding trade show in the USA and it was sponsored by: Pacific Airwave, Pro Design, UP International, ITV, Firebird USA, Performance Design, and Han wag Boots. It all ended on Sunday October 13th, everyone met for breakfast at Whiskey Creek. The awards were presented for 1st, 2nd, and 3rd place. Prizes were given for the fly-in tasks. The APA general membership meeting followed. President Peter Zimmerli flew in from New York and four of our regional directors attended. They were Curtis Woodman, John Bouchard, Fred Stockwell, and Ken Baier. The meeting consisted of an open forum and discussion on the direction and focus of the APA. Other topics covered were future competitions in the US, accident reporting, the magazine, and the rating system. (see APA news)
by Fred Stockwell
by Mitch McAleer
I went to the Owens Valley Paragliding Nationals prepared to die a glorious death in battle. I wasdisappointed,onlyin that respect. What took place was a high quality, well run paragliding competition. 22 pilots flew a total of approximately 1000 km. We encountered thermals averaging 600 fpm. I flew higher, farther and faster than any of my previous paraglider flights. We partied in town and ate giant dinners. We cheated the afternoon heat and dust swimming in the canals near the airport. The Owens is a place for excellent rewards. Eight years ago, on my second visit to the valley, JC Brown stood on Horseshoe Launch looking across the valley at Cerro Gordo Mountain nearly 20 miles away. He said "think of yourself standing next to a bush in the middle of the valley. You would be invisible, indistinguishable from your surroundings. Out here I get a feeling of true perspective and can better judge my own relative importance." At the end, I drove home down the entire length of the valley. There's got to be thousands of incredible places to be, PAGE 20 • PARAGLIDING, THE MAGAZINE
floating above, riding a wing you can tuck under your arm. I can't think of any reason why I wouldn't go back next year.
hang gliders, diving along at 50 mph and doing stitf, square 360's with their v-g' s full on. Our nationals in comparison were lazy, gentlemanly, optimistic, and as a consequence, much more fun.
Q. How comfortable were you flying a paraglider in the Owens Valley? by Fred Stockwell
Can you relate to the readers some memorable moments of the meet? In a place where the thermals are king, it was magical to be ridge soaring the 14,000 feet Pellisier Flats with 3 eagles. They and the ravens that frequent this destination seem to be less inclined to hunt than to show off their aerial antics to each other and any interested obseivers, hanging out at these icy altitudes just because "the lift is good". It may have been our first taste of hypoxia but the first day of the meet was terrific. Oimbing out from launch with excellent pilots such as Mark Gibson and Mitch McAleer, whooping and hollering, seriously competing but having great fun in the process. June, July, and August you flew a 621 /2 and two SO mile flights in the OV, can you compare these flights to the ones made in October?
A. The earlier flights took longer, all over 4.5 hours, went further and were much wilder. Although I hit a few 1000 ups during the competition, the norm was closer to 600 fpm and nothing like the breath of the beast that prowls in summer. At times, we were seriously scratching, maximizing the thermals for altitude, whereas in the summer, flying too high is slower, colder, and leads to hypoxia every time. Boundary Peak was an ogre, providing immense lift and wicked turbulence. Once, in August, I left the peak at 15,000 feet to glide to Nevada and gained an unnecessary and hypoxic 1500 extra feet, causing me to have to land one hour later as I battled the frustrating east wind. During the hang gliding nationals, I was the only bag wing in a swarm of 120 busy
A. Having flown a paraglider 3 days in the Owen's prior to the meet, it was amusing to be considered an old hand on the mountains but I was pretty comfortable flying the Valley. Of course, it helps to be a Southern California pilot and used to most of what the desert conditions can throw at you but its taken fourteen years to overcome the fear, loathing and intimidation of the Owens that I felt when, as one of the most vocal of the ("whining porns") I first flew a hang glider there in '79. In your opinion what contributed to or caused the two accidents during the meet?
A. The most surprising thing about the two accidents at the Nationals was that they occurred on the most mellow flying day. We had minimal valley winds, relatively smooth thermals and good height gains. What it does show is that there are certain places\ou should be wary of and to always e)(pect the unexpected. Even on the smoothest of days canyon surfi11g is not recommended. Nor is hanging out above launch. How would you compare the Owens Valley for a competition site to others you have flown?
Bob England, 37 years old and a Southern California "'5idenJ, has been a competitcm HG pilot since 1975. He is a former British Team member and is also involved in "°"" HG designing. Bob has been interested in
paragliding since 1985 and is the US distrilndar for APCO Product~
i!l!U USA NATIONALS (colil~.)
As a flying site for paragliders, the Owens Valley is magnificent, particularly during the quieter months. It offers a scope unmatched by practically any other site in the world, monstrous height gains, great distances, and exhilarating flying. Problems arise because of the nature of competition flying, which pushes you to stretch the limits, take chances and trust to luck. The more important the meet, the greater the risks. Considering the range of skill levels a top meet would attract, its possible some people would compromise their essential "survival flying".
by Patrice Bonnefond
The Owens Valley has always impressed me from afar: ordinary updrafts are 10 meters per second, a 150 km flight is banal, ceilings of 17,999 feet are so common that an oxygen bottle is standard equipment. The White Mountains have a 8:1 glide out and are broken by canyons that are 5 km long and 1000 meters deep. One hears stories of dust devils 1000 meters high, pilots turned into raving loonies from hypoxia, and unexpected landings 10 miles from a road which is 60 miles from nowhere. This is hang gliding. I never imagined I would go on a paragliding trip there. And just after the World Meet, Albert Baud, the ITV team coach, asked me if I would like to go to the Owens to test a prototype for ITV in the US Paragliding Championships. ''You have to leave in less than a week," he tells me, "And there's just one small problem. Your glider will not be ready until the day before you leave." And why not go to a mysterious site known only for extreme conditions with a new untested glider to compete with people I don't know? I arrive in Los Angeles and two days later I am in Bishop. Unfortunately, my directions said Bishop was two hours south of Reno and since my English isn't too good I didn't bother buying a map and drove straight to Reno. It's unbelievable how inexpensive Bishop is compared with a European flying center. A motel for two is $30/night, dinner with beer in a
Patria, age 31, operates
a paragliding school in the
South of France and isan ITV Team pilot.
--
Mexican restaurant is less than $10. A rental car with unlimited mileage is under $130/week and gas is less than $1.40/ gallon. The leader there is Mark Axen. He has lived in the Owens since 1979 and participated in all the adventures of the heroic era - at one time he held the unofficial altitude and distance records for hang gliding. I learned that he has been paragliding here since 1986. He was a member of the 1989 and 1991 US World Team and won the 1989 US Paragliding Championships. He has been involved with the organization of every hang gliding meet in the Owens Valley since 1980 and with Tom Kreyche is co-organizing the 1993 World Championships of Hang Gliding. When I arrive at Bishop Airport, the center for free flight in the area, to get information, I meet up with three or four other American pilots who are also there for the competition. Mark explained to us where to launch and where not to land. We made short flights and one of the pilots who was not briefed by Mark broke two vertebrae when he was hit by a dust devil while landing in an area Mark told us to avoid.
The site is exactly like in the legends. The canyons are long and deep and the slope of the Whites is not steep. Access to launches is difficult and long one needs a serious 4 X 4. Our main launch, Gunther (2424 m) is the same as for the World Championships of Hang Gliding in 1993. It takes almost an hour and a half to go there from Bishop Airport (1254 m.) but is only 22 km as the crow flies. The Owens Valley is immense (20 km wide), but it seems to me that in October, it is no worse than St. Andre Jes Alpes in September. After two days of training, other American pilots begin to arrive. My con-
tact from ITV, John Bouchard, was there with Bob Schick and we formed a team to protect ourselves from the Valley. Other good pilots also arrived: Mitch McA!eer, Bob England, Carey Mendes, all former hang glider pilots, along with Chuck and Greg Smith. Mitch was three time US champion of hang gliding aerobatics. Bob came to the Owens in 1978 with the British Team for The First International Hang Gliding contest and never left. He is the US importer for APCO. Carey runs a paragliding school in Southern California, and the Smiths are the mangers for the UP Company. The other 13 pilots were not as good but soon will be quite competitive. I hate steer seats - a heresy in Annecy (ITV Headquarters), so my glider is set up with fixed risers and trim tabs. It seems like I am constantly adjusting these risers. I suppose my job is to test the glider with a standard harness. Our first day of official testing is splendid. The drift is south so the task is open distance south. I fly over Flynn (1700 m) with more than 1,000 m and cross the small canyons towards Black Mountain (2752 m). I sink quite low but without quite sinking out I cross to Black Mountain just the same. I regain altitude over Black Mountain and continue south and land after Big Pine, south of Tenemaha Reservoir over 50 km - it is the best of the day. Bouchard made 32 km, Schick 30 km, and the others are well behind. We are optimistic that night about the meet. The next day goes about the same. Carey Mendes flies a little further than me - he makes Big Pine, Bouchard and Schick are behind near Black Mountain and the Smiths and Mitch are near Flynn. The first day of competition arrives. At the airport Mark releases a Helium balloon to watch the wind at altitude. It goes straight up. The weather forecast announces high pressure with ceilings at 4000 m. On launch, Mark gives the task, a race to goal with one turn point. They use roads as infinite lines for photo identification instead of FAI sectors which seems to make sense. The distance is a modest 26 km. I take off after the crowd and soon watch Mitch climb rapidly out and PAGE 21 • PARAGLIDING, THE MAGAZINE
19!11 USA NATIONALS (cont)
away. Me, I lose the rhythm of the thermals. I just can't take them to the top. I see Bouchard drifting towards me. My radio is not working and I cannot understand what he is shouting. We separate while crossing to the first photo sector and meet up on the way back. We regain altitude over launch, lots of altitude since it looks like a lot of sink over Coldwater Canyon. Nearby, there is a green field in the desert then another one around 10 km further north. It seems unlikely that goal can be so close; but it has to be. We arrive with over 600 m altitude some 40 minutes behind Mitch who won the day. I learn that Bouchard's vario broke after launch and he flew the task with no instruments. At least he has an excuse. I decide to shorten my risers to see if I can turn any better. Bouchard suggests that I use ballast as well, so I put 8 kg of lead under my seat.
with no photos or turn points. We all make a point of not staying over launch to avoid yesterday's accident. Today, the ceilings are at 4700 m which is better. Mitch and Bob England launch first with everyone else close behind. Schick, Bouchard, and I take off at the end to get a better look at what is happening in the air and pay for it at goal. It is Mitch, Bob England, and Carey, 1, 2, 3; we land 11 minutes out of first. My risers seem to be the right length for I was able to take the thermals all the way up, and the ballast felt like it gave me some more control and speed. I just have to launch earlier.
But, we also learn that two other competitors have had rude accidents. One was caught in thermal turbulence 150' over launch and broke his pelvis. The other sank out in a canyon and was trapped down low and broke his femur and pelvis. Both are in the same hospital room. Mark has given us two warnings many times: first, not to get close to the hill especially over launch where thermals and dust devils are set off, and second, to avoid sinking into the canyons at all costs. We believe him now.
On the fourth day, the balloon climbs slightly north and the pressure is lower. The forecast predicts higher ceilings. At launch, Mark announces open distance north, the famous route of the Owens Valley - White Mountain Peak (4316 m), Pellisier Flats (a plateau over 4000 m), Montgomery Peak (4073 m), Boundary Peak (3981 m), Janies (1700 m), Montgomery Pass (2166 m), Basalt (1500 m). Janies is a whorehouse in the Nevada desert where prostitution is legal. For the first Owens Hang Gliding Contest in 1978, the girls offered a free night as prize for first place, which remained first prize for every contest until 1983. Their field is still used as a landing zone. It is 55 km from Gunther and 160 km from Horseshoe Meadows.
The next day I promise myself to take off sooner. The scoring system is TEI (total elapsed time) which is very different than the system I am used to. The timer starts with the opening of the window which opens before its good to fly. The pilot who makes goal first wins the day. Accumulated points in the contest are the total of the time in the air. Short tasks have short times and small scores; big tasks have long times and big scores. Those who do not make goal receive the time of the slowest competitor at goal plus the time it would have taken to get them to go from where they landed to goal flying at the average speed. The champion is whoever has the minimum time at the end of the contest. The weather balloon rises like yesterday and it is still high pressure. The airport meteorologist thinks that the ceilings will be higher today. Mark announces a race to goal - Zacks Farm PAGE 22 • PARAGLIDING, THE MAGAZINE
The third day is canceled one half hour after we launch because a strong south flow comes from nowhere. Some fly to the valley and land moving backwards. Apparently, there is a low pressure system slowly moving up the California coast which is producing the south wind.
I take off after Bob England. The thermals are light because of an inversion at 10,000 feet. It is with great difficulty that we cross Clearwater Canyon. Finally, the ceilings rise and we fly over White Mountain Peak (4316 m) with more than 4500 m altitude. It is a classic traverse along the crest of the White Mountains. My average altitude for two hours is 4500 m with my high point at more than 5000 m. I am intensely cold and fe€1 the lack of oxygen and am quite happy to be dropping down after Boundary Peak. The final glide turns out to be Montgomery Pass where a headwind from the northeast limits us to 62 km. With a smile, I think I land
further than Mitch. Carey Mendes, Bob England and the Smiths are several kilometers behind. Suddenly, almost 1 hour after everyone has landed Bouchard appears very high crossing from Boundary Peak way above Janies in the direction of Basalt. He comes on the radio, quite hypoxic, asking where he has to go to win. We laugh but tell him to keep on in the same direction and that no one made it past the Pass. We are all too happy with our own flights to play any tricks. We watch him disappear into the nothing of Nevada while all the while he hypoxkally tries to explain to the chase vehi~le how to pick him up. He wins the day with 63 km and Mitch beats me by .25 miles! Last comes Mark Axen on his Fledge Hang Glider having made the sweep to be sure no unfortunate pilots are down on the mountains. Flying here is rather committing. There are no helicopters, of course. There are also no people. There is nothing. In one of the briefings, Mark explained that people live in the desert not to be disturbed. One should never approach an isolated dwelling, the people inside are probably armed. Not long ago, the FBI arrested one of their ten most wanted in one of these desert shacks and twenty-five years ago, Charles Manson lived in the area with his gang. The next three days are not good flying and I am stuck in 5th place. The low pressure system that was moving up the coast over the Sierras into Nevada giving us a northeast wind is not at all normal for the period. Usually, at this time of year, a high pressure system sits over the area pushing other weather systems to the north or south. In Summary: This is a super site with conditions similar to St. Andre Jes Alpes. But it is more ~erious than the flying in Europe beca1;1se of the isolation. This site keeps the special element of adventure. In this competition good pilots and a splendid organization combined to make great tasks. The unfortunate accidents were the inevitable result of opening a new area to paragliding. Those three pilots unluckily found the local traps first. I had six great flying days out of the ten days I was there. It's too bad the weather didn't hold which would have given me a chance to try and catch the leaders. Bravo to Mitch,
If you I re a sport aviation enthusiast, you should join NAA, "the National Aero Club of the United States."
• Soaring • Ballooning • Ultralights • Aeromodeling • Aerobatics • Homebuilts • Parachuting • Helicopters • Hang Gliding NAA is the umbrella organization for all major airsportorganizations, 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 member of the National Aero Club of the United States. I wish to apply for membership in the
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Black Magic - hailed as the best of its type. It may be a recreational glider but it is a performance recreational! If you want a Class I paraglider that's easy to ground handle, easy and reassuring to fly and also very safe, then the Black Magic is the one for you. The Black Magic has undergone extensive flight tests passing the most stringent tests of the DHV and ACFPULS With flying colors. Thats a nice thought when you find yourself in some unexpected turbulence.
I I Address
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AIRWAVE
P.O. Box 4384, Salinas, CallfOrnla 93912 USA (408) 422-2299 fax, 758-3270
1991 USA NATIONALS (cont.)
Bob, and Carey whom I hope to see next year in Europe and I can show them how we do it over there. Mark Axen will organize the meet again next year and I enthusiastically recommend it for those having a true spirit of adventure. Don't Forget The Oxygen!
about half the field launched and begin to climb out, I noted the collapses were the order of the day, but it did not appear they were caused by the kind of thrashing turbulence we had experienced back in July.
by Mike Reeder
What makes Owens so difficult is crossing the deep canyons that run perpendicular to the slope out to the valley. Every time you cross one of these chasms, the sink is incredible. If you don't make it across with some altitude you can become trapped below the canyon walls. Then with the prevailing winds coming up or down the valley, the up wind canyon wall becomes the dreaded rotor generator. About all you can do if you find yourself in this situation is hug the opposite wall and try to creep down the canyon to the valley. With these thoughts in mind, reaching the turn point became my focus. I reach it take my pictures and head north toward the goal, but I'm way low and end up on the ground. While moderately turbulent it was nothing like July, and I began to feel a little more confident.
I arrived at the Owens Valley Nationals the evening before the first official day of competition. Memories were still fresh in my mind of the spanking two of us had taken back in July launching at Horseshoe Meadows. Horseshoe Meadows is on the west side of the valley in the Sierra Nevada Range near Lone Pine about 60 miles south of Bishop. There had been very few paraglider flights from that launch before we tried it. That particular experience left me with nothing but a feeling of sheer terror and absolute respect for the Owens. On that day in July, my friend Mark Williams had been rotored to the ground, but luckily suffered no severe injuries. After surviving numerous collapses including total wing inversions, I made it out of that hellish canyon only to find winds in the valley gusting to 35 mph. Just landing safely became the challenge of a lifetime. At the pilots meeting, we discussed the next days activities. Some procedural rules were passed covering everything from landing and re-launching to validating turn points. We would be launching from Gunther Launch on the east side of the valley on the White Mountains. I had not flown there but was told that it was much better than the west side for paragliding. This would be my first competition. Not knowing what to expect and visions of July still dancing in my head, I boarded the big truck next morning for the hour ride up to launch. Gunther Launch is about 4000 feet above the valley floor, but at least 2 miles back in the mountains. The launch slope is not very steep and there are deep canyons on either side. You must launch catch a thermal, then drift back with it and go even further into the range. For the first time in my flying career I felt like being a spectator. Watching as PAGE 24 • PARAGLIDING, THE MAGAZINE
After I launch and climb, I am waiting for that inevitable turbulence, and collapse. I did hit some minor stuff but kept flying, not really concentrating on making goal, just thinking of survival.
Two fairly severe crashes occurred the first day. Due to pilots flying in areas they were warned to avoid. The next day Meet Director Mark Axen called a down wind race to goal, except that after a few of the pilots launched valley winds increased and Mark prudently called off the task. The third day we again go down wind to goal. This turned out to be my best thermal flight ever. After an hour and 50 minutes, of crossing canyons and low saves I found myself near goal. I was low and not finding any more lift. At only a thousand over and at least a half mile to goal, I made a run for it but landed short. Still, this was the best thermal flight of my life, and a real confidence builder. That I could fly the Owens without getting drilled, brought the old cliche too mind, that flying in the Owens could be "the best of times or the worst of times", and I probably should add, sometimes, both at the same time.
1
hi by John Bouchard Hooray, we did it! We finally had a real cross country paragliding contest! All the tasks had been previously flown (first time ever in the U.S.!), and the meet director was an accomplished pilot with more thal). 10 years experience running hang gliding contests. After 5 years of looking 'for a contest site, we have finally found it, the White Mountains of the Ower\s Valley. The tasks were imaginative, challenging, and safe. The top ten pilots flew more than 650 miles in only three days of flying! There were no prol)lems getting the films back. They were available the next morning. The photo points were easily photographed and more easily identified later. The result of 10 years of examining contest photos. The meet director (and the pilots) could very easily determine if the photo was good. Transportation was excellent. All the pilots were at la1,Jnch at least 30 minutes before the briefing. Access to the sites was not a problem. Forest Service permits were worked out well ahead. There were no surprises. Results were posted promptly the next morning. The scox:ing was done on the same computer program as the '91 Hang Gliding Nationals and the '93 World Meet. The pilots briefings were extremely clear. When conditions changed for the worse during one days tasks, there was no hesitation or confusion in calling the pilots out of the air. There was no doubt John Bouchard, APA chairman of the World Team
committee,
manufactures ITV paragliders
in the USA. John placed 38th in the 1991 World Paragliding Championships.
-
CUTTING EDGE PERFORMANCE
KATANA T) SECOND TO NONE ... FOR EXPERTS ONLY • SPAN • AREA • ASPECT RATIO WEIGHT WEIGHT RANGE •• MAX SPEED STALL SPEED
UD MIN SINK
KATANA 22 9.03 M 21 .7 Sq M 3.75 5.2 KG 55-75 KG 40+ KM/h 15 KMlh 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
•
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;
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1991 USA NATIONALS (cont)
that the day had been canceled.
for 3 hours and 45 minutes and landed 31.5 miles away from where I launched. I'm stoked!!
The scheduling of the event was based on the NOAA (Weather Service) 25 year weather data and almost 15 years experience free flying in the Owens. These points seem rather ordinary and expected. Unfortunately until now, these never occurred all at once during a fly-in or contest! The three accidents which did occur were the unfortunate result of the victims' unfamiliarity with the area. The rules of thumb are to stay out of the canyons at all costs, not to ridge soar, and to avoid certain LZ's in the heat of the day. The White Mountain Range is one of the most well known and best understood free flying areas in the world and has knowledgeable, voluble, and numerous resident pilots. The free flying center at Bishop Airport is the assembly point on flyable mornings so it is easy to tie into a well informed gang. At the latest meeting in October, the APA Board of Directors voted that Mark Axen run the 1992 Nationals in the Owens Valley. The 1992 National Championship will run from September 26 - October 10. Out of the 14 available days we hope to have 6 -10 contest days which will definitely be enough to choose a national champion. With the European Media coverage already given to the event, it is likely that some of the top internationally ranked pilots will fly here next year. This will be an excellent opportunity for U.S. pilots to see how they rank against the world's best! We will also have ten months to arrange travel and vacation time.
ril by Mark "Gibbo" Gibson Mark did a brilliant job of picking safe and challenging tasks! From the talk I heard in the LZ this was the most miles ever flown in any American contest. I know I had my best distance ever, 35 miles, and so did many others. Thanks Mark and hope to see you do it again in '92.
by Kari Castle When I first heard that the Dope
by Ray Leonard
Kari Castle, has been a member of the Womens World Team since 1988. Kari ho(ds the cross country hang glding record of 209 m and is sponsored by Wills wing. She is also an APA instructor. Mark Gibson lives in Owens Valley and has been a hang glider pill since 1976. He is one of only 6 pilots to have three 200 mile flights. Mark has been paragliding for 3 years and will be competing next year. Watcl, out guys!
Chute Nationals would be held at Owens Valley, I about went into shock! I thought Mark Axen has done it now, I thought only the worst mainly because I didn't know what to expect. Until the competition, my thermal flights consisted of only 1 or 2 thermals and then I'd fly straight out. All of a sudden I was a wind dummy for these guys during the nationals. I was one of the first off Gunter Launch and up to 12,000 feet in no time (and feeling good about it... surprisingly!) It's amazing what a good stable paraglider and a reserve does for your confidence!! During this competition and fly-in I learned a lot about thermal flying and cross country flying in a "dope chute", like how to be patient...they go to slow!! I also broke all my personal records and maybe even a national record all in one flight. I flew to over 14,000 feet, I flew Ray Leonard has a hang ud8mg/parag1idin8_ sclwol with a full time sfiop in Reno, Nevada.He has been paragliding since 1989 and has been a hang gliding instructor/examiner since 1974.
If I ever doubted the substance of paragliding or the ability of paraglider pilots, that thought is down the road. There was a great deal of talent and courage displayed by the competitors. It was a pleasure participating.
by Jan Stenstadvold The concept of the meet was great. Even though attendance was not as good as expected this year. I hope that APA and Mark will consider to put this event on as an annual event. I've attended numerous fly-ins and competitions and other paragliding events. It seems to me that a successful event needs to have good transportation. Unfortunately, the transportation at Flynn for the fly-in was neglected here and it showed. I'm sure it will be easy to improve.
by John Alke My vario was making shrill sounds I had never heard before. Going up at 800 ft./min. is a real thrill for a first time thermal flyer. I was flying at Gunther, in the White Mountains, with Bruce Tracey from Washington. We had launched after the last of the competitors in the open distance event of the 1991 cham-
Jan is coawnerof Aspen Paragliding School, distributor of Nova, USA, and Vonblon harnesses
and safety systems. @@@iii
PAGE 27 • PARAGLIDING, THE MAGAZINE
.
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1991 USA NATIONALS (con!.)
pionships had thermalec:l their way up and off to the north. For me, it was the first time in "big air". Five of us had flown that morning when it was cooler, and the wind almost non-existent. Now it was late afternoon and things were really popping. Shortly after we launched, the wind hit 15 mph at the Bishop Airport. We didn't have to find the thermals - they found us, barreling up the slope like runaway trains. We would fly out a quarter mile or more, catch one, and ride it back up above launch. I flew for an hour, Bruce much longer. My last quarter of an hour was spent inching upwind, just over the lip of Coldwater Canyon. I had let myself get trapped just upwind of the canyon when the wind really got strong. My glide path on landing was one of those slightly backward sort of things. I drove 2200 miles to fly the Owens
for one day. The rest of the week got blown out. Was it worth it? Absolutely. Its markec:l on my calendar for the next year. The best thing that could happen to this sport is for Mark Axen to agree to put on the event again next year. Maybe he will get the help he deserves. John Alice is a Class I pilot from Helena, Montana. He had 150 flights and 15 hours of air time, most of ii in the mountains of Montana, when he flew in the Owens Valley this October.
5.
Mitch McAleer - 1st place US Nationals flies his UP Katana.
6.
California pilot videos some action in the air.
7.
Ray Leonard turning to go.
8.
Greg Stiles launching.
9.
Dick Jacksons states his opinion of the meet.
10. Greg Smith turns away from Owens Valley Dust Devil.
11. John Yates pre-flights.
12. Bob England hits the spot with his Highlite Ill.
13. Chris Blachley landing in lift. (Dick "Pink
1991 US NATIONALS PHOTOS
Thing" Erwin with broken arm watching).
14. Mary, Gundred, Walt, and Mark (organizers).
1.
Michael Bellic
2.
Ninja in a Dust Devil.
3.
4.
15. The Mountain Queen hang gliding since 1977. Paragliding since 1986.
Atrist Freddie Snalam sketching cartoons. Freddie designs I-shirts, logos etc. Call for more information 303 449-5620.
16. Titune Bouchard waits for the wind. Photos & IAyout by Fred Stockwell Photo of Greg Smith by Greg Kelley
Competitors of the 1991 US Nationals.
1 Cumulative Results- Final GLIDER
DAY 1
DAY2
DAY3
MCALEER, MITCH
KATA NA
4:51:43
4:08:07
3:55:24
12:55:14
ENGLAND, BOB
HILITE 3
4:55:23
4:16:42
4:16:08
13:28:13
MENDES, CARY
KATAN A
5:08:09
4:09:14
4:14:39
13:32:02
BOUCHARD, JOHN
AL CORE
5:32:51
4:19:42
3:48:00
13:40:33
5
BONNEFOND, PATRICE
AL CORE
5:34:52
4:19:09
3:56:53
13:50:54
6
SCHICK, BOB
ALCORE
5:31:19
4:19:04
4:16:08
14:06:31
7
SMITH, CHUCK
KATANA
5:48:04
4:17:36
4:26:30
14:32:10
8
FOERSTER, SETH
EXCALIBUR 39
5:30:15
5:01:20
4:11 :41
14:43:16
9
GIBSON, MARK
AT 125
5:13:28
5:11:00
4:10:12
15:34:40
10
SMITH, GREG
KATANA
8:14:48
4:18:28
4:08:44
16:41:59 18:11:38
PLACE PILOT
2 3 4
TOTAL TIME
11
ALA, JAN
PHANTOM
8:52:28
5:03:02
4:16:08
12
BERNARD, JOOP
METEOR
5:50:35
6:41:35
6:41:38
19:13:48
13
SUGRUE, PATRICK
NINJA
10:41:21
4:55:40
4:29:27
20:06:28
14
BLACHLY, CHRISTOPHER
NINJA
8:01 :38
5:11:32
7:27:07
20:40:17
15 16 17
STILES, GREG
STELLAR
9:09:36
7:13:52
4:44:16
21 :07:43
HANKINS, DAVID
EXCALIBUR 39
8:33:33
6:26:17
6:43:50
21 :43:39
REEDER, MIKE
SAPHIR
9:28:00
5:13:14
7:36:00
22:15:14
18
LEONARD, RAY
STELLAR
9:41:41
8:18:25
6:56:26
0:56:33
19
TOWSE, DAVE
NINJA
10:03:40
7:18:57
7:36:00
0:58:38
20 21
BELLIC, MICHAEL
STELLAR
10:41:21
8:09:56
7:36:00
2:27:17
TOEPEL, CIRC
KATANTA
10:41:21
8:49:00
7:36:00
3:06:21
22
WHALEY, DAVE
NINJA
10:41 :21
8:49:00
7:36:00
3:06:21
23
LAWLEY, FRED
COMET
10:41:21
8:49:00
7:36:00
3:06:21
24
LENTINI, JOE
SAPHIR
10:41:21
8:49:00
7:36:00
3:06:21
PAGE 29 • PARAGLIDING, THE MAGAZINE
1991
U.S. NATIONALS 0«Jel(.f flalfe1, Oa.l!fo""l(1a
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INDIAN ';
NEWS
AND
NOTEWORTHY
ject matter.
LINE
Paragliding - a Pilot's Training Manual is available from Wills Wing paragliding dealers or direct from Wills Wing, at 1208 H. East Walnut Santa Ana, CA 92701, Phone 714 547-1344. 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 is available exclusively through Wi!!s Wing paragliding and hang glider dealers.)
;,
Va\llEBIRD" /NP/AN LIN£
Indian Line is the new range of products from Firebird including new paragliders, harnesses, and clothing.
ATTENTION PILOTS
Firebird has always been associated with North American Indians since the word, Firebird, comes from a common Indian myth. The Apache is the first glider to combine safety with competition performance. The Apache's performance is due to it's relatively high aspect ratio, and it's excellent profile. The Comanche is a safe, beginner /intermediate glider, with a good performance and has excellent handling characteristics. The Sitting Bull is Firebird's new harness, as worn by Robbie Whittall in the 1991 World Championships. It incorporates an integral parachute container, large pockets, cross-bracing, and conventional chest strap. The Sitting Bull Pro contains a section for a Kevlar or other back-protection system. The Sitting Bull Lite is for pilots who do not want the integral parachute container. All Indian Line products are awaiting the results of DHV and ACPUL tests and PAGE 32 • PARAGLIDING , THE MAGAZINE
Guadalupe Sand Dunes & Point Sal, California
will be released onto the market in December 1991. (see photo of Apache above)
TRAINING MANUAL
Revised 3rd Edition Wills Wing has published a revised 3rd 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. More than 1000 copies of the manual have been sold since its introduction early in 1991. The 140 page manual covers equipment design and certification testing; beginning skills including landing approaches, and flying in 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 APA/USHGA 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 sub-
All pilots wishing to fly Point Sal or Guadalupe Sand Dunes must be current USHGA and/or APA Members. Pilots must possess a minimum USHGA Intermediate Rating III or an APA Class I Rating. Novice pilots and non-rated pilots may only fly with a Chapter 0159/Hang Gliding Club at University of California approved instructor. For information and weather call (805) 962-8999.
VENEZUELA '92
International Championship The objective of this International Championship is to celebrate The discovery Of America, 500 Years After. Both Hang gliders and paragliders are invited to fly this meet. Dates:
March
14-21:
-
-
--
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-
-
High Performance Paragliding
•••
As easy as
One Two Three
or... Two Two Three!
or... One Two One!
Steve Pearson pull s up the Wills Wing AT 123 Photo by Mike Meier Helmut Walder soars the Wills Wing AT 223 Photo by Aki Kibe Linda Meier flies the Wills Wing AT t 21 Photo by Mike Meier
or... Two Two Five! or... One Two Five! or ...
Wills Wing has brought true high performance to the entry level and intermediate soaring pilot with the AT SERIES ONE line of paragliders. (AT 121 , 123, and 125) Specially designed for the more demanding conditions of U.S. flying , the Series One paragliders feature speed range and glide performance previously unavailable in a Level One canopy, while retainSPECIFICATIONS ing the forgiving stability and recovery characteristics that Model AT 121 AT 123 AT 125 inspire your confidence as an advancing pilot . 30 ft 27.2 ft 32.9 ft Span 257 sq ft Area 282 sq ft 315 sq ft The Wills Wing AT SERIES TWO paragliders offer a A.R . 3.2 2.9 3.4 competitive level of soaring and cross country performance 13.2 lbs. 14.3 lbs . 15.4 lbs. Weight for the advanced (APA I USHGA Class II ) pilot in a well 23 25 Cells 21 mannered Level Two canopy that is a joy to fly! (AT 223 and 120 - 155 165 - 210 Pilot Wt. 185 - 240 225) Class 1 Pilot Rating Class 1 Class 1 All Wills Wing paraglider models are tested to SHV certification standards prior to shipment of the first production Model AT 223 AT225 unit , and each canopy is manufactured of the finest mate31 .3 ft 34.2 ft Span rials, carefully inspected , line tested , line spec'd, and fac 255 sq ft 282 sq ft Area tory test flown prior to shipment to the dealer for delivery to 4.1 A.R. 3.8 the customer. Wills Wing paragliders are backed up by Wills 16.5 lbs. 15.4 lbs. Weight Wing's eighteen years of experience in serving the needs of 25 23 Cells foot launched soaring pilots throughout the world. Contact 165 - 220 130 - 200 Pilot Wt. Wills Wing for the dealer nearest you to arrange a demo Pilot Rating Class 2 Class 2 flight , and discover the Wills Wing Experience!
1208 H. East Walnut • Santa An a •CA· 92701 • Phone (7 14) 547 1344 • FA X (7 14) 547 0972
Dealer Inquiries Invited
N E W S
A N D
N O T E W O R T H Y
NEW AND NOTEWORTHY (cont.}
Location: Venezuela is located at the north point of South America. Caracas is the capital, with more than four million citizens.
The en try fee will be $150 US ( one hundred-fifty American dollars) per pilot. This fee includes transportation to take-off and retrieval, glider identification and maps. Accommodations are not included in the registration fee.
This country is 'The Paradise" to fly, due to its marvelous weather conditions.
Prizes: The following prizes will be awarded to the top five pilots:
The competition will take place in two different regions: La Victoria, Aragua State, near Caracas, and P\atil\on Peak, Guarico State, the newest and best free flight zone in Venezuela.
1st Place: $2,000; 2nd Place: $1,000; 3rd Place: $750; 4th Place: $500; 5th Place: $500.
Paraglider competition March 22-29: glider competition
Hang
The take-off point in La Victoria region will be in Loma Lisa, at 1,350 MSL, and the landing area is at 450 meters high. The take-off point in Platillon Peak will be at 1,650 MSL and the landing area is close to 300 meters high. The Venezuela distance record belongs to Erick Raymond (USA) 178 km long. However, we think that is really possible to obtain over 200 km in the new potential area Platillon Peak. Tasks: The international Championship will be crosscountry style; out and return, triangular, open distance and race/speed. The details will be discussed in La Victoria. We will employ photos system to validate the competition. The organizers will not provide film. Communications: We will use 2m vhf-fm radios. The electrical energy is 110 volts. Registration: In our international Championship all nations may be represented. All pilots must have a valid international flight license which can prove cross-country experience. PAGE 34 • PARAGLIDING, THE MAGAZINE
•1REBIBII WORLD CHAMPION
For additional infonnation and to assure registration, please contact: Luis Aulestia, (58) 2-2420644/2426311; FAX: (58) 2-2427374.
SPORTS INJURIES
On The Rise In Japan Trying out new sports has turned out to be dangerous for dozens of Japanese. In 1990, there was a 20% jump in deaths and injuries as a result of sports, says Japan's National Police Agency. There were four more times as many motorboat deaths as in the previous year (20), three times as many deaths on jet skis (12) and in canoes (7), and twice as many deaths while paragliding (23), for a total of 62 fatalities. All are relatively recent leisure activities for the Japanese.
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Hitzlerieder StraBe 15 , 8959 Seeg Allgau
Telefon: (08364) 1078, Telefax: (08364) 1294
Mariposa Sports, Inc. The Mariposa Monarch APU (Auxiliary power unit)
FIREBIRD USA 5311 Western Avenue #0 • Boulder, CO 80301 Phone: 303 440-0803 • FAX: 303 440-0823
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The two Wlnglets reduce the size of the vortices created by the wingtips resultmg m less induced drag. Add1tionaflYi the Winglets improve spanwise shaping and add hftmgarea to the canopy. The very smooth and flat spanwise shape of the canopy leads to higher lift performance. The quadruple cascading of the suspen 10n Imes results in the use of the minimum number of lines and reduces hne drag while it marntams a1 hape, chordw,se and spanw1se The use of the best available maals combrned with parachute truction techniques adds to the rmance and durablhty of the mg 300 senes. :F Ml!Ula Blrdwrna 323 or 325 w,11 con;w,M,1M)u of the performance and hanadvamages these canopies have. .....,......_ ntact Para-Fhte or the nearest Para-Fhte dealer for additional
--Pi-..
NEW AND NOTEWORTHY (cont.)
will come in two basic configurations, single and twin engine. Manual start or electric start on either as an option, both of which will allow in the air starts. no more information will be available until the prototypes are well tested. The single engine model is expected to sell at about $3500.00 and the twin at about $5000.00. These were designed to augment paragliding rather than change the sport. Designed affordable to buy and maintain, with revolutionary features for easy learning. No more information will be available until their release in February 1992.
hose stiffeners inside so they will not be able to be drawn through the net protecting the motor and prop. The increased weight may also decrease the ability of the prop to draw the handle into it. We will probably also put velcro on the rear riser and handle so the pilot can stick the handle to the riser while making "hands off' adjustments.
WINDSPRINTS
Hang Gliding Hang Gliding windsprints will be held March 19th - 22nd with rain date being the 23rd.
For more information contact Torrey Flight Park, Inc., (619) 452-3202.
BE AWARE
Motorized Paragliding Here is a Safety Advisory. One of my students was flying a power pack on his paraglider. He released his brake toggles in order to adjust his seat with his hands. As he was wiggling into a more comfortable position the brake toggle was sucked through the net and into the propeller. The handle was tom off the brake line and broke the tip off the propeller blade. When the pilot looked for the brake it was streamered out behind the glider. He was able to steer the glider and land successfully using rear risers. Imagine what might have happened had the line around the tangled propeller! The brake handle was simple nylon webbing strap. We are in the process of making handles with rubber PAGE 36 • PARAGLIDING, THE MAGAZINE
WORLD PARAGLIDING RACE April 13th - 19th with rain date being the 20th.
For more infonnation contact Torrey Flight Park, Inc., (619) 452-3202.
COAST TO COAST Sir, We are two of us, to attempt the crossing of the USA from New York to Los Angels next spring (Marchapril 1992). The journey will be made with motorized paragliders. for this trip we have many sponsors, and the guarantee of nationwide interest in France, for previously winning the Grand Prix Sise! de L' Adventure '91. We would like to know how the regulations for flying over Virginia, Tennessee, Mississippi, Louisiana, Texas, New Mexico, Arizona, Utah, Nevada, and California. How
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NEW AND NOTEWORTHY (cont.)
can we obtain the proper authorizations? Also, what is the interest of paragliding pilots along our route.
Please address any replies or correspondence to Phillippe Renaudin c/o GMI. ITALY In 1990 there were 14 reported incidents of paraglider pilots using their reserve chutes in an emergency.
GERMANY A brief mention in Drachenflieger that the carrying of a reserve chute has been mandatory in Germany since the beginning of 1991. Make sure that you have one if you're planning a holiday there this year - in fact, make sure you have one anyway.
SOUTH AFRICA 102 pilots competed in the 2nd South African Championships held in the Cape at the sites of Dansklip, Hermanus, Betty's Bay and Lion's Head. Day one consisted of the best of 3 spot landings on a rugby field in Lion's Head, then pilots travelled to Danskli p for 4 tasks, each a race to goal. Excitement was caused when a black eagle attacked 3 pink gliders putting holes in their upper leading edges. Some thermals were over Sm/a with equivalent sink. Andrew Smith had a collapse and difficulty in recovering so he used his reserve which opened just before touch down. A total distance target of 86 km was set, with 45 m being the longest single flight. Eric Laforge - CH (Apex) took 1st
place and Jay van Deventer (Arrow) took 1st among the South Africans. Tina Rutherford (Etoile) won the women's category. She also established the SA woman's cross country record at 45 km. Gavin Wadsworth (Arrow) set a new SA cross country record of 55 km in a practice run before the competition.
ICELAND Paragliding has not yet caught on in Iceland . In fact there is only one known paraglider in the whole country!
HIMALAYA After putting up a new alpine route on the Trango Tower, Takejasu Minamura from Japan, attempted a parapente descent but was dashed against a rock face by a gust of wind. His canopy snagged a rock after an uncontrolled slide of 65 km. He spent 8 days on a ledge, unable to move. Four other Japanese climbers learned of
his plight, and organized a chopper to drop some food to the trapped pilot. Two rescuers climbed the peak by the normal route, then abseiled down to him with gear for a successful descent.
ASPEN
Flying Aspen This Winter Aspen area paragliding pilots have established their local club, Parapente Aspen, which is responsible for all the progress and flying site privileges enjoyed by its members and visitors. Access to the flying sites is by the Silverqueen Gondola on Aspen Mountain, but specific credentials are required and checked by Aspen Skiing Company personnel and Parapente Aspen members. These are APA "rated" sites, but membership in Parapente Aspen is also required to fly here. First flights must be accompanied by a local 'guide' pilot, and Ski Patrol must be notified prior to launch.
It only snows at night here in Aspen, so bring your sunglasses and have a great time!
For additional information and obtaining site credentials, contact Parapente Aspen/Steve Hach at 23 Smuggler Grove, Aspen, Colorado 81611, (303) 925-4583 or Aspen Paragliding, P.O. Box 2432, Aspen, Colorado 81612 (303) 925-7625.
UP INTERNATIONAL
New Proto-type The new proto from UP is called the Flash FR (full race) 49 (cell). It has a tejin mylar top new airfoil and is a higher aspect ratio than the normal Flash/Katana. UP will also introduce a new beginner model known as the Prima. (see photo below)
PAGE 37 • PARAGLIDING, THE MAGAZINE
NEW AND NOTEWORTHY (cont.)
sold in 1992 with the Bouilloux shell as an option for a more complete back protection. Shaped like a cafeteria type chair, the unit is made from molded kevlar with a high density foam cushion on the back side and weighs less than 24 oz. It was widely sold in France and Switzerland last year and was credited with preventing numerous back injuries. Pilots using the shell claim it does not interfere with steering and generally feel it as essential as a helmet for safety. Both the standard and pitch control harness are specially adapted for the shell and have the added bonus of being more comfortable in flight. Rank Pilot Bob England
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2
FOOT LAUNCHED FLIGHTS
The 1991 US Distance Ranking The three longest foot launched flights are totalled for a total distance flown. The pilots are ranked by distance. The reporting is based on the honor system except for those flights marked with an asterisk which occurred during a contest. (see US Distance Rankings below)
Flight Horseshoe Meadows - Bishop Gunter - Basalt Gunter - Basalt
Glider Hilite Ill
Distance 62.5
Hilite Ill Hilite Ill
52
TOTAL . ... . . . . ... . ..... . . . . . . . . . . . . John Bouchard Yamaska - Enosburg Saphir Falls•
48
162.5 38.8
Gunter - Westgard Pass•
Alkor
38.5
Gunter - Lone Pine/Big Ears Ad·
Alkor
19.5
. . . . . . . . . . . . . . . . . .. . . .. TOTAL •••.•• Gunter - Janies• Katan a Cary Mendes Elsinore to Mt. Katan a Center Katan a Gunter Zaks•
96.8
81.3
4
. . . . . . . . . . . . . . . . . . ..... TOTAL •••••• Gunter - Janies• Katan a Greg Smith Dino -Soar• Katan a Gunter Zaks· Katan a
5
TOTAL . . .. . . . .. .... .. . . . ... . . . . . . . . Alkor Mitch McAleer Gunter - Westgard Pass•
3
Elsinore - Saboba Gunter - Lone Pine•
6
7
Saphir Alkor
35 30 16.3 37.5 26 16.3
79.5 33.75 25 20
TOTAL .. . . .. .. . .... .... . .. . . . . . . . . . Gunter - Janies• Excalibur Bob Schick Dino-Soar Excalibur Gunter - Lone Pine· Excalibur
78.75 34.5
. . . . . . . . . . . . . . . . ... .. . .
76.8 34
TOTAL . ... .. Seth Foerster
TOTAL .... . .
Gunter - Janies• Elsinore Saboba Gunter Zaks•
. . . . . . . . . . . .. .. .
Katan a Katan a Katan a
26 16.3
22 16.3
72.3
ROBERT SCHWA/GER - Austrian league pilat · Austrian XC champion · world record flight out and return · US national record · free distance and XC flight pioneer on CHALLENGER C.
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The Spirit FXC is Hans Madreiter's most advanced paraglider design. Years in devellopment, it's one of Europe's most rigorously time and trial tested performance paragliders. The combined levels of stability and performance it offers are simply unequalled.
Other pilots will approach you wanting to know more about the Spirit FXC. Only SKYWALK offers you the opportunity to profit while you fly.
It's a paraglider you can't outgrow. Just ask Brian Porter, a U.S. Nationals and World Open Hang Gliding Champion. lHe has chosen the Spirit FXC as his competition paraglider. As your skills develop simply adding our speed/trim systems wm unlock its competion level of performance for you.
PARAGLIDING,
THE
MAGAZINE
1
11111
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• by the Safety & Training Committee
he Fall BOD meting in Salt Lake City was held October 16, 17, & 18. Most of the three days was taken up with business of the Safety & Training Committee, which has been the most active committee since the APA was founded.
3) Attend and pass (4) of the approved clinics • Emergency 1st aid including CPR (mandatory)
•
XC or thermal flying skills (including weather)
One of the jobs of this committee is to set the standards for pilot ratings. The discussion focussed on whether or not to change the current two-tier rating system to a three-tier system. The majority of the Board was in favor of the change. So the final outcome was that the examiners were given the job of revising the pilot ratings and submitting the proposal to the full Board at the Spring BOD meeting.
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Towing
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Para-skiing
Since most of the burden of safe flying practices falls on instructors the APA wants to raise the standards to become a certified instructor. The current system is not adequate to produce the caliber of instructor desired. So the Board voted in a proposal to change the existing requirements. Effective immediately, you must meet the new requirements to attend an ICC. New APA Instructor Rating Requirements 1) APA Membership & Current Class II Rating 2) 40 hrs apprenticeship (with 2 unaffiliated APA instructors) PAGE 40 • PARAGLIDING, THE MAGAZINE
Advanced maneuvers clinics (mandatory)
Clinics chosen should reflect the type of instruction you feel is best suited to your local area. 4) Pass the written preliminary exam (50 question, 5 categories, multiple choice given by regional director or appointed reps.) 5) Send all documentation to headquarters with pre-payment (fee to be set). The addition of the pre-requisite clinics will open the doors to more advanced training programs that can be taught by current qualified instructors. This will spread the load that the examiners have shouldered in the past. The pre-requisite clinics must meet the APA approved guidelines to qualify for credit towards an ICC. Other business was a discussion of foreign ratings. A subcommittee was appointed to draw up a document as a guideline to rating equivalence when finished
all instructors will receive a copy. Revocation or reduction of ratings was also brought up. The general feeling was that some current instructors and pHots are guilty of various questionable practices, which if unchecked could jeopardize the future of our sport. In order for the Board to proceed with reprimands or revocation, all complain ts and accusat.ions must be made in writing and a copy sent to your regional director and APA headquarters. The ultimate decision to revoke or reduce a rating will be decided by a BOD vote. As the meeting qime to an end, Claudia Stockwell asked the Board to accept her resign~tion as chairman of the Safety & Training Committee, and to consider Norma Jean Saunders top r¢place her. The Board reluctantly agreed to Claudia's request to step down and thanked her for her four years of work on the committee. Norma was unanimously accepted as the new chairman, and the meeting was called to a close.
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6595 Odell Place Suite C Boulder, CO 80301
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The new standard for paragliding. Whether you compete or not, we'll help you be a soar winner. Comes with our standard 1 year warranty (void if submerged). See your local Ball dealer for details.
call 1-800-729-2602. e Fax: (303) 530-4836.
STANDARD EQUIPMENT , 1,000 ft. or 5 MIS VSI Scale • 1 ft. or 1 Meter ALT Increments (MSL) , RF Shielding • Relative Altitude , 5 Stage Vario Damping • Barometric Pressure (Hg or Hecto Pascal) • Adjustable Audio Threshold , Choice of Piezo Audio Sound: VARI-PITCH - BEEP - INTERRUPT VARI-BEEP
, 4 Stage Averager , Mount (Velcro Strap, Steel Bracket, or Ball Clamp)
OPTIONAL EQUIPMENT , Barograph with Flight Linker and Software , Total Energy (T.E.) Probe
SPECIFICATIONS , Operation Altitude - 2,000 ft. to 27,000 ft. 609 Meters to 8225 Meters , Operation Temperature - 13 to 113 deg, Fahrenheit - 25 to 45 deg. Celsius
WARRANTY , M22 flight computer and accessories are warranted for a period of 1 year from date of purchase (with proof of purchase via warranty card) or 1 year from date of manufacture (including software updates). Submersion In Water Voids Warranty. , Specifications Subject To Change Without Notice.
M22 (Standard Model Shown)
After watching Seth Foerster out sky everything (including all the factory pilots on the latest and greatest rigid and inflatable wings) from the E Launch at Lake Elsinore week~ end after weekend we just had to ask him his thoughts on flying the Excalibur 39 Cell:
"On days when the high performance imports are getting 80% collapses, my wingtips might tuck a bit - always instantly reinflating, all by themselves. 80% collapses - they call this flying? How do they find the core without a whole wing above their head? The 39 Cell Excalibur is a top-of-the-stack glider with 95% of the speed of the leading, high per= f ormance import - when the import's inflated. Performance is not the issue .. stability is. All this stability and great performance for under $2300 - what a deal!" Seth Foerster
xcalibur!
Hang 4/Class II
Stability - Performance - Reliability Performance Designs Paragliding, Inc.
Phone
425 Rider Street - Smite BS, Perris CA 92571
FAX
714-657~2664 714-657 .. 4062
BAR-0-GRAPHS Past & Present by Bob Schick
he mere mention of the word, con ju res up visions of record flights. Whether it be for distance, altitude gain, speed over course or out and return, it doesn't matter if you fly powered or silent aircraft. If you're after national or international world records, you'll need a barograph on board to prove your claim.
The barograph is a recording barometer, it measures and records air pressure changes over time. The trace or record made is called a barogram, and if properly interpreted the pressures recorded can be converted to altitudes. As stated previously, the barograph isa recording barometer and an article wouldn't be complete without a brief history on this instrument. The barometer is used for measuring atmospheric pressure. The first record of the use of a barometer was given in 1643 by Evangelista Torricelli, who had been an assistant to Galileo. He was the first to advance correct ideas concerning the existence of atmospheric pressure and vacuums. Using mercury and a glass tube, Torricelli, with Vincenzo Viviani, constructed a barometer similar to the one shown in fig. 1. The glass tube was filled with mercury, the open end closed with a finger, and then the tube was inverted with the open end under the mercury of vessel B. Torricelli was convinced that the mercury in the barometer tube exerted a pressure at the bottom which exactly balanced the pressure of the air exerted on the free surface of the mercury at the same level, and that a vacuum existed in the space above A. He also stated that the height of the mercury column would be lower on a mountain where the air is rarer. These conclusions stirred up a controversy with the PAGE 42 • PARAGLIDING, THE MAGAZINE
34 ft. of water correspo~ding to 30 in. of mercury. In 1648 Pascal, who was a semi-invalid, had his brother-in-law, Florin Perier, take a barometer up the mountain Puy-de-Dome. He found that the height of the mercury column decreased as the barometer was carried up the mountain while a barometer at the foot of the mountain showed no variation during the day. This experiment demonstrated that the height of the mercury column varied with the amount of air above it and had no relationship to nature's abhorring a vacuum. E.W. Avionics Electronic Barograph uses micro-processor technology.
Scholastics, who insisted on the Aristotelian doctrine that nature abhors a vacuum, or natura abhorret vacuum. About 1647 Blaise Pascal performed several experiments that finally convinced people of the correctness of Torecelli' s ideas. Pascal made many mercury barometers, using tubes of different shapes and sizes; he also inclined the tubes and found that the vertical height of the mercury columns was always the same. In the city of Rouen, France, where Pascal lived, there was a large glassworks from which he obtained glass tubes about 46 ft. long. These A were filled with water and wine, and Pascal found that the height of the columns was in the correct relationship with the mercury column. Since mercury is about 13.6 times as heavy as an equal volume of water, it s follows that the water column should be about 13.6 times as high as the mercury column; that is,
Now this is all weU and good but can you imagine flying with a mercury filled barometer? Not to worry, in 1845 the aneroid barometer was patented. The aneroid barometer contains no liquid, is independent of gravity and is portable, so that it can be used under conditions that are prohibitive for mercury barometer~. The fundamental element of an aneroid barometer is a corrugated chamber formed by two thin metal diaphragms, or a series of such chambers; the chamber is technically called the vacuum box, since it is usually exhausted of air. One face of the vacuum box is bolted to the base of the instrument while the other is connected through mechanical linkage to a pen or scale pointer. Movements of the upper face of the vacuum box caused by changing air pressure are transmitted to the pen or pointer so that STEEL SPRING
BASE PLATE
BAROGRAPGHS (cont)
pressures can be read directly. The aneroid can sustain shock and vibration but must be calibrated against the mercury barometer.
during the flight. The newest type of barograph is electronic (E.W. Avionics, for example) which records the data during the flight but must be connected to a printer after the flight for the flight data to be reported. When using this type ofbarograph be sure to follow the guidelines listed under "Pre-flight Preparations".
Now that we have an understanding of the concept let's see when they were put to use in aviation When & Who: The earliest use of a barograph type instrument dates back to November 21, 1783, when Francois Pilantre de Rosier and the Marquis d' Arlandes flew in a balloon for twentyfive minutes at a maximum altitude of 1,500 feet. They carried a mercurial barometer on their flight.
An equally noteworthy flight took place on Oct. 23, 1934 when Jannette Piccard became the first civilian to ascend in a balloon into the stratosphere. She reached an altitude of 57;579 ft. Not to forget our sport, on July 8, 1991 Greg Smith flew his Katana to a new U.S. paragliding distance record of 65 miles. His flight originated in Hobbs, New Mexico, the same site where one year earlier almost to the day Larry Tudor made history in a hang glider with an incredible 303 mile declared goal flight. Larry strapped his barograph to his keel, inside the double surface, while Greg just store it in his backpack. Both very much out of reach! While I'm sure that tampering with a barograph to achieve recognition takes place, two instances in particular were conveyed to me that I'll share with you. First, in 1910 at an air race at Damangus Field in Los Angeles, an official caught a pilot mounting his barograph to the top-surface of his wing. This would record more height at less pressure, pretty good huh? The official - Orville Wright!! And again in 1936 at the 6th annual U.S. Soaring Championships in Elmira, New York, an official couldn't understand why there was an added peak in the trace of a pilot. Further investigation revealed he held his barograph on the top-surface of the wing near the L/E. Again measuring less pressure. The rule that the barograph must be mounted out of the reach of the pilot and the passenger was soon born.
T.vres: Today's barographs ar~ of two operating principles, mechamcal and electronic.
Replogle, anaroid barometer. clockwork drum mechanism.
The most common type of barograph (Replogle, Winter, etc., for example) consists of a dock-driven drum with a sealed bellows/linkage mechanism terminating in a stylus which touches the drum and records the changes in air pressure over a period of time by a trace on a smoked foil or paper. It is important to have a reference line, or "base-line" on the barogram from which to measure the high and low points when evaluating a flight trace. Some barographs have a second, fixed, base-line stylus to make this reference. For barographs with only one stylus, draw a base-line by engaging the stylus against the foil or paper while turning the drum one full rotation before sealing the barograph for the flight.
The drum may have a hold-down bar to secure the edge of the foil/paper over which the stylus rides while the drum is turning. A part of the trace may be recorded on the bar, which is understood, but crossing the bar should be avoided near the start of the flight so that the take-off and release point/notch are not lost.
Pre-flight Preparations: The barograph should be prepared for the flight as the manufacturer directs. In the case of the drum type barograph, the drum is removed and a piece of foil/ paper is affixed by using the holddown bar, if it has one, or by using scotch tape in such a way that the stylus will not get stuck on any of the edges. Care should be taken that the foil/paper is correctly installed so that it will not be lifted when the stylus crosses it and so thatitcannot turn or slip on the drum. Flights have been invalidated because the paper slipped and the trace was incomplete. If the foil is used, it can be "smoked", or coated with soot, by rotating the foil covered drum in the rising smoke of a piece of burning camphor. (Camphor is available at most hardware or drug stores.) Care should be taken not to smudge the foil when loading the drum back into the barograph case. The Replogle was the first to use pressure sensitive paper on their charts. This eliminated the mess of camphor type methods.
When the drum is installed in the barograph case, make sure that the nut holding it is "snug" - neither too loose nor too tight. The barograph is then ready for the observer to make his initials on it and date it. When this has been done,
The clock and bellows/linkage mechanism are delicate and care should be taken in handling the barograph to avoid shocks which might alter the calibration or damage the instrument. Other types of barographs (Aerograph, etc., for example) use basically the same principle but give a read out on continuously fed paper which has been scored or pierced to leave a trace. Another type (Xylon, for example) produces a digital read out
Meteorological Office open-scale barograpgh PAGE 43 • PARAGLIDING, THE MAGAZINE
PARAGLIDING,
THE
MAGAZINE
BAROGRAPGHS (cont.)
the barograph is sealed and the clock mechanism wound taking care to wind it fully but not to over-wind the mechanism. If the rate of the drum rotation is flexible it should be set to the four hour rotation rate. This gives the optimum readout for most badge flights as it makes the release and low points more discemable. Either the two hour, eight or ten hour rotation rates can be used but care must be taken to make a definite notch after release from tow, or to use the timed procedure to establish the point of release from tow. A claim may be disallowed if the release point is not distinct and the timed procedure is not used. The Observer supervising the flight then seals the barograph and supervises the placing of it in the aircraft so that it is not accessible to the pilot or crew in flight. It must never be possible to alter the level of the stylus without breaking the seal. The seal must be mechanical such that it has to be destroyed to open the
barograph. (Plastic tie wraps or tape will suffice). Lead light meter seals are still the best method of sealing. After squeezing the lead seal, preferably with smooth-jawed pliers, the Observer should scratch the N number of the glider and/or his initials in the lead for identification after the flight.
ing and hang gliding.
Mechanical: Replogle, Winter, Bosch, Pera via, Aerogr~ph, etc. Electronic: E.P.W. Skyhawk, Brauniger Altiprint, E.W. Avionics, A.T.W. Skybox CAUTION: All barographs are notoriously subject to "operator errors" because they are the type of device that requites some training for proper and reliable operation. Avoid these errors by using the instrument on routine practice flights so as to perfect yqur technique and confidence. You will not only eliminate the failures on important flights, but will you find that the barogram will furnish a wonderful remembrance of the flight and that study of it will improve your soaring technique.
When using the electronic barograph the pre-flight procedures are somewhat different. All previous flight recordings should be erased from the memory and the Observer should make sure that the battery has sufficient power to hold in memory the entire proposed flight. The barograph is turned on making sure that the elevation and time readings are correct and the Observer enters a secret set of numbers (known only to himself) prior to closing the barograph. The barograph is installed in the glider in an inaccessible place.
This article rould not have been brought together without the aid of the following individuals, THANKS!! Fred Stock:well - Paragliding, The Magazine Ed Replogle, Paul Schweiser - SSA Vic Saudek, Don Piccard, Ruth Ludwig - BFA Art Greenfield - NAA Sam Fishbine - Smithsonian Institute Encyclopedia Britannica US Weather Bureau - Salt Lake City, Utah Larry Tudor, Greg Smith
These types of barograph are currently FAI/NAAaccepted for paraglid-
P.O. Box 8300, Colorado Springs, Colorado 80933
(719) 632,8300 (719) 632-8417 FAX
CLASS I NAME MCKENZIE, Rob BOCUSE, Jerome MCCREIGHT, Edward MCCREIGHT, Gordon FERGUSON, Paul BARNUM, Benjamin KLEWENO, Pamela SANDERS, James ROGERS, Ben MINGUS, Pamela MCCARTER, Brad PETERSON, Carl HALEY, Mike QUINONES, Miguel GRITSCH, Jeff SNELSON, Brian
CITY San Bernadina Poughkeepsie Los Altos Los Altos Arvada Seattle Seattle Rolling Hills Alstead Mission Viejo Santa Barbara Santa Barbara Layton Los Angeles Santa Barbara Auburn
STATE CA NY CA CA WA WA CA NH CA CA CA UT CA CA CA
INSTRUCTOR M. MEIER P. ZIMMERLI A. WHITEHILL A. WHITEHILL CIRC CHIRICO CHIRICO B. ENGLAND J. NICHOLAY R. PELLETIER K.DeRUSSEY K.DeRUSSEY C. STOCKWELL C. MENDES K.DeRUSSEY A. WHITEHILL
CA CA
M. MEIER M. SALVEMINI
co
CLASS II MCKENZIE, Rob RYAN, Bob
PAGE 44 • PARAGLIDING, THE MAGAZINE
San Bernadina Laguna Niguel
Since 1973 488 Manor Plaza Pacifica, CA 94044 (415) 359..6800
ALL MAJOR BRANDS OF GLIDERS AND ACCESSORIES COMPLETE SALES, SERVICE & INSTRUCTION
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Air • Jun • kies n 1: person
who loves to fly above all else 2: person seen hanging out at flying sites for long duration usually kicking rocks, telling stories and hoping to fly 3: professional, full time paragliding business dedicated to 'turn you on' to paragliding!
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151 Tamarack Ave. •Carlsbad, CA (619) 720~9775 92008
PARAGLIDING,
THE
MAGAZINE
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by Dennis Pagen
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PARAGLIDING FLIGHT
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by Granger Banks, Parasoft Inc,. Paragliding School
sing approximately $30 of building materials and a little imagination we have developed a flight simulator that is portable and sets up in about 5 minutes.
We use the simulator in our initial training to allow students to adjust harnesses, practice steering and go over take-off and landing procedures before taking to the air. Students have commented afterwards that the simulator was remarkably realistic and useful in preparing them for their first flight. For $10 we will be happy to send a copy of the building plans to any interested school. Send check to Parasoft Inc Paragliding School, 770 Morgan Drive, Boulder, CO 80303.
Dummy Reserve
PAGE 46 • PARAGLIDING, THE MAGAZINE
We have also developed a "dummy" reserve chute for deployment practice. We purchased an old reserve canister, a throw bag, and attached a large bath towel to parachute cord and a bridle to make the reserve realistic. We start our deployment training on our simulator by shaking the student then timing the deployment The towel can be quickly folded after each deployment and quickly packed into the reserve. After the student has practiced this, we have them fly with the dummy reserve and deploy it on radio command. The towel streams harmlessly behind the paraglider in flight and has a weak link attaching the bridle to the harness should it get caught on something upon landing or the pilot wishes to jettison it. We now include this training at no cost to anyone purchasing a reserve from our school.
Don't miss this opportunity to learn more with the most widely used training manual. 208 pages, 170 photos & illustrations Also FLYING 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 . Qept. P Mlngovllle, PA 16856
TEXAS PARAGLIDING INC. SOARING AND SERVING THE LONE STAR STATE
SALES & SCHOOL for American Paragliding Association Certifications. Tandem and video instruction. Towing e Flatland Thermaling 8 Ridge Soaring
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To order and Enroll call Charles at (713) 973-9546 or write T.P .I. 1437 Waseca, Houston, TX 77055-4411
Its a oeaut1ful aay lor lying The sKy 1s Dlue MihOut a single cloud ;, gentle breeze to move you along and p1enty of sun 10 keep /OU ,,arm 11 doesn t get any bener :nan 'his Or ooes 1r :mag1ne a11 of tr1s ;.1th your y11aer or parachute being iust as aazz1mg with :ts customized ojes1gns from Glider Mar«1ng lnternancnal
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eteroted f4''ftla1't.• -s\Jste,,-'S . Once you have tasted flight, you will walk Iha earth with your ayes tu mad skyward: for there you have been and there you will long to return. • Leonardo da Vinci
Foot Launch., Towing" Ridge Soaring .. XC lhermalllng "Fun! I
APA Certified Instruction" Sales" Service We carry a variety of certified gliders, instruments, helmets and a complete line of towing accessories. T-shirts, hats, paragllder stationary, and log books are also available. For more information, call or write: P.O. Box 200644 Austin, Texas 78720-0644
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AMERICAN PARAGLIDING ASSOCIATION 25 Goller Place, Staten Island, NY 10314, (718) 698-5738 Office Hours: TUE. & FRI. 12:30 pm, WED. 9:00 am - 3:00 pm ET, WEEKDAY EVENINGS 8:00 pm - 9:00 pm ET ©1991 American Paragliding Association • July 21, 1991
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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:
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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 only $49.00
UNITED STATES HANG GLIDING ASSOCIATION, INC.• P.O. Box 8300 • Colorado Springs• Colorado• 80933 (719) 632-8300 or FAX (719) 632-6417
PARAGLIDING,
THE
MAGAZINE
WHICH WINCH? • • ....
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contributed by Richard Johnson
Sky launch Sys t ems I nc. ky Launch Systems, Inc . is located in Lubbock, Texas and was formed by Mike Donovan. The winch was built by specifications provided by the trials and testing of Charles Fontenot in Houston, who owns and operates Texas Paragliding, Inc.
The Sky Launch is built rugged enough to support commercial towing operations or the weekend warrior pilot. The winch system can be purchased as a stand alone winch unit, which you then mount on your own vehicle or trailer, or you can purchase it pre-mounted on a trailer. The winch unit includes an aluminum drum (or spool) mounted on a tubular frame with an automotive disk brake system, a belt driven rewind motor, the line, an industrial duty coil rewind cord and switch, a rain cover and the control box. The control box is mounted in the cockpit with the driver. A high torque pressure handle controls the amount of pressure (drag) that is applied to the drum. The control box contains a gauge and a closed system (completely sealed) self-bleeding master cylinder which can be positioned at any angle without concern about fluid leakage or introducing air into the system. As a safety feature, the control box incorporates a hydraulic pressure quick release system (as opposed to a mechanical quick release). In critical situations, all pressure can be relieved from the line at the press of a button. The control box also features hydraulic quick disconnects which allow the control box to be removed from the winch during transport and storage. PAGE 52 • PARAGLIDING, THE MAGAZINE
The drum will hold approximately 6000 ft. of 3/16 inch Ultraline (a registered trademark of American Manufacturing Co.- AMCO) or 4500 ft. of 1/ 4 in Ultraline. Ultraline is used because it provides the best strength to weight ratio for the price. 3/16 inch Ultraline is break tested to 940 lbs. Other products are stronger but are more expensive to maintain. After the pilot releases from the line, the driver must manually rewind the line onto the drum using a "clapper". The hand held clapper is used to guide the rope, in a back and forth motion, onto the spool. An automatic level winder is in development and expected the first quarter of 1992. The winch also comes with a manual rewind crank in case the motor or electrical system malfunctions while the line is paid out. The crank allows you to get the line back onto the drum. The winch unit is available premounted on a trailer. The trailer configuration features a weather-proof
toolbox with rain cover, tore-flexed independent suspension, an onboard battery box, a rope guide, under coating, and a baked Hammerite finish. The trailer lights are legal in all 50 states. The trailer tires can be sized to match your vehicle for inter-changability. A heavy duty connection plate mounts on your vehicle which contains quick disconnects for trailer lights, auto battery, and the hydraulic pressure line for the control box. If you fly hang gliders or ultralight sailplanes, the Sky Launch trailer can be configured to support your aircraft as well.
Summary: With the right equipment and training, payout winch towing can be a safe alternative to climbing that mountain. Remember safe towing is a team sport, requiring an experienced pilot and an experienced driver. If you are not experienced, then get qualified training. Know your sport. Use proven, reliable equipment and know how to use it properly. Fly smart and fly safe.
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PARAGLIDING,
W~H?l/r
THE
MAGAZINE
-~To,;,,vjj,c ky Hook Towing, Inc. has designed a controlled payout winch that is controlled very differently from others currently being produced. They use a hydraulic system that controls the pressure and flow of fluids, compared to a mechanical type brake.
This system produces a smooth and controlled tow. Because there are no mechanical wear surfaces and no heat associated inaccuracies, the same line pressure produced today at any given setting will be identical tomorrow or five years from now. This winch is totally self-contained and can be easily mounted on a trailer completely independent of the truck. It is built from aluminum and stainless steel (except for valving) which also makes it very adaptable to marine application. Rewind is done by a 10 hp gasoline engine driving a hydraulic pump. A hydraulic control valve makes possible a wide range of rpm at the spool. They also offer a parachute that allows consistent rewinds without the abrasion of dragging line across the ground. This is a heavy duty machine designed for high use applications. For those who gualify, a lease/ purchase plan is available for as low as $500.00 down.
1
TOW LAUNCH SYSTEMS, USA
ow Launch Systems ms) is located in San Antonio, Texas and has been manufrzduring and marketing tow systems since 1988. TLS was created to offer an alternative to the high cost ($4,000 or more) for the only other professionally manufrzdured tow system 11Dailable at the time. After 15 months of accident free research and development, TIS started to manufacture and market a simple to use and reliable tow system. To date 37 winches have been delivered throughout North and South America. The design has proven to be extremely versatile, easy to use, and essentially maintenance free. • • • • • • • • • •
THIS WINCH FEATURES: All anodiz.ed aluminum frame and spool Automatically controlled tension line. Instant on/ off hydraulic pressure control. Ram air recovery rewind. Car, truck, trailer, or boat installation options. Kevlar, Spectra, Ultra line towline options. Full one-year warranty. Weight 75 lbs. Dimensions: 15" X 18" X 26". Prices range from $1,695 to $2,195 US.
Custom installations are available upon request and manufactured
to fit just about any configuration reguirements you might have. TLS stocks hook knives, safety link material, air speed indicators, and most every type of towline available. For more information contact Chris Gagliano . 7010 Mark Street . San Antonio, Texas 78218. 512 824-1803 . THINKING OF TOWING? More and more foot launch pilots are trying out towing, especially on winches. The practice of towing canopies is not new. However, the canopies have changed design from the original parascending (towed) canopies. We must remember that the new higher performance canopies are more efficient and have a higher angle of attack than the traditional parascenders, and consequently do not need a great deal of brake on tow. Excessive braking may put the canopy into a stall at a low altitude, with chance of serious injury. Over towing is another common problem in the first stages of learning to tow. A rocket launch can, apart from the real danger of rotation, stress the canopy severely. The pressure needed to tow modem canopies is only 1/3 of that of parascenders. Let's not have to learn our lessons the hard way. Get your towing knowledge by attending a course, learning correct procedures and using proper equipment. You will be healthier and happier if you do it right. More information on where to learn towing will be printed in the corning issues of Paragliding, The Magazine or call at 801 254-7455. PAGE 53 • PARAGLIDING , THE MAGAZINE
PARAGLIDING,
THE
MAGAZINE
From the file of ''Firsts''
•• • • • •
0
n Navember 7, 1991, Four South e rn California pilots became the first paragliders to fly from Mt. Lee in Hollywood Hills, California.
After an easy no wind launch all 4 pilots flew more or less straight out to the LZ in a park 1 /2 mile away. All 4 pilots were flying Excaliburs by Performance Design.
Photo by f. Long submitted by John Tabor (one of the pilots).
PAGE 54 • PARAGLIDING , THE MAGAZINE
lifted Index And Soaring Forecasts by Rick Jesuroga first published In Hang Gliding Magazine
s the days grow wam,er and wam,er, we find ourselves at the beginning of a great new flying season. Considering the latest glider design innovations which have evolved since last year, we may experience one of the most astonishing years of hang gliding ever. The new gliders are not the only thing evolving, however. Through much knowledge and experience, we, as pilots, have also evolved. While lea ming is a continuous process, experience is a collection of adventure and understanding. Both are needed to ensure a safe and exciting future within the sport. While you gain more and more knowledge of the atmosphere, your flying experience will add substance to your understanding of this new element. Within this section I will conclude the series with a discussion of the Lifted Index and soaring forecasts. Let's begin with a brief explanation of atmospheric stability. Atmospheric stability refers to the potential for vertical displacement of air, either upward or downward. A stable atmosphere is conducive to sinking air while rising currents are suppressed. Clear skies generally result. An unstable atmosphere, however, is conducive to rising currents with compensating downward currents. The vertica1 motions are active and if sufficient amounts of moisture are available, clouds form. If I were to lift a parcel of air upward into the atmosphere, the temperature of the air surrounding it would determine the stability of that parcel. As the parcel is lifted, it cools at a fixed rate (as long as no condensation has occurred). But the air surrounding the parcel may now be cooler or warmer since the surrounding
air is subject to the day-to-day changes in the weather. If the displaced parcel is cooler than the surrounding air, it will cease to rise again begin to sink. This is an example of a stable atmosphere. If the displaced parcel is warmer than the surrounding air, however, it will be more buoyant and continue to rise. This would be an example of instability. We know that temperatures generally decrease with altitude in the troposphere. This decrease in temperature with altitude is called the Environmental Lapse Rate. It changes day to day. But the fixed rate at which dry air changes temperature as it is lifted or lowered is 5.4 degrees F per 1,000 feet. This is called the "Dry Adiabatic Lapse Rate." Saturated air cools a little more slowly as heat is being released in the condensation process. The rate at which saturated air changes temperature as it is lifted or lowered is between 2 degrees F to 5 degrees F per 1,000 feet. This is called the "Moist Adiabatic Lapse Rate." If we check the difference in temperature between 5,000 feet and 10,000 feet, we can compute the Environmental Lapse Rate between these two levels. By com paring it with the Dry and Moist Adiabatic Lapse Rates, we can determine the stability for dry or saturated conditions, respectively. In order to predict the stability or instability of the atmosphere, the National Weather Service uses two measures of stability called the Lifted Index and K Index. The Lifted Index is a chart which illustrates the stability of the atmosphere. It is calculated by lifting a parcel of air near the surface to about 18,000 feet. Here's how it works. We know that as air is lifted, it cools due to expansion. By using the dry or Moist Adiabatic Lapse Rate which we dis-
cussed earlier, the Lifted Index calculates the expected temperature an air parcel would have if lifted to 18,000 feet. By subtracting the expected temperature from the actual existing temperature at 18,000 feet, we arrived at a figure called the Lifted Index. The equation is rather simple. (T 18,000 feet - T calculated) = Lifted Index. To help clarify this process let's look at an exampfe. First, let's suppose we're at an elevation of 4,000 feet. The air is relatively dry, and the temperature is 60 degrees F. By using the Dry Adiabatic Lapse Rate of 51 /2 degrees per 1,000 feet, we compute the
TABLE 1
Lifted Index Atmospheric Stability 20 . . . . . . . . . . . . . . . . . . . . Very Stable 15 . . . . . . . . . . . . . . . . . . . . Very Stable 10 . . . . . . . . . . . . . . . . . . . . Very Stable 5 ......................... Stable 4 ................. Marginally Stable 3 ................. Marginally Stable 2 ................. Marginally Stable 1 ................. Marginally Stable 0 ......................... Neutral
-1 ................ Marginally Stable -2 ................ Marginally Stable -3 ................ Marginally Stable -5 ........................ Unstable -6 ........................ Unstable -7 ........................ Unstable -8 ........................ Unstable -9 ........................ Unstable -10 .................. .Very Unstable PAGE 55 • PARAGLIDING, THE MAGAZINE
GENERAL METEOROLOGY (cont.)
TABLE2
parcel temperature at 18,000 feet to be-17 degrees F. We find out, however, that the actual existing temperature at 18,000 feet is not what we computed, but is -25 degrees F instead. By subtracting our calcufated temperature from the actual temperature at 18,000 feet, we arrive at a value of -8 degrees F. Table 1 shows the Lifted Index value of -8 to be highly unstable. Had the actual existing temperature at 18,000 feet been warmer than our calculated temperature, our subtracted value would have been a positive number. Table 1 shows us that positive Lifted Index values represent a stable atmosphere while negative numbers indicate stability. An unstable atmosphere is generally required for hang glider pilots to achieve really high altitude gains. Instability allows thermals to rise off the surface more consistently as well as travel higher in the troposphere. One other Index Chart, called the K Index, is used to determine the probability of thunderstorms. It is calculated in much the same manner as the Lifted Index. The difference is that the K Index takes humidity into account while calculatinR the stability of the atmosphere. We won t get into detail here, butTable2 provides an illustration of the K Index values and their corresponding thunderstorm probability. Negative K Index values are usually observed in winter under stable, cold and dry conditions. On the other hand, a high K Index nay indicate the presence of high humidity, thereby increasing the possibility of a thunderstorm. When the Lifted Index and K Index appear on a map, they look much like the one shown in Figure 1. Here we see two Index values plotted one over the other across the map. The upper value is the Lifted Index while the lower value is the K Index. Enclosed within a box for illustration we see a -2/15 over the Rocky Mountain Region. The Lifted Index -2 indicates an unstable atmosphere while the K Index of 15 indicates almost no chance of a thunderstorm. Over the East Coast we see a 1/31 enclosed also for illustration. The Lifted Index value indicates a marginally stable atmosphere while the K Index indicates 60-80% chance of a thunderstorm. This is due to the more humid climate in that region. Look over the rest of the map carefully and be certain you understand what the indicated values represent. Now for the big question. Where can PAGE 56 • PARAGLIDING, THE MAGAZINE
we get our hang gliding hands on one of these maps? The National Weather Service produces a Lifted/K Index chart every 12 hours. Your local National Weather Service Office can provide you with this information. Check their phone number in your local telephone directory. If your local flying club is near a National Weather Service Office, perhaps an appointed member could be responsible for obtaining and disseminating soaring information. Table 3 will help simplify your understanding of how to use the Lifted and K Index map. Now let's combine basic concepts to determine soarable conditions. I think it's important that you be continually informed of the 24-hour weather forecast for your general area. As a surface map will usually appear on televised forecasts, it would be beneficial to catch this forecast on at least a daily basis. The more information you have regarding the approaching weather, the better results you'll have in determining flying conditions. As you are made aware of significant weather approaching, you can observe atmospheric changes in the sky. Let's outline some general weather characteristics associated with different weather systems. Then we can see which characteristics are most commonly associated with soarable conditions. We've learned that the weather associated with high pressure systems is quite different from that of low pressure systems. We know that high pressure systems rotate in a clockwise direction. The vertical movement of air within a region of high pressure is a sinking motion. Thermals may still develop along the surface within an area of high pressure due to surface heating. Air sinking within high pressure areas, however, will tend to suppress significant thermal development. While
most days that are dominated by high pressure are more than flyable, we can conclude that high pressure systems are not conducive to super thermal soaring. Low pressure areas are generally more conducive to lifting conditions. We know that low pressure systems rotate in a counter-clockwise manner while the vertical movement of air is a generally rising. As air rises and expands, it may cool to lt's saturation point. This is is called the condensation 1evel and is usually the approximate location of cloudbase. If the relative humidity is high, a low pressure system may bring significant cloudiness along with precipitation. If the relative humidity is low, a low pressure system may pass through a given area bringing only partly cloudy skies and no real significant precipitation. Generally, I find it more useful to pay closer attention to the warm and cold fronts within a low. Warm and cold fronts can change the local weather sharply during a frontal passage. Warm fronts are associated with widespread uniform cloudiness with light, continuous precipitation. A cold front, however, may contain more violent weather. Gusty winds, localized heavy precipitation and, during the summer, thunderstorms (known as "boom booms" around here) may be assQciated with cold fronts. In previous sections, we learned about the air motion within and around warm and cold fronts. Further, we also learned that clouds can often illustrate the air motion that is taking place above the surface. Clouds of different types represent different weather phenomena. Cirrus clouds are found in the upper regions of the atmosphere and are under the influence of stronger upper level winds. Because of this, cirrus clouds have a thin, wispy or streaky appearance. Cirrus
FIGURE I
LIFTED !SDEX
12/·4 23/10
-5125
.\
L,f1cd Index
JO
K Index
,3/20
GENERAL METEOROLOGY (cont)
clouds may be an indication of an advancing warm front. Stratus clouds are generally found in the lower to middle troposphere. Stratus may be a general indication of a stable, saturated layer. Stratus clouds can be associated with warm fronts as they are grey and uniform in appearance. Cumulus clouds generally originate in the lower to middle troposphere but may grow to heights within the tropopause. Cumulus clouds indicate an instability and the presence of thermals. Cumulus clouds are puffy in appearance with darkening bases as the cloud grows. Clouds are one of the most important factors to consider while determining flying conditions. It takes a lot of time and practice of observing all kinds of clouds to determine what they actually mean. Now let's go through a list of considerations regarding weather characteristics to determine soarable conditions. 1) By observing televised weather forecasts, determine the location of high and low pressure systems in relation to your area. This will help you determine the predominant wind direction, as well as which system may dominate your weather. 2) Note carefully the location of warm and cold fronts within a low pressure system. As a particular front approaches, note the cloud formations in the sky and try to determine the air motion above the surface. 3) Be sure to check the relative humidity of the air as a front approaches. If the humidity is high, the front may be associated with precipitation. 4) Determine the type of clouds you are observing in the sky and make a generalization about the air motion creating them. 5) The shape of a cumulus cloud will give you an indication of how active the thermal is under it. If the base of the cloud has a concave appearance (rising in the
center) and the sides and top of the cloud are firm and sharp, respectively, the thermal below is highly active and the cloud is still growing. As the thermal ceases, the cloud base will take on a convex shape and the sides and top will lack definition. 6) The Lifted Index will give you the general stability of the atmosphere within the lowest 18,000 feet. If you could gain access to this chart regularly, it would be a great help while trying to determine soarable conditions. 7) Finally, wet ground is not conducive to thermal development. If a cumulonimbus cloud containing localized showers passes over, it may soak the ground in scattered areas. Sink will almost always occur in these rainsoaked areas. This will conclude our discussion of the Lifted Index and soaring forecasts. It is important to point out that by forecasting soarable conditions, we are actually forecasting the "ability of the atmosphere" to become soarable. I hope this article has enlightened your understanding of at least some aspect of the atmosphere. Perhaps some may even continue their learning of the atmosphere in more detailed areas. As your knowledge of the environment in which you fly increases, you'll become a better and safer pilot. Enjoy the flying season ahead; most of all, fly safely. GOOD LIFT!
TABLE3 Lifted Index
K-Index
Probable Weather
Soaring Forecast
Zero or negative (unstable)
High (wet)
Instability; showers or thunderstorms.
Turbulence; may be hazardous; soaring plagued by clouds.
Zero or negative (unstable)
Low (dry)
Limited cumulus activity; little if any precipitation.
Bumpy but not hazardous; good for thermal soaring.
Positive (stable)
High (wet)
Stratified cloudiness; steady precipitation.
Smooth air; no thermals.
Positive (stable)
Low (dry)
Predominantly fair.
Smooth air; weak thermals if any.
"The really exc i t i n g canopy developm ents are in paraglidi says 1 ng", author/p ublisher D a n Poynter. "Unrestra ined by developm ent and opening shock considerations, the designers have pushed ram-air performance to new heights. These new benchmarks are showing the parachute people what is possible: Because of the new paraglider developments, Poynter had to chart a new course when he revised his famous book The Parachute Manual. Dan Poynter's technical treatise on the parachute, The Parachute Manual, is now available in an all-new, completely revised fourth edition. While past editions covered conventional "round" drag-type parachutes, this new one is all about gliding ramair canopies and there is a special section on paragliders. Here is everything you could possibly want to know about paracli.utes: repair, design, rigging, packing, loft layout, regulations, rigging tools, manufacture, how to get a rigging certificate, a description of all personnel parachute assemblies and parts, all the materials such as fabric, tape, webbing, hardware, thread, etc., manufactures' change notices, FAA Airworthiness Directives, references, resources and much, much more. The paragliding industry will probably find the materials and design chapters the most useful. Dan Poynter is a parachute designer, master parachute rigger, pilot and teacher of parachute repair with over 1,200 jumps. He used foot-launched paragliding extensively in the mid1960's to test gliding canopies. He went on to write the first book on hang gliding and served two terms as president of the FAI's CIVL. Since 1962, his mission has been to improve the industry through the publication of helpful and useful information on parachutes. To date he has contributed 29 books, including revisions, and more than 200 magazine articles on parachutes.
The Parachute Manual is available from most de.alers and lofts or direct from the publisher for $49.95 plus $2.50 shipping (Californians add $3.87 sale tax). Para Publishing, P.O. Box 4232-949, Santa Barbara, CA 93140-4232 USA.
PAGE 57 • PARAGLIDING, THE MAGAZINE
\
<Jffe· E/-JRLY
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/ 2) Reduces pressure on ribs.
-- 3) Supports low back fatigue.
• Back comfort & protection for paragliders • Designed by Pilot/Orthopedic Chiropractor of California • Installs in minutes to any harness • Fully adjustable to any size pilot e Can also be used in car seat U.S./ lnt'I Patents Pending 100% Satisfaction Guaranteed Dealer Inquiries Invited
Protects spine from impact injury. Improves pilot control. Installs and removes in seconds. To order send check/money order/C.O.D. to: UH BACK 9 Garden Way, Larkspur, CA 94939 Tel. 415/927-2831 f-ax 415/924-3817
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PARAGLIDING ,
THE
MAGAZINE
FLIGHT FROM MOUNT SHASTA Above The Clouds!
•
by Jochen Moesslein
• aunt Shasta, a majestic 14,161 ft volcano in northern California, is well known for its cloudy conditions. Nevertheless, the awesome nature of this fine mountain, rising far above the neighboring terrain draws thousands of climbers each year.
M
An established route makes the logistics of hauling a paraglider to the summit feasible, and would not the reward of an incredible flight make it worthwhile? Taking advice from previous climbers, we set off from our camp at 8000' at 2 am equipped with flash lamps, ice axes and crampons. The initial climb was not particularly enjoyable stumbling around in the dark over loose volcanic rock. As the sun rose we could observe our rapid progress and enjoy fantastic views. In particular, the long, conical shadow of the mountain stretching miles over the adjacent landscapes remains vivid. We progressed on the firm icy snow where the use of crampons is advisable. Although the ground was now easier to walk on, the effects of altitude were now taking their toll. Everybody who has ever been up Mount Shasta has no difficultly relating to the name given to the final section of ascent - Misery Hill. The summit was conquered at 11 :30 am but cumuli clouds were forming. Was an opportunity from PAGE 59 • PARAGLIDING , THE MAGAZINE
FLIGHT FROM MOUNT SHASTA (cont.)
launch ever going to come? All I could do was wait. At around 2:30 pm the clouds seemed to open up forming a little window. Hurry up before it would be covered again! Also, my companions had too climb down soon! I choose a snow ramp facing the prevailing wind for my launch. In order to get down to the valley where the roads were, I had to fly around the top plateau. I anticipated rotors on whatever path I would choose. Don't we all know this feeling of not knowing exactly where to fly precisely in order to prevent hitting rotors and getting the best lift possible. Before such flights I sometimes easily spend one hour thinking about those issues. Anyway, I launched, made a turn to the right, straight over the plateau and then got into a severe drop. A rotor! I was literally waiting for it. My canopy collapsed at the front, but was easily recovered by shaking on the toggle brakes. I realized that I had dropped considerably. I flew around to big ridges of Mount Shasta that face west. Now the valley was in reach, but my objective was to get to the south side facing the wind direction and obtain lift there. Also I expected to find thermals. However, the deep canyons on the west slopes gave me a lot of problems: I had to cruise along them, penetrating against the strong south winds, that created lots of turbulence along the ridge. I had to be very concentrated because every now and then my canopy was hit by strong rotors. Anyway,
that is normal flying in the high mountains and going cross country. The lift improved and I found thermals that carried me up to 16,500 ft, more than 2000 ft above the summit from where I had launched. As I was flying over all the mountain climbers, I felt that their jealous eyes were focussed on me. This must be the perfect way to descend a mountain. I finally decided not to go cross country too much since I did not have a radio and since there did not seem to be many roads nearby. The thermal conditions were really favorable, so I stayed up around Mt Shasta for 2.5 hours, before landing in the parking lot at the trailhead. Again I had this feeling that a great flight like this is much more satisfying than a flight after a drive up with the car! Jochen Moesslein Born: December 27th 1963 in N uem berg/ Bavaria I Germany. Other Sports and Activities: 1970-74, soccer, track and field; 1974-79, table tennis; 1976, downhill and cross country skiing; 1983, windsurfing; 1985, snowboarding; since 1987, intensive running and triathalon training. In 1989, I started paragliding and developed strong ambition to "push the limit" of experiences that join both adventurous outdoor sports and nature. 1990, had the opportunity to fly with all the up-to-date gliders, I chose to fly an AGT 242. 1991, I flew in California at Mount Whitney and Mount Shasta, also traveled and flew Arizona, Utah, Colorado, Wyoming and Nevada. Future Plans: Recording a sport.action-nature movie involving paragliding, extreme windsurfing, hang gliding, snowboarding, mountain biking, etc...
NOW DISAPPEARING ATA LOCATION NEAR YOU.
©Art Wolfe
Soaring eagles, ospreys, and falcons once ruled our skies. But today, many of these species hover on the brink of extinction. The primary cause: habitat loss. Since 1951, The Nature Conservancy has protected millions of acres of wildlife habitat using a novel approach-we've bought it. But there's so much more to do. We need your help. So does our national symbol, the bald eagle. Write The Nature Conservancy, Box CD0021, 1815 N. Lynn Street, Arlington, VA 22209. Or call l-800-628-6860.
Flight Data Mount Shasta Date: July 21, 1991 Launch: 14,000' (vario reading), at 2:30 pm snow ramp 500' northwest of summit. Wind:10-20 mph, west! Descent: 5,986' (vario reading)
Joclier1 Moess/ein Md
PAGE 60 • PARAGLIDING, THE MAGAZINE
Conservation Through Private Action Onginal concept courtesy of J,ew1s & Partners, San Franc1sc6
CLASSIFIED
ADS
TO PLACE A CLASSIDIED AD : Send text and $10 per ad, per issue to: 3314 West 11400 South• South Jordan 84065 ITV SALE Saphir M.Jst 245 - beautiful pink and blue, ideal for light pilots 105-135 lbs, excellent condition , $3000. Saphir Must 265 -very low hours, 4 riser harness, jade green and pink, 165 lbs, $3000. Rubis 27 and Ru bis 30 - Save $400 on these Demo Beg-Int gliders, $2550, Ken 619 72D-9775. FOR SALE UP STELLAR 25 with harness and backpack, like new, still crinkly and super clean $2500 . Brauniger PIii alti-vario with memory $500 (still under warranty} . Performance Design 16 gore Aerolight reserve (repacked 7/15191) $300. Must sell for school money, so call and we'll deal. 805 685-8745 eves. or leave message. UPATSO Safe Performance Class I, easy launch and land, with harness and backpack 155-220 lbs. 5 hrs 406 449-4949 Bob. FOR SALE Comet CX-21 with backpack. $1 BOO. Yates Harness $80. Fly the Thermal-King! Call Pete Keane 503 388-8213. FOR SALE 1991 Saphir Must 285 $2000 . 208 726-9546 Paul Potter.
FOR SALE Firebird F1 paraglider 21 sq . m. 50 flight hours . Excellent condition, for distance fl ight. Complete equipment with bag and harness $1800 or best offer. Voilerie Soubeyrat US24. Very sale paraglider for beginner. excellent condition $600. Call Pierre 415 476-0525 day; 415 641 -7539 night. WINDSURFERS Let's stay at a windsurfing resort in Southern Baja for 7-12 days in Jan. or Feb. '92. Bring your paraglider and when the wind isn't blowing we'll go flying . Call Jeff Hely at (w} 206 455-5575 . MUST SELL 1990 ITV Meteor 105, weight range 18D-230 lbs. Immaculate condition, flown only 20 times - 4 hours. $2200 includes steering seat and pacl<.. 1989 ITV Electra 26 , weight range 170-21 a lbs. Excellent condition , great for beginners, flown only 28 times, new l<.evlar lines , $1000 or best offer, with pacl<. and harness. Firebird reserve canopy, never used $350. Call Brad 303 499-6338 (h}; 303 444-8683 (w). FOR SALE Up Stellar 25 with harness and backpack . Less than 2 hours air time $2300. Chris 213 661 -2427.
HANG GLIDING BUSINESS Includes Retail store , USHGA certified school and workshop all located at Marina State Beach near tvlonteray, CA. Inventory: Training equipment, fixtures , tools, office equipment, established dealerships and customer base. This school has been in operation teaching hang gliding for 11 years. The concession contract allows paragliding as well as surfing and windsurfing sales and instruction . Serious and qualified buyers only please. Jim Johns. Western Hang Gliders Inc. P.O. Box 828, Marina, CA 93933. 400 3842622.
LOTS OF GOOD GLIDERS CHEAP! School demos and factory demos; Ailes de K, ITV, UP, Custom Sails, firebird and more. For more info call Claudia. Also 1<.evlar helmets (new} used reserves and instruments. 801 254-7455.
GLIDERS FOR SALE AGT 242 , same as Wills Wing AT 223, very reliable and durable Class II glider, factory maintained, 1oo fl ights $2000. UP Stellar 25, 3 months old , good condition $2000 . Jochen tvloesslein 415 328-9916 .
ing, The Magazine. $5.00 each, includes 1st class postage; or all B issues for $30.
FOR SALE Comet CXA-24 $1800 . Good condition , all new lines, 50 flights, yellow. 303 925-5718 Peter. A MUST BUY! 1991 Saphir Must 105, great shape $2000 firm . Bob 801 359-6036 after 6 pm .
FOR SALE Meteor 95, yellow, red and green. In great shape, includes reserve and weight shift harness for $1700. Call David 303 949-4145. FOR SALE B Full color back issues of Paraglid-
FOR SALE ITV Meteor 97 pinl<.iblue. Approx 25 hours use. Second Chantz Pocket Rocket (mod. 175pg} never used. Both $2000/offer. Call Michael Edwards 415 457-1873 . FOR SALE ITV 1990 Meteor 105 very good condition and a never used Charly reserve canopy. MUST SELL. Best offer. John 619 751-1176.
PARAGLIDING , THE MAGAZINE
Designed to meet the very highest standards - A special profile selection. and re-inforced construction of the canopy. ensure good performance under the varied conditions of flying, as well as good-naturedness in difficult piloting situations. - Firmly dedicated to the Intermediate Class; its balance and simplicity are a delight in flight. - With triple risers. which make for elegant 8-line stall techniques. i.e. safer altitude control. - A new type of SPEED SYSTEM extends the speed-range to more than 40 km/h' - For the FUN of flying. The new CHALLENGER Series.
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