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TABLE
OF
CONTENTS
20 28
Publisher's Editorial A Bird's Eye View Of Antarctica by Bob Schick
34
Published Six Times Per Vear Publisher and Editor - Fred Stockwell Assistant Editor - Claudia Stockwell Production Design - Craig Stokes
44
Overseas Correspondents Wille Tacke - Germany Urs Haari - Switzerland Phillipe Renaudin - France Willi Muller - Canada Ian Currer - Great Britain
46
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 ParaQliding 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 or the association. The magazine and the Association do not assume any responsibility for the contents of any published articles, advertisinQ, 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.
Lookout Colorado, We're Hanging In Th'air by Mike Reeder
Cover: Pacific Coast flying at Fort Funston, San Francisco, California. Plwto by Dan Finucanie
Editorial, Subscription and Advertising Information:
3314 West 11400 South South Jordan, Utah 84065 Phone: (801) 254-7455 FAX: (801) 254-7701
Wing nps by Ian Currer
U.S. Correspondents Mike Reeder - Colorado
Paragliding, The Magazine
Instructors Notebook by Michael Robertson
FEATURES 4
Open Letter To A Future Paraglider
48
by Ray Kehl
50
8
1991 - A Banner Year For Canadian X-C
Summer 1991 - A Story From The Andes, Peru by Jacques Despres
10
Women With Wingsl
52
DEPARTMENTS 2 16 21
International Aviation Organizations by Dennis Pagen
16 18
Just Call Me Para-Dude! Sharing The Air by Andreas Weidinger
The Development Of The Modern Elliptical Paraglider In The U.S. byMarkAxen
by Claudia Stockwell
14
They Are Not Parachutes by Kurt Kleiner
by Eric Morre/let translated by Phillipe Renaudin
6
Winter Flying - Slides & Lies
36
Flight Lines USHGA New Pilot Ratings APA News - 1991 Report New Ratings APA Awards Program Competition Update APA Rankings 1991 Calendar Of Events Safe Pilot Award Program APA Instructors News & Noteworthy
IBC Classified Ads PAGE 1 , PARAGLIDING, THE MAGAZINE
Dear Editor, A few days ago I witnessed a Pago Jet crash. The student pilot just learned to fly a paraglider. He was taught by towing. On his first Pago Jet takeoff he crashed and destroyed his propeller and damaged the chr6moly propeller cage. The initial portion of the launch looked picture perfect. The canopy was square overhead and taking the load off the student's back. As the student ran he ran with spring in his step. This bouncy running caused the mercury cutoff switch located on the throttle cable near the mouth control to cut in and out. The motor produced uneven jerky thrust. The sputtering Pago Jet caused the canopy to surge. The student leaned too far forward and was thrust towards the ground by the power of the Pago Jet. As he fell forward, he rolled to the left crashing the propeller cage into the dirt. The wooden propeller exploded in a cloud of debris. The canopy's suspension lines were wrapped around the remains of the propeller. Amazingly, the Harley Ultima's kevlar lines were undamaged. I am happy to say the student received no injuries either. With a new $200.00 propeller in place we started the Pago Jet and tested it on the ground. It ran fine except for a loose metal cage clip flew off into the propeller and zipped out the back. The propeller cage held its shape but needs a new brace welded in and new nylon mesh. This incident clearly showed me that the Pago Jet is for advanced pilots only. Never stand near or behind the Pago Jet while it is running.
James Miller
Dear Editor, First let me say thanks for producing such a fine magazine, lots of information and loads of color, a fine advertisement for our sport. I don't know how you can do it for the price. Well done! Just over a year ago I had my first experience of flatland flying in Texas. Although I had done some tow launching in the UK, nothing could have prepared me for the vast space available and the relaxed atmosphere within the club. The tuition was good and no one was too proud to take advise from some old visiting Brit. Here we are a year later and I've read all the magazines and all the reports on PAGE 2 • PARAGLIDING, THE MAGAZINE
various pilot achievements, fly-ins and flying potential in the U.S., and I ask myself is it really that good, if so I want some of the action. Flying in the UK in the last year hasn't been good to say the least and to say that I'm envious is an under statement.
Soar with multiple pilots flying 20 miles or more. Greg Smith again led the pack with 30+ miles. The Nationals was out third cross country event. Indisputable the most well organized but definitely the third. To call it anything else is a gross misrepresentation.
So where is all this leading? I mentioned earlier that I want some of the action and therefore I am trying to emigrate to the U.S. Well, unfortunately, your Immigration Service makes getting to the moon easier than getting to the U.S. to live. So I ask for help, I am a carpenter and joiner/cabinet maker by trade and all I need is a firm job offer in order to start the ball rolling. So if any of you fellow pilots over there know of any possible employers for someone over here, please, please let me know.
Secondly, it was stated that dust devils were a contributing factor to both accidents at the Nationals. I cannot speak for Joe Lentini's accident because I was not there to see it. I can speak for my own accident which was caused 100% by flying too close to a rotor. I became trapped in a canyon and underestimated the strength of the wind in the valley (which was considerably stronger than up on the hill). It was my own fault and I accept full responsibility. However, it had absolutely nothing to do with a dust devil.
Keep up the good work and with any luck I could soon be flying to cloudbase with some of you!
Thank you for the chance to clear up these two errors.
Circ Toepel Many Thanks Editor, Yours Sincerely Mark Al/wright Dear Editor, De.ar Editor, I would like to correct 2 inaccurate statements made in the Nov/Dec issue. First, it was stated on page 24 that the Nationals was our first real cross country contest. If one is to assume that sentence is predicated or dependent upon the next sentence which reads, "All the tasks had been previously flown (1st time ever in the US!) and ... ", then it is a thinly veiled disguise at discrediting other events. I would object to the entire paragraph. Where does it state that the tasks must have been previously flown in the US? Even if this were a qualification, I have personally flown all the tasks and routes called at the DinoSoar and they have been flown hundreds of times by other foot launched aircraft. I am not intending to take any credibility away from the Nationals. It was an exceptional event and we are holding it at the Owens again this year. Mark did a great job, however it was not our first real cross country event. That distinction belongs to Sun Valley's Northern Regional Paragliding Competition held in July 1991. Greg Smith, Mitch McAleer, Ed Pitman and myself all flew more than 14 miles each on day 2. I don't know how you feel, but 14 miles is cross country to me. Not record breaking by any means, nevertheless, real cross country. Next there was the Dino-
Today I tried the high tension static line towing with my Parapadfic E-24 paraglider. I have towed with a payout system in the past and I was very skeptical of static line towing. After completing five demo tow flights this afternoon I have changed my views on high tension static line towing. The tow vehicle was a fourwheel drive Jeep. The top of the Jeep had been removed to give the driver an excellent view of the paraglider and the tow line. The equipment used was a static line system with 100 feet of line. There was a quick release installed at both ends of the tow line as well as a weak link at the pilot's end of the line. The line tension was displayed on a hydraulic gauge. The line tension was kept at the actual line tension. Using only 1000 feet of line I was amazed to obtain 800 feet AGL with this system. The three step launches with no abortions were a real treat. I must admit there was a nice five mile an hour head wind. I was very impressed with the extremely smooth ascent rate. I could not even feel the Jeep. With one last burst of speed the Jeep halted, the line tension dropped and I pulled the quick release cord. There was no noticeable surge from releasing the tow line. I then flew back to the launch site and promptly towed up to max altitude again. If done properly, static line towing appears to be very efficient, safe and low in
FLIGHT LINES (cont.)
maintenance. The only problem encountered was on the first tow when the untested line broke at 300 lbs when I reached 350 feet AGL. This brought me to 0 feet AGL very quickly. We made a stronger weak link and the rest of the flight went smooth without incident. We plan to tow with 3000 feet of line in the near future. With an easy access to dry lake beds Las Vegas may be a towing paradise or a great place to gamble.
There are several factors that make the PDA a better parachute in some applications. Pulling down the apex does two things that affect the performance of a parachute. The first is increasing the inflated area. If you double the diameter, you reduce the rate of descent 50%. The second, and one much more hard to document, is increasing the co-efficient of drag. The higher De, the lower the rate of descent. It is safe to say that a PDA of a com-
James Miller Dear Editor The use of variable geometry in parachute applications (such as the addition of a centerline) has been around for many years. The first use of a centerline on a sport parachute was probably the Paracommander, the state of the art parachute from 1964 through the mid 1970's when the parafoil type parachute became popular. In the early 1980's PDA parachutes were made for use with hang gliders.
parable size to a conical, with the same weight and at the same altitude, has a rate of descent approximately 30% less than the conical. The PDA (Pull Down Apex) allows better performance than a conical, with a volume and weight 15% less.
This has not been a problem with paragliding because the speeds are not as great, and harnesses are constructed much stronger than some of the older hang glider harnesses. If weight and volume are a factor, use a PDA. If you fly close to the ground and need a parachute that will open fast, use a PDA. Whatever you do, fly with a parachute! when you get one, find someone (and not just the pilot with a couple more hours of paraglding than you) who can teach you how to use it.
Blue skies, good winds, and safe flying. Sincerely, Gary D. Douris
One disadvantage to the PDA is the opening shook. With hang gliders, this was a problem for many years because the state of the art in harness making wasn't in step with the parachutes. Harnesses were not strong enough to withstand the opening shock. Now harnesses are made that will accept these loads.
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PARAGLIDING,
THE
MAGAZINE
Open Letter To A Future Paraglider Pilot
•
• by Eric Morrellet Translated by Phillipe Renaudin
ou have certainly heard of great and passionate discussions between paraglider pilots, describing fantastic flights, countless soaring hours in perfect thennals and endless cross country ventures with landings into the sunset ... , but also stories of minor or major accidents that happened to some unfortunate pilots, bringing you back to reality, filling your eyes with question marks and leaving you in deep thoughts. So, is it risky ornot? Dangerous or not? Just remember that up to now, your predecessors (with a few exceptions), have received a short week of training, focusing mainly on basic movements and some PAGE 4 • PARAGLIDING, THE MAGAZINE
theory. Even with some experience (and do not forget that paragliding is a new sport), this training is definitely not enough to fly in compete safety. Once launched into big flights, many have forged their experience by tries and errors. This is fine for some activists, but not for ours! Perhaps were you interested in other forms of aviation sports, and found that the learning process was long, with many hours of practice required before the first solo flight, in unlike the easy take-off on a training hill with a paraglider. A paraglider is certainly the most simple aircraft, but follows nevertheless the same laws and rules of the air as the rest of the flying community. It has some advantages (pendular motion, being a soft wing, compact, etc.), but just a few
defenses because of its slow speed and lack of mechanical power. That is why, while you feel like bird, your trusty instructor will be present and guide you to a safe landing. Since we are in a comparative mood, let's push those remarks a little further. Perhaps have you scuba dived? Scuba gear has been invented to enable you to breath and go about in an environment foreign to you. We do not belong there, and the potential dangers of a different world are still present and very real . Underwater the slightest problem can take dramatic proportions with a panic attack. In the air it is exactly the same! We are no more fish that bird, we must adapt to thet surroundings in order to avoid to be subjected to the hard law of gravity in a problemsituation. So, let's not panic, and before being confronted with the violent July thermals, you will learn to recognize a rotor, be aware of inversion layers, and be capable to read and understand a weather report. You will develop reflexes, know how to control stress and analyze your sensations. You will fly with extreme prudence and awareness to appreciate the intense pleasure of being airborne. One could say that paragliding is a risky sport, but when practiced after compete schooling, danger will be reduced greatly. It is neither easy or difficult. You will have to be a patient apprentice in order to make the sweet and sour mixture of pleasure and fear just right for yourself.~
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Claudia says, "I tested mine at Torrey Pines. I'll never wear a heavy helmet again." PAGE 5 • PARAGLIDING, THE MAGAZINE
If you re a sport I
aviation enthusiast, you should join NAA, "the National Aero Club of the United States."
A Banner Year For Canadian XC ean Dougherty started 1991 with a flight of 48.6km from a 150 foot hill south of Calgary landing backwards in strong winds. However, after this promising start the weather proved uncooperative and pilots looked to Golden to provide the long flights. A competition was held at the end of June and US National Team pilot John Bouchard flew 62.8km while Quebec pilot Richard Noel flew 45.0km. July has traditionally been the best month for Golden (for hang gliders). July 2, Chris Muller flew 72km. The story has been already written of July 7 when Chris Muller, Sean Dougherty and Willi Muller landed at Juniper Heights, 101.5km from the Golden launch. A Japanese pilot, Kazuyuki Takahashi flew 96km the same day. This is the longest flight documented by a Japanese pilot. During the Golden XC Meet the longest flights in the paraglider class were flown by Peter MacLaren and Stewart Midwinter flying to the Harrogate Storefor 44km. Then the weather turned and rain moved in. However, one evening the air was so buoyant that Peter MacLaren of Vancouver flew 38km downrange, half of the flight 1000' above the highway with no turns. Peter also had a 79km flight at the Whistler Ski Area and one 78km flight in Golden. The first two days of the Paragliding Championships in Golden were open distance. Day one saw Peter MacLaren flying 110km and winning the day. Chris Muller flew 79km and Willi Muller 78km.
Midwinter told pilots that if they got above the top of Mt. Seven, to "go for it". 17 pilots went XC. The longest flights were by Willi Muller and Chris Muller with 108km. Sean Dougherty (70km), Glenn Derouin (79km) and Stewart Midwinter (72km) also had great flights. Day 3, Stewart called a "race to goal" of 26km. Only two pilots completed the task, Peter MacLaren and Chris Muller landing within two seconds of each other, however, once again some 15 people flew XC. Winner of the meet was Chris Muller with Peter a close second and Willi Muller third. This was the end of a great XC year for Canadian Paragliding.
What Will 1992 Bring? 1991 PARAGLIDING CROSS COUNTRY FLIGHTS ORIGINATING IN CANADA ALL FLIGHTS IN KM P PILOT
P RV FLT.1 FLT.2 FLT.3 BEST ITL
1 Muller, Chris
ALTA 108.7 101.578.0 288.2 390.2
2 Muller.Willi 3 Maclaren, Peter
ALTA 108.7 101.572.6 282.8 307.8 B.C. 110.0 79.0 78.0 267.0 555.0
4 Dougherty, Sean
ALTA 101.5 79.6 48.6 229.7 307.0
5 Mid winter, Stewart
ALTA 72.5 44.0 23.5 140.0 175.0 6 Takahashi, Kazuyuki JAP 96.0 96.0 96.0
7 Derouin, Glenn
ALTA 79.0 5.0
8 Redford, Dan
B.C.
PAGE 6 • PARAGLIDING, THE MAGAZINE
84.0 71.0
9 Bouchard, John
USA 62.1
62.1
62.1
10Sticker, Andi
CH
32.5
15.0 10.0 57.5
57.5
11 Bernard, J opp
HOLL 25.0
17.5 10.0 52.5
12Moschard, Joris
B.C.
13Noel, Richard
P.Q.
45.0
14Moschard, Janet
B.C.
28.0 8.0
15Vandall, Howard
ALTA 26.0
37.0 8.0
4.0
52.5 49.0 49.0 45.0 45.0
7.5
17.0
43.5 43.5 43.0 43.0
16Chodanowski, Jacek ONT 32.0 8.3
40.3 40.3
17Tokrto, Saburo
JAP
39.0
39.0
39.0
18Chambers, Steve
ALTA 23.71 7.5
31.2
31.2
19Comfort, Glenn
ALTA 10.0 9.0
25.0
30.0
20Cousins, Steve 21 Frocklage, Ken
B.C. 22.3 ALTA 15.0 5.0
22.3 20.0
22.3 20.0 20.0
Henderson, Garth
6.0
ALTA 20.0
20.0
23Lutz, Scott
ALTA 17.0
17.0
17.0
24Nesbrt, Gary
B.C.
8.0
8.0
8.0
25Eaves, John
ALTA 6.3
6.3
6.3
19111 CANADIAN PARAGLIDING OUT & RETURN FLIGHTS MULLER, Chris
Day 2, Meet Director, Stewart
84.0
36.0 20.0 15.0 71.0
ALTA 30.0
DOUGHERlY, Sean ALTA 20.0
ID Soaring • Ultralights • Aerobatics 111
Parachuting
Ballooning Aeromodeling • Homebuilts ID
III
19
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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PARAGLIDING,
THE
MAGAZINE
Summer 1991 A Story From The Andes, Peru
•
•
Photo and Article by Jacques Despres, Canada
kay. here I am in Miami, soon it will be Lima, Peru. I've heard so many things ... cholera, thieves, terrorism, ... you name it, they have it. With my Spanish book in hand, I'm looking through the window of the airplane (early morning), and here they are, the Andes, second highest mountain range in the world, the scene is crispy clear from where I am sitting.
0
3 Days Later I Arrive late at night in Huaraz, a city in the heart of the mountains. A real paradise for any sports person. Every year the city receives some of the greatest PAGE 8 • PARAGLIDING, THE MAGAZINE
mountain climbers in the world. You will also find rafting, hiking, skiing, etc. ... above all, plenty of space to paraglide at some 10,000 feet high. Mid-May, the nights are cool, and the days are without any rain, it should be that way through the winter months (May - August). After spending 3 days in the city for my body to get adjusted to the altitude, I'm ready for adventure. It takes nearly 3 hours of walking on a simple hill that looks like nothing in comparison with all those peaks of 16,000 to 20,000 feet. Here breathing is the key, breathing deeply and constantly; while I keep on walking I'm observing the birds, flowers, trees, bees, people, glaciers, and finally the valley that ends down the city. It looks like a small canyon, and now all that I can think of is to fly, fly, fly like a bird. (But I do not
have a license yet. At home in Canada I've taken a basic course with an instructor named Heinz.) Looking at the valley, from another angle, it looks beautiful but frightening, with about 30 steps to run for take off, beyond that, it goes straight down SO feet, and a little further another 200 feet. It is a no mercy for the weak launch. This will be my very first flight with my paraglider, and now many thoughts are coming in and out of my mind, it's like a war which on one side says yes and the other one says no. I can feel the adrenalin going through my body, while I'm reminding myself to be alert, also I motivate that positive answer, I'm saying to myself "Go for it, go fly like you've always wished." Time is precious before the wind picking up. While realizing all
starts
® SUMMER 1991 (cont.)
that, I am waiting, waiting for my mind to get set. One, 2, 3, ... good breaths, to calm down the beats of my heart and ... up I went!
~\ABLO 11
The best paraglider 92"
What first gave me the idea of purchasing a paraglider, was that whenever I was hiking in the Canadian Rockies, I would love to go up a mountains, but getting down wasn' t that fun, so I began to think, wouldn' t that be nice to fly down. Now, I own a paraglider, still without a licen se. Of course, in Peru, who really cares. After th at first fli ght, I went on with a second, third, fourth, ... until the 7th one. On the 7th flight something happened as the landing area was approaching, something that I will never remember, because I don' t remember the flight itself. Some of the witnesses have told me that apparently at about 30 feet from the ground, I fell and crashed, (stall or wind? that will I never know.) I gain consciousness 1-1 / 2 hours later, and learned that I had been carried to my room by the wife and older daughter of the owner where I was staying. At that time I felt like a mashed potato. Once in my hotel room, I could feel where I had hit, lucky me, nothing was broken, but suddenly there was not much to do for days following that unfortunate adventure.
2 Weeks Later I was visiting ruins, open cemeteries, hot springs, the mysterious lines of Nazca, museums, and the cities themselves, going from Huaraz to Lima, Nazca, Arequipa, Cusco, and still I couldn't walk well and riding hours on buses wasn't making me feel any better.
One Month Later There was the Inca trail that I really wanted to do, but I was wondering ifl could make it or not, the fact of not being able to run, yet! The trail did require a pretty good physical shape, some passes were as high as 13,500 feet. But I've tried it and did just beautifully.
Nearly Two Months Later I went back to Huaraz for more paragliding, I won't hide the fact that I was a little nervous, after all I don't have any clue to what had caused the accident. I did 9 more flights before coming back home, so, I've slowly built confidence in myself and in my paraglider.
Conclusion From itall,I learned a lot. I could have gotten hurt much more, but throughout the winter before my trip I worked out (stretching and weight lifting) and that's what helped me to recover much faster. I'd also like to tell all the readers that it does get windy (in the Andes), and that you should ask the people that live there the conditions at the time. n.
EDITOR'S NOTE: Jacques is like many new pilots, anxious to fly (with or without the necessary training in the sport). His learning did not need to come the hard way. Get instruction and a rating and follow the APA recommended operating limitations. It can save your life.
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PARAGLIDING,
THE
MAGAZINE
Women With Wings
• omen with wings in our culture are usually depicted as angles, cherubs or fairies, dainty, delicate, ethereal and imaginary. Although flying does take some faith and trust, we need a bit more than just magic dust.
w
Women who fly with today wings are not a figment of our imaginations. They are very real and not at all fairyIike. Most of us have the strength and determination of young eagles. We aren't accidently in the air we are there by choice. Choosing to fly is not always the easiest decision in our lives. By our very nature women tend to have more constraints holding them to earth. Home and children can be as much of a restraining force as gravity. Deciding to fly - progressing through the training stage and becoming a pilot can be one of the most liberating things a women ever does. Once you've achieved the status of pilot there is very little else that is so wonderfully relaxing than a smooth evening flight . Leaving your cares and children be-
• by Claudia Stockwell
hind. It's just you, dancing alone, watching the sun set, and then landing positively aglow and rejuvenated with pleasure. I have watched many women come into the sport. We come from many varied backgrounds, lifestyles and occupations. Some of the women are true athletes who run marathons, rock climb or ski competitively, others are mothers and grandmothers. Some have never done anything more athletic than housework. The one thing we share is our love of free flight. I am fortunate to know many of the women who fly, and in this article and others to follow, I'd like to introduce them and find out what made them begin and why they continue.
In 1986 paragliding made its first appearance in the U.S. Titoune Bouchard was undoubtedly the first women to fly a paraglider in tire states. Next was Normil Jean Saunders and then there were several who came and went, Dana Ellinger was one who came and stayed.
Titoune's Version I started paragliding in September 1986 when my husband John brought a paraglider back form Chamonix,
France. My nephews there were already flying when I went home for a visit in May, '86, but I never managed to try it. John dragged me off to a ski hill in Stowe, Vermont for a lesson where I ran down a slope for a IO second flight. He said I was ready. A month later, we went on the Western tour to show our climbing friends the "joys" of flight. We spent a week at Torrey Pines in San Diego where we launched off the golf course and the boy's trysting ramp at the far north end of the parking lot. We then moved up the coast and flew at Marina, and off Mt. Tamalpais. We just went to the top of a big hill overlooking Stimpson Beach and flew off. A ranger told us we needed permission to fly there, but he didn't see why we couldn't get it from his boss. Next we were making the gliders! We took apart the original paraglider for patterns to make our own gliders. Soon, we were modifying the patterns to make the gliders "fly better." Then John had the brainstorm of making the glider elliptical shaped. I took it back to France for testing during Christmas 1986 and by myself did many 3,000' - 4,000' flights, including one 9,000' descent off the Aiguille de Midi. The next spring, John and I decided to go to Yosemite, climb Half Dome, and fly off (we didn't know that it was illegal). We climbed its West Face by the Snake Dike Route. It seemed too windy when we arrived on top, so we rolled up the canopies and cat napped while waiting for the wind to die down. As it slowly diminished we had to decide who would go first. I was the wind dummy as usual, because I would rather be first off and have all the help I can to launch . It was quite a sensation once airborne
Titmme B011ch11rd PAGE 10 • PARAGLIDING , THE MAGAZINE
Nom111 fcnn Saunders
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WOMEN WITH WINGS (cont.)
over the slabs to tum to the 2,500' vertical Northwest Face which itself towered 4,000' above the valley floor. Since then, I have been flying whatever happens to be available. Over the last five years, I have never flown the same glider more than half a dozen times. My favorite site is Chamonix because it there is so much relief and the cable cars give easy launch access. It is also green and has none of the horrible dust of the desert. A big part of my enjoyment of flight is aesthetic.
Norma's Story I grew up in Alaska and began working as a McKinley mountain guide and ski instructor. I have been involved with paragliding since September 1986. The following spring I bought my first canopy, a Feral 7-cell and began flying the local peaks in the Anchorage area. I worked with Fred and Claudia to establish the APA and develop the safety and training techniques that we utilize today. Currently I live in Marin County and work for Chandelle San Francisco, as a paragliding instructor. I currently fly an ITV Meteor Gold and the Wills Wing 223. I love flying hang gliders as well as paragliders, especially here in the thick, coastal air. It's hard to pin point my most favorite sites, but in Alaska, Hatcher Pass and Pioneer Peak flights stand out in my mind. In Utah, Point of the Mountain and Camels were my favorite. I took. my longest flight to date at Soboba in California, and now that I live here, I'd have to say Mt. Tam and Point Reyes are my favorite spots. Although some screaming good thermals at Slide Mountain are still in my mind!
years ago in 1987, while traveling through Draper, Utah. I got hooked, bought a canopy (Harley 250 New Wave) and introduced the sport to the local hang gliding club at Packsaddle Mountain near Llano, Texas. With their help, I pioneered canopy towing using a pay-out winch system and flew demos at our USHGA regional in Uvalde, Texas and at the 1989 Telluride festival. My flying career includes a little competition fun and some politics as a founding member of the APA Board of Directors. Why do I fly? On a sweet day I like to tip toe off launch, focused and relaxed, looking for fresh point of view. The natural high, the solitude, the clarity.. .it's perfect. Having progressed through two Harley chutes, I now fly an ITV Meteor 95; just my size - I love it. Soboba, The Point and Westlake are my favorite sites, but anywhere that air is fat and the thermals are smooth is heaven.
Claudia Stockwell I also began paragliding in 1987. I'd been flying hang gliders for 7 years and was teaching hang gliding at the Point of the Mountain when I met Fred.
get better. By 1990 I was flying hang gliders occasionally - paragliding was my consuming passion, I wanted to compete. Having never been involved in competition in hang gliding I really didn't know what I was in for. But learning was an adventure. Traveling to new sites is sill one of my favorite things. I love a bit of a challenge in my flying. But I've mellowed a out a bit on being competitive. Most of my time is spent at the Point of the Mountain teaching others how to fly paragliders and also flying myself. I'm intrigued with the technology and evolution of the wings in a few short years. I watch with envy as my 4th day students soar with ease (I'll never forget how hard Norma and I worked for that first soaring flight) . I love turning people on to the adventure of flight. I will keep busy trying to keep up with the new developments in techniques and staying current with the new gliders. More than anything though I love to fly for the fun of it.
The women who follow are friends who I've met through our common love. Kim and Debbie are pilots from San Diego area who typify our addiction (warning paragliding can take over your life).
Paragliding was a pleasant diversion after a tough morning of hang gliding instruction. The early gliders didn't have the performance of today's wings though so I still flew my hang glider most of the time. I didn't soar a paraglider until mid 1988 at Marina Beach. My early flying buddy was Norma Jean, we really worked hard to
I began flying three years ago in 1989 with a tandem hang gliding flight at Torrey Pines. After that first flight, I knew I was hooked, and I turned into a crazed air junkie almost overnight. I got a hang 2 rating, but I was always a little intimidated by the awkwardness and
Dana Ellinger
Claudia Swckwell
Kim Taylor
I believe I will be involved in the flying community for years to come. Currently I am an APA Chairperson and Examiner. I will be instructing for the next few years, and see myself becoming more involved in competitions and focusing more on developing my hang gliding abilities . Flying is very individual and sensual sport, and I can't live without it!
Dana Ellinger Paragliding came into my life five
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WOMEN WITH WINGS (cont.)
size of hang gliders, and the sport wasn't giving me the high I craved. I was initiated into paragliding at the Point of the Mountain, Utah, and I knew right away that it was the sport for me. There was a meet taking place that weekend, and the camaraderie was high. In fact the whole site was buzzing with energy, and I have a fond memory of landing after my first flight and seeing another women pilot, Allie Borden, screaming and jumping up and down at the top of the hill, rooting me on. The rest of the year was spent working on improving skills and getting lots of air time, because I wanted to fly Torrey Pines, and I needed a Class 2 rating to do it. I was fortunate enough to be dating Ken Baier, who is one of the biggest air junkies I know, so my goal to become an advanced pilot also became his goal. We spent the next year flying every available moment, and we even made six trips to Utah during that year, because the South side was my favorite place to rack up hours and work on skills. Without his support, patience, and dedication to our common goal, 1 think I may have given up when things got rough. I only mention this to say how important I feel it is to have flying buddies that support you when those inevitable rough times arise. ~ The thing that gives me the most satisfaction in paragliding is having and developing finesses. Some pilots thrive on rowdy air, long distance flight, having the hottest glider, etc., but I just like to fly with a sense of touch. I am the happiest practicing touch and goes, side hill landings, and other maneuvers re-
quiring finesses rather than ego. I also find smooth subtle thermals as challenging as big ones, because it requires a certain amount of feel to get up in them, and I find this rewarding enough to keep me from getting bored. I mostly fly Torrey Pines, because the conditions are prefect for the type of flying I enjoy. The local pilots are also a group of really good people, and I thrive on their friendship and camaraderie as much as the flying. I have been flying paragliders for over two years now, and am currently flying a little Saphir Must. The steering seat makes flying fun for me, because I can really feel the glider, and it makes the glider more responsive to my input. My biggest goals for the future are to keep on flying for fun and relaxation. I am always trying to improve and be educated to the new advances in the sport, but meting new pilots and having personal successes are really where I get my ultimate high. I would like to fly Europe some day, especially in France, and I would also like to incorporate flying into my career. I am a field biologist, and I would like to use motorized paragliders for aerial research. Ultimately, I hope I'm never to old to fly!!
Debbie Olea I started paragliding 2 years ago in 1990. The only thing I knew about it was that a bunch of guys from work were going and that if I went we'd all get a group discount. During my first lesson I fell for our instructor, Fred Lawley, then I found that dating your instructor can
be very beneficial... free lessons, weather information, new site introduction ... I was also able to fly a variety of gliders before I decided on the Meteor with a steering seat. After flying for awhile, 1 started to help Fred with his paragliding classes. At first I only helped the students layout their glider and get into the harness. After many apprenticeship hours I eventually reached the point where I became proficient enough to instruct. (concurrently I was finishing up my class II rating requirements). My favorite 1st day students are women because they usually show some fear which enables me not only to help develop their skills but help build their confidence, and they almost always have more finesse. I now enjoy working part time for Accelerated Flight Systems. I've flown over 20 different sites, mostly in California, from coastal to mountains to high desert. I fly and teach a lot at Lil' Black and Soboba, and enjoy relaxing flights at Torrey Pines. I like flying Utah's Point of the Mountain along with its high caliber of pilots. The most I've learned in the shortest amount of time was in the Owens Valley during the paragliding nationals. I wasn't their to compete but to listen and learn from the competitors. Their combined knowledge on site characteristics, meteorology, in-flight experience and especially the thermalling seminar had been very valuable to me. I like to learn a lot while progressing at a pace that I'm comfortable with. I don't plan on competing in class II meets because I'd probably push it past my logical limit. I do enjoy partaking in 'fun" fly-ins and I've organized and the two "Pneumatic Addict" Fly-ins in Southern California. What I love about paragliding is its fun and intensity and the fact that anyone who has the desire can learn to fly.
The next two women, Linda and Barbara have very different backgrounds. Linda never flew before paragliding came into her life. Barbara has years of aviation background and was one of my most cautious students. I have truly enjoyed watching these women discover paragliding. Kim Taylor PAGE 12 • PARAGLIDING, THE MAGAZINE
Debbie Olea
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WOMEN WITH WINGS (cont.)
Linda Meier As an owner and principal in Wills Wing for the past 15 years, I am somewhat of an anomaly in that I don't fly hang gliders. The idea of personal flight was not enough of a pull on me to overcome the initial learning process difficulties and fears. But when Wills Wing decided to enter the paragliding market and I became exposed to this new form of flight, I said to myself, "I think I can do that!" I decided I would try paragliding and of it proved to be easy to learn and didn't scare me, I would continue to pursue it. My first flight was from The Mesa in Santa Barbara during the Wills Wing Paragliding seminar last January. I was scared ... petrified! Maybe I couldn't do this, maybe I shouldn't, maybe I wouldn't! I didn't find the skills acquisition too difficult, but conquering my fear of being high in the sky and the feeling of not being in control was and remains a big obstacle in my path. I have continued to fly in spite of my jitters, realizing right away that I would not be able to learn paragliding fear-free. But I must say that the enjoyment and satisfaction of learning a new skill and successfully meeting a formidable challenge has added a very positive dimension to my life. Most of my hundred-odd flights have been from the 300' hill at Lake Mathewson my AT-121 where lam now completely comfortable all of the time, and where on a few occasions, and to my great delight, I have ridge soared in, at best, marginal soaring conditions. The handful of "high flights" I've had from 3000' Pine Flats have never progressed out of the extremely-nervous phase, until I am over the landing area making my altitude-burning turns and landing approach, which is fun . Apart from my aforementioned "fear of flying", is my concern for safety. They are not always one in the same. The strongest component of the fear factor is fear of the unknown an fear of failure. But the safety issue us a legitimate and overriding mater. As a mother and fitness buff, I cannot toler~te the thought of any type of in-
jury at all. I am proud of the fact that in my one year of flying, I have not so much as fallen down or scratched my skin and I very much want that to continue. I may not progress as quickly as other students of the sport, I may decide to stay at a Class I level of flying, but I damn well better not get injured. (Linda has just earned her USHGA safe pilot bronze award for having logged 100 consecutive safe flights. Congratulations!)
Barbara Zinn I've spent much of my adult life in the sky. Fifteen years ago I took a lesson in a Cessna 150, not realizing how my life would change. I took more lessons, bought one plane, then another, became a commercial pilot and flew for a commuter airline, became a flight instructor and taught flying for over ten years. I explored Mexico by air, learned aerobatics and later taught it. I recovered the fabric wings on my first airplane and then worked at restoring my second, an antique biplane. Then I made some radical lifestyle changes and found myself living alone, high on a remote mountaintop in a glass-walled room, surrounded day and night by sky. My new job as a fire lookout for the National Park Service meant giving up airplanes, at least for awhile. I began cultivating a new connection with the wind , and was intrigued when a park visitor form Switzerland stood on the lookout and told me about the sport of paragliding. Finally, a year ago, I took the plunge and arranged for an introductory lesson
Unda Meier
with Claudia at the Point of the Mountain. Of all the varieties of aviation I had experienced, this was the closest to those moment of flying in dreams! And besides, it was clearly the easiest to learn and definitely the least expensive. I now fly an ITV Rubis, mostly at the Point of the Mountain. I traveled throughout the West this winter looking for good flying, and have a new appreciation for the Point's (relative) consistency, space and ease. As a low-time paragliding pilot, my plans for the future go about as far as really learning ground-handle the Rubis! Actually, I miss teaching and might work toward an instructor rating. One of the beauties of paragliding is that it is a flexible sport, that it can accommodate an infinite number of approaches. I personally don't need to fly the farthest or highest to enjoy it; for me, the delicate dance with the sky is everything. >a-
If you are a woman with
wings I'd like to hear your story. Call or write to Claudia Stockwell c/o this magazine to receive an outline for the next article.
Barbara Zinn PAGE 13 • PARAGLIDING, THE MAGAZINE
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Respectfully Submitted by Dennis Pagen
Federal Aeronatique Internationale Some decades ago it was thought to be of use to bring all of aviation under one umbrella organization for the purpose of records, competition and political power. Thus the FAI (Federeration Aeronautique Internationale) was born and headquartered in Paris, which is why the names have a French accent. The FAI is the body that monitors all civil aviation be it rocketry, jets or models. The FAI is divided into different aviation pursuits such as general aircraft, balloons, parachuting, sailplaning and hang gliding. The hang gliding division, known as CIVL (Committee Internationale de Vol Libre), governs both hang gliding and paragliding since the FAI in its wisdom decided that paragliders are Class III hang gliders. To belong to the CIVL and thus the FAI, one must be a member of one's country's national aero club. In the USA this club is the NAA (National Aeronautic Association). You can be an individual member of the NAA (in fact this in encouraged), but an easier way to get CIVL representation is to belong to the APA which is affiliated with the USHGA (US Hang Gliding Association) which maintains a membership in the NAA. This may sound complicated, but it works by channeling all record attempts and competition sanctions through the specific organization for each air sport in each country then up the latter to the international organization. Of course, a portion of your dues goes to support these organizations all along the line. Currently the CIVL and NAArepresentative for paragliding and hang gliding is myself, Dennis Pagen. Any concerns that need airing at the international level should be sent to the APA or USHGAoffice and I will be happy to present them at the CIVL meeting.
PAGE 14 • PARAGLIDING, THE MAGAZINE
Paragliding Concerns Addressed At The CIVL Meeting ... Mar. 17, 18, 1992, Paris, France OLYMPICS AND WORLD AIR GAMES It looks very grim for any air sport to become represented in the Olympic games. The reason appears to be the Olympics have degenerated to a money making spectacle and air sports do not have the audience drawing power to fill IOC offers. The World Air Games has been initiated to fill this void. They will include all air sport disciplines and take place in Greece in 1995 if all goes as planned.
WORLD MEETS AND WORLD CUP GAMES The following meets have boon approved: 1992 European Championships - Slovenia 1993 World Meet - Verbier, Switzerland, Aug. 2-15 1995 World Meet (tentative) - Kyoshu, Japan The World Cup meets are a series of meets taking place this summer ending in September in Bishop, California. There is some conflict with the European Championships and the CIVL standards, so dates and format are to be announced. Upon the request of the APA, I initiated research into maneuver standards and the effect of maneuvers on canopy and lines. More information is forthcoming.
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New method ot attachment with optimum viewing angle
DATE MAX Nr. dd.mm.yy ALTll 4 15.01.92 4894 PILOT DEVICE-IIUMBER BARO STARTTIME TIME AT PRINT OUT
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PARAGLIDING,
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MAGAZINE
Just Call Me A Paradude!
•
• II ~
am about 8 inches tall in a sitting position, weighing +/25 lbs. My anns move independently on 2 servo's mounted inside my body by a 4 channel RC radio. All my components are standard Radio Control equipment mounted on a wooden frame .
Ballast will increase my speed plenty and also makes me very sensitive at higher speed. Sensitive control is required on the radio.
u
I can do full 360 degree turns, speed up and slow down using normal toggle control. Overcontrol will cause wing tip collapses. Proper input corrections will reinflate the tips and continue normal flight.
My paraglider is a quarter scale model of the Airwing 1 glider designed and built by Marcus Salvemini. Completely constructed and ready to fly I cost $499.00, everything inclusive.
Learning to fly me is straight forward, left to go left, right to go right. No complications.
I work well as a wind dummy, or as a training device. I can usually fly when you can't. For more information on me, call (619) 452-3203. ia.
I am about as easy I difficult to launch as a regular paraglider, depending on your skill level. Class 2 pilots will probably have little or no problem. Winds over 6 mph are too strong for me and I can easily get blown back over the ridge into the rotor and crash and burn.
USHGA
NEW
PILOT
RATINGS
P.O. Box 8300, Colorado Springs, Colorado 80933
(719) 832-8300 (719) 832-8417 FAX
PARAGLIDING RATINGS IN FEBRUARY USHGA MEMBERS
PARAGLIDING RATINGS IN FEBRUARY USHGA MEMBERS
CLASS I
CLASS I NAME
CITY
STATE
INSTRUCTOR
NAME
CITY
STATE
INSTRUCTOR
ENGLAND , Chris PETERSON , Peter
Mississauga
Ontario
HANNAH , Bob
M. Eberle
CaMornia
STORRS , Robert
Seattle Costa Mesa
Washington
San Rafael
M. Gates J. Greenbaum
California
R. Pelletier
WINTER , Foster
Chatsworth
Calfornia
R. England
HARRISON , Mark
San Jose
California
N. Saunders
FERGUSEN , Mark
Boulder
Colorado
C. Stockwell
STEFFICH , Cristina
Daty CityA
California
S. Amy
SEABERG, David
San Diego
Calfornia
J. Ryan
GRAHAM, James
Santa Barbara
K. DeRussy
MORRISEY, Pat
Foster City
California California
CLASS II NAME
CITY
STATE
INSTRUCTOR
KRUG-BASSE, Phillippe
Corene
France
J. Greenbaum
PAGE 16 • PARAGLIDING, THE MAGAZINE
Saunders
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Sharing The Air by Andreas Wc-idinger Article firs t published in drachenflicgcr, May 1991 , page 62
gliders. Of course, no hang glider pilot will admit that. The question, "Who takes precedence, hang or paraglider?" is being asked more and more. Even though I have not experienced a dangerous situation as a result of a paraglider, there have already been a few surprising moments. The unpredictability of the paraglider pilots and their actions became apparent as I began flying paragliders myself.
Collision Danger As a hang glider pilot, I am used to keeping everything within the base in view. On the other hand the sitting position of the paraglider obstructs the view below. As soon as I am flying in the thermal, the canopy must also be watched, and so the view of what is happening under me becomes bad. The view of other flyers is easily lost. It becomes dangerous when both glider systems get close vertically and a hang glider is in a collision course in the thermal moving in the direction of the paraglider. He can't look up through his canopy, which means, he can't see the colleague above him and the other person because of his feet obstructing the view can't see the hang glider directly below him. Lnevitably the collision danger mounts.
hat makes flying together so difficult? Are there possible explanations for the many encounters between paragliders and hang gliders? PAGE 18 • PARAGLIDING , THE MAGAZINE
Can rules be enacted to prevent dangerous situations? As a hang glider pilot, I have become accustomed to the new air space users. For some time they have been up there in the thermal with us and flying just as well as the time honored hang
The flight speed of both systems is also different. The modest speed and the good flight maneuverability allow the paraglider less safety clearance. What seem to him as frantic, fast working hang gliders are not often reckoned with . Because of his lower level the harder to see hang glider appears suddenly form out of nowhere. This especially concerns the thermal flyers and soarers in the updraft where the poor view backwards is also an issue.
Flight Tactics The next point is the flight tactic. For the hang glider pilot it is easy to figure out before hand . He either flies on
SHARING THE AIR (cont.)
the slope or he carves his circles in the thermal. Essentially other flight forms rarely occur to him in practice. But with paragliding there is at least an additional variance. In the case where a combination of a thermal and updraft exist, paraglider pilots can position themselves in the middle of the thermal. When strongly braked, they seem to stand immobile in their environment. If they suddenly leave this position it is usually a surprising action for the other pilots. A hang glider pilot wonders about the chaotic flight style of the paraglider and the latter wonders about the (evasive) delta pilots suddenly shooting towards him without yielding.
The Difference Is
AIRWAVE
The situation between the two air space users reminds one of car and motorcycle drivers. Each one knows too little about the other and the other is always the mean and guilty one. This problem sometimes stems from the type of training practice, especially with paraglider pilots. The student flies focused on the strict rules without deviation. His own decisions are not requested. In most cases he doesn't learn to practice together with other pilots and flight systems. Then later when he attempts the first thermal by himself, he is in many regards beyond his ability. At the same time he must find the updraft area, control his chute, watch the air space around him and anticipate the other flyers correctly. The latter is the one that is often neglected. The pilot is not yet ready for the situation, and so the collision threat mounts. In order for the hang glider and paraglider to fly together in the future in the same thermal without dangerous encounters or even collisions here are a few tips:
Tips For Flying Together Fly with anticipation. Watch the other pilots in their environment and their position. Consider what the next flight maneuver could look like. Try to foresee the eminent changes in the air space. Fly so that everyone knows your intentions. Let your intentions be known early and avoid sudden abrupt direction changes. Your flight companions can place themselves better in respect of you and you yourself have a more precise view of the position of your air space partner. Keep a large enough safety clearance with regard to the mo\U1tain as well as the other pilots. The more turbulent the conditions, the greater the clearance should be. This must be greater between a hang glider and a paraglider than between two paragliders. For paragliders: Pilots pay special attention to the areas on the sides, under and behind you. When doing flight patterns with great height loss and possible momentary loss of orientation (stalls, spirals, negative turns) you should have plenty of air space. Avoid such actions when hang gliders are in the air because they can't be seen as well and fly faster while they are descending than you might expect. When pilots hang gliders as well as paragliders can develop more understanding for each other, and don't insist on their own flight opportunities and are aware of the various problems of their partners in the air space, we can minimize the possibility of problems. ~
Your safety and performance have been the focus of much attention during the years of design that went into the development of the Voodoo. As a result of rigerous R&D testing, the Voodoo has received impressive marks from DHV and ACFPULS in all three available sizes (23, 26 and 29). This highly refined wing provides remarkable performance and stability. You must fly a Voodoo to believe it. Contact your nearest Airwave dealer or Pacific Airwave for a test flight today.
DHV & ACPUL Certified
P.O. Box 4384, Salinas, CA 93912 Tel. 408. 422-2299; Fax. 408. 758-3270 PAGE 19 • PARAGLIDING, THE MAGAZINE
Dear Readers, You may have noticed that the magazine has changed its look a few times lately. The reason for this is, that we are trying to find a balance between good looks, production costs, and being environmentally conscious. I have researched the pros and cons of recycled papers and bio-degradable inks. So far we are happiest with this paper and our environmentally safe ink. We hope you like the way it looks. Our main aim is to produce a magazine that has an interesting content through articles, stories, and photographs. We look for articles of interest to pilots of all levels, as well as newcomers to the sport. I personally lean towards material that is informative and reinforces the positive aspects of our sport. I'd like to publish more technical and safety oriented articles. If you have something to contribute, I'm sure it will be appreciated by all. I understand the needs of pilots and I realize the importance of publishing accident reports and statistics. I can't publish information that I don't' have. This comes under our agreement with the APA which I would like to explain so as to clear up some confusion. Early in 1990, as the APA was growing it became apparent that there was a need for better communication on a national level. Due to my involvement in the paragliding community I was in contact with many of the principles throughout the country, I decided to start a magazine to help the circulation of information. I proposed, at the BOD meeting in the spring of 1990, my intentions to start a magazine. It was discussed and decided that, as there was a need and the APA could not afford to produce a magazine of its own, I would incorporate the APA news into this magazine. The agreement was and still is that I will publish all news that comes to me directly from the APA office. There are no restrictions on content or size of pages. There is no cost to the APA for these pages nor do I have any editorial privileges with these pages. I publish the news as it comes to me, and only if it comes to me directly from the association office. It is my responsibility to lay out the pages, publish the magazine, and mail it out to the membership. It is the responsibility of the APA to send us,.each time, a current list of the membership. We put the labels on and mail out the magazine. The APA only buys as many copies as they need to supply all current members. If your membership has lapsed or if your address is incorrect, you will not receive your magazine. Please make sure the association has your current mailing address. Fifteen dollars of your annual dues pays for your magazine subscription. Thus as an APA member you receive all APA news, under the APA logo on the gray pages, and Paragliding, the Magazine "two for the price of one" so to speak. When you consider that only about one third of our circulation goes to the APA members, readers all over the world are getting the APA news as a bonus. We now have readers in 27 countries. We are attracting some well respected correspondents and experienced pilots who, through their contributions PAGE 20 • PARAGLIDING, THE MAGAZINE
will help to expand our base of knowledge and information. While addressing the subject of confusion, I'd like to put some people's minds lo rest, who are of the opinion that they are banned from Paragliding, the Magazine. This is not true. If an article is not published there are several possible reasons for this. Ranging from inaccuracies, arriving late or not being relevant to the next issue, while some may be saved for future issues. We really appreciate the many articles and photos that are submitted .to us. I know that they are greatly appreciated and enjoyed by our readers and ourselves. Thanks again for your time and effort. Some of you may have noticed an increasing amount of political controversies, although this does seem to be necessary in any sport or organization, it is extremely time consuming. But, there are some issues that must be dealt with, such as flying sites, legal aviation requirements, ratings and of course the general safety of the sport. Hopefully, we don't get more politics than flying. I feel that communicating with each other is the only way to help solve problems which will also benefit the future of the sport. For the past few years APA and USHGA have been cooperating with one another by attending each others Board meetings and discussing problems that are relative to different parts of the country. It is generally understood that some pilots are concerned with the impact of paragliding on the hang gliding community. This is an issue that will undoubtedly be discussed for some time to come. One important aspect of this issue is flying sites. We must help to educate new people coming into the sport about the history of these sites, the work that has gone into maintaining them and how we can help to preserve them. This information should come from local clubs and instructors. Obviously, there are may other issues that need to be discussed. I'd like to encourage you to write to us with your views, opinions and hopefully solutions. It is our goal to promote paragliding in a positive manner. This is your magazine too, a means of communication that would otherwise be impossible. There is always room for improvement, if you have a question or suggestion, we are only a phone call away. On a final note, I'd like to thank those of you who have let me know that you appreciate our efforts, a word of encouragement is always welcome.
Fred Stockwell
!though this is a "quiet" season with regard to flying, there's a lot of news to report. Time and magazine space is forcing us to hold some of it for the next issue. One item is my 1991 report. It was handed to the Board members and if you have any questions please ask your regional director.
1992 Regional Director Election Results The election resulted in reelecting all incumbents. The vacant Region 8 position could not be filled as the write-in candidates ended in a dead heat race. The board decided to have a run-off election in that region. Comments were made about not providing space for write-in candidates or only one nominee per region. The write-in space will be on next year's ballot. The Election Committee will address and publicize the nomination process, which starts in July. For this year's election no other candidates applied. ( See detailed results below).
Spring BOD Meeting The APA's BOD Meeting was held in Miami on March 4th and 5th, 1992. The sessions were long and lasted from 8:00 am until 10:30 pm the first day and until about midnight the second day. The meeting was very productive. Low attendance of directors was noticed and wide disappointment was expressed. In fact, it disables the Board's function of membership representation on actions. The following Board members attended: Peter Zimmerli, Ed Pitman, Fred Stockwell, Circ Toepel with proxy from S. Byers, Roger Coxen, Dick Benoit, Tony Domenico and Mike Meiers. Several directors and officers issued written proxies to other directors. Other participants were: Rod Hauser, Mike Haley, Oaudia Stockwell, and Ken Brown.
Awards The following awards were issued: Pioneer Award to Fred Stockwell and John Bouchard for the work in bringing paragliding to the USA and starting the founding of our organization. TI,e Presidential Award was given to Scott Gressitt for putting on the successful First American Paragliding Festival. The Pioneer Award is the highest award given by the APA. All awards were handed out for the first tinle. The Awards Committee created and established other awards and are highlighted by the Awards Committee Chairperson Dick Benoit. (see detailed article in this issue.) The BOD is looking forward to a great participation.
PIiot Rating System The three-tier rating system has been completed and approved. Once you read this in the magazine your instructor will have the new forms. The Class I stays almost the same, the Gass lJ requirements are being reduced, and stalls, spins, and spirals are moved into advanced maneuvers clinics. For the Gass lJI rating, attending an advanced maneuver clinic is required. A special thanks for Oaudia Stockwell who chaired the long sessions of the Safety & Training Committee for Norma Saunders. A thank you goes to all the instructors taking the tinle
REGION 2 Ken Baier Marcus Salvemini REGION4 Phil Pohl Gary Paulin Ray Kehl REGION6 Steve Byers Rafael Buscama REGIONS David Busch Bill Fifer REGION 10 John Bouchard REGION 12 Dick Benoit
22 2 26 24 1 1 15 9 1 2 1 1
MAILED BALLOTS
RECEIVED BALLOTS
152
40
VOTED/ ELECTED BY 26%
92
30
33%
14% 1% 26% 121
13
1% 1% 11%
7% 1%
10
3
24
2 7 6
24
Clinic Programs The clinic outlines for Advanced Maneuvers, XC and Thermal Flying Skills, Towing, Para-Ski, Reserve, and Tandem are approved. It will take awhile to get the information on the program out as the briefcase with all the outlines was stolen. The BOD appointed Ed Pitman, Chuck Smith, Greg Smith, Armin Graf, John Bouchard, and Monte Ball as Advanced Maneuver Administrators. Alan Chuculate, Charles Fontenot and Roger Coxen were appointed to conduct towing Clinics. The appointments allow these special programs to take off. Tandem Clinics are conducted under USHGA guidelines and exemption status. If you have any questions give the APA a call.
Competition Circ presented a new competition package and pilot ranking system. Call Circ for additional information.
World Team '93 The Wolrd Team for the "93 World Championship in Verbier, Switzerland will be selected according to a ranking system to USHGA.
Accident Reviews The BOD stated that accidents will frequently be published in a preliminary brief format. A yearly report is produced by the Chairperson with a more detailed analysis. The yearly report can be purchased from headquarters. The cost will reflect the copying/printing cost. The 1991 report will be available within a few weeks.
Elect Ion The BOD wants to highlight a few points. Nomination process (all odd# regions and directors at large) starts in June and must be completed in October. Any nominee shall know that attending the Board meetings is essential and defacto mandatory for representing their membership and sharing the BOD's workload in a committee system. All work is on a volunteer basis. (no financial reimbursement)
Membership A family membership at $34 is made available for additional persons living at the same address as the Full Member. The family member will not receive a subscription to the magazine. A one-month membership was tabled until the APA has an tandem Exemption. No other benefits have been added to avoid a dues increase in these hard economic tinles.
Sport Promotion A group of directors and members discussed several ways to promote paragliding. An initial list of the PR weaknesses was created and several corrective actions have been discussed. The APA set a budget to print a one page flyer to list contact addresses. The flyer shall be distributed at Oshkosh exhibition.
Site Access The committee received a report of a site opening and has targeted two other sites which need assistance toward opening.
Dismissed Directors
1992 REGIONAL DIRECTOR ELECTION RESULTS VALID BALLOTS 26
and reviewing the rating system proposal for the Board. It was on short notice and we all wished we had more time to review it longer.
2
3
20% 10% 10% 13% 8% 25% 25%
It once more became obvious that the low attendance of directors created significant problems. Not only were regions not represented, but the work was done by the same persons. After a motion and some lengthy discussion late at night, the Board members present voted to dismiss Oark Saunders, Phil Pohl, Greg Pujol and Richard Johnson from the Board under Article III, Section 7, Absence provision of the By-laws. That provision allows the Board to dismiss a director after or at the second consecutive missed BOD meeting. No vacancies were filled to allow these Board members to request re-instatement.
Officers The following officers were elected or reelected. President: Peter Zimmerli, Vice President: Ed Pitman, Treasurer: Dick Benoit, Secretary: nomination was received for Scott Gressltt, but the Board wishes to solicit additional nominees for that position. PAGE 21 • PARAGLIDING, THE MAGAZINE
OFFICERS, DIRECTORS AND COMMITTEES
OFFICERS PRESIDENT VICE PRESIDENT TREASURER SECRETARY
Peter Zimmerli, 25 Goller Place, Staten Island, NY 10314, (718) 698-5738 Ed Pitman, P.O. Box 188, Shasta, CA 96087, (916) 359-2392 Dick Benoit, 4185 Christy Way, Reno, NV 89509, (702) 747-0683 Nominations Requested
REGIONAL DIRECTORS REGION
STATES
DIRECTOR
1
AK
2 3
So. Calllornla, HI Northern California OR,WA
Vacant Ken Baier, 564 San Dieguito, Encinata, CA92924, (619) 753-2664 Vacant Vacant Fred Stockwell, 3314 West 11400 South, South Jordan, UT 84124, (801) 254-7455 Steve Byers, P.O. Box 213, Crested Buns, CO 81224, (303) 349-5961 Vacant Vacant Roger Coxen, P.O. Box 1839, Nags Head, NC 27959, (919) 480-1835 John Bouchard, P.O. Box 1100, North Conway, NH 03860, (603) 359-6907 Peter Zimmerli, 25 Goller Place, Staten Island, NY 10314, (718) 698-5738 Dick Benoit, 4185 Christy Way, Reno, NV 89509, (702) 747-0083
4 !i 6 7
UT, ID, NM, MT CO, WY, ND, SD
TX, LA, OK, MO, KS, NE, IA
II 9
OH, IL, IN, WI, MN, 11111 WV, VA, KY, TN, AL, MS, GA, FL, NC, SC
10
II/IE, NH, VT, IIIIA, RI
11
CT, NY, NJ, PA, DE, MD
12
AZ, NV
DIRECTORS AT LARGE Ed Pitman, P.O. Box 188, Shasta, CA96087, (916) 359-2392 Curtis Woodman, P.O. Box 245, Sausalito, CA94966, (415) 332-1928 Tony Domenico, 12650 Softwind Dr., Moreno Valley, CA 92388, (714) 924-5229
EX-OFFICIO USHGA, Mike Meyers, 13381 Bow Place, Santa Ana, CA 92705, (714) 731-1656
COMMITTEES AND CHAIRPERSON Safety & Training Tandem Competition World Team Accidents
By Law SOP
Norma Jean Saunders, {415) 359-6800 Fred Stockwell, (801) 254-7455 Circ Toepel, (303) 670-0301 John Bouchard, (603) 359-6907 Mark Shipman, (509) 663-5238
Site AccllSS Awards
Election
Ed Pitman, (916) 359-2392 Vacant Curtis Woodman, (415) 332-1928 Dick Benoit, (702) 747-0683 Gregg Pujol, (408) 736-1222
The Following ratings have been issued in January and February of 1992 APA#· PILOT
RATING DATE
749 - Karl-Heinz Schropp, Rosseau, On Canada Foreign
INSTRUCTOR APA#-PILOT
RATING DATE
Switzerland
1050 - David B. Busch, Grand Rapids, MI
Class
1/11/92
K. DeRussey
Austria
1186 James T Riegel, Meeker, CO
Class
1/17192
S. Byers S. Byers
INSTRUCTOR
1164 - Helmut Walder, A-6233 Kramsach, Austria Foreign
7/28(18
296 - Peter Ming, Breckenridge, CO
Foreign
12/30/89 Switzerland
1187. Wayne R. Klahn, De Beque, co
Class
1/17192
1172 - Andrew J. Forsylh, Redditch, England
Foreign
1/12191
England
1162 • Slaven M. Waldeck, Aspen, CO
Class
1/19192
J. S1enstadvold
1161 - Edward F O'Gara 111, Hailey, ID
Class I
1/29191
H. Hub
975 - Paul W. Nordin, Palo Alto, CA
Class
1/20192
G. Pujol
1042 - Dennis P. Galien, San Jose, CA
Class I
6/26191
C. Woodman
1083 - Reade W. Obern, Wenatchee, WA
Class
1/20192
M. Eberle
1013 -Wade Maurer, San Diego, CA
Class I
8/28191
J. Ryan/USHGA1194 - Robert R. Calacray, Westbrook, CT
Class
1/25192
M. Salvemini
1113 - Blake A. Reed, Durango, CO
Class I
9/29191
C. Toepel
1202 - Ronald W. Estes, Carlsbad, CA
Class
1/29192
M. Salvemini
1192 - Dewey K. Anderson, Arvada, CO
Class I
9/29191
C. Toepel
1203 - Berndt Nording, Big Bear Lake, CA
Class
1/29192
M. Salvemini
1060 - James E. Sanders. Rolling Hills, CA
Class I
10/3191
B. England
1207 • Dixon White, FlagstaH, AZ.
Class
1/29192
G. Banks
1219 - Dave Gottschalk, Eagle River, AK
Class I
10/5191
Hammier/Sau
720 - Alan R. Taylor, Miami, FL
Class
1/31192
J. S1enstadvold
1204 - Timothy D. Meehan, Arvada, CO
Class I
10(1191
B. Banks
1209 - H. Lee Tedder, San Diego, CA
Class
2(1192
M. Salvemini
1188 - Karl W Johnson, Bend, OR
Class I
10/29191
K. Arends
1164 • Helmut Walder, A-6233 Kramsach, Austria Class
1/23191
WW ICC91
1160 - Bruce Lella, Mammoth, CA
Class I
11/4191
K. Castle
338 - Carl C. Swih, Nederland, CO
Class II
8/6191
USHGA/Lecroi
1206 - Ted M. Lowe, Missoula, MT
Class I
11/28191
D. Covington
1195 • Robert I. McKenzie, Sand Bernadina, CA
Class II
10/8/91
USHGA/Meier
673 • Paul D. Muonio, Creseted Bune. CO
Class I
12/24191
S. Byers
306 - Richard D. Johnson, Austin, TX
Class I
11/17191
C. Fontenot
1006 - Martin M. Withington, Seanle, WA
Class I
12/29191
M. Eberle
676 - Raffaele Buscema, Crested Butte, CO
Class
12/21191
S. Byers
1075 - James Pricer, Almont, CO
Class I
12/31191
S. Byers
1036. Mark R. Gibson, Bishop, CA
Class
1/3192
M. Axen
1166 -LaurenceS. Grundy, Lutz, FL
Class I
1/1192
M. Salvemini
661 - Kari Castle, Bishop, CA
Class
1/5192
M. Axen
1163 -Charles R. Tomkins IV, New York, NY
Class I
1/2192
M. Salvemini
603 - Slaven R. Pearson, Santa Ana, CA
Class
1/8192
M. Meier
765 - Ron J. Ferrari, Redwood City, CA
Class I
1/2192
E. Stein
400 - Ken Wayne de Russey, Santa Barbara, CA Class
1/10192
M. Meier
547 - Richard E. Slark, Los Altos Hills. CA
Class I
1(1192
G. Pujol
716 - Paul Dygas, Moreno Valley, CA
Class
1/17192
E. Pitman
1212 - Joseph H. S1riefler, Bar Harbor, ME
Class I
1/9192
J. S1enstadvol
423 - Mark Wright, Moreno Valley, CA
Class
1/29192
M. Salvemini
PAGE 22 • PARAGLIDING, THE MAGAZINE
.
A M "~ fi't. I 'e A NJ
P A l!l A G L I D I N <3
THE APA AWARDS PROGRAM Dick Benoit, Awards Committee
During the fall 1991 and spring 1992 board of directors meetings the board approved the following awards and methodology for selection of candidates and recipients. These awards are intended to give recognition for outstanding or well deserved efforts in promoting the goals of the APA. The awards have been designed in such a way that the general membership of the APA has a large say in determining nominations and the selection of award recipients is distributed throughout the APA general membership, directors, President, and Awards Committee. Please read this article in its entirety and lend your support in making this awards program an integral part of american paragliding culture. Note that nominations for some of the awards are requested prior to the fall 1992 board meeting.
Pioneer Award This is the most prestigious award that the APA grants. It recognizes and honors a Jong term and productive commitment to paragliding. the accomplishments of the nominees must encompass a range of activities that have benefitted the american paragliding community. This wording is intentionally vague in the hope that members will not focus in on a few highly visible achievements such as current pilot ranking in submitting nominations. as one example, an individual who has a record of opening up previously off limit sites (along with other accomplishments), or has made significant improvements in equipment design is much more likely to be viewed as a serious candidate than a pilot who only excels at winning competitions. Any APA member is encouraged to submit a maximum of one nomination per year in writing with justification to his regional director or any national director. all nominations will be presented by the individual directors to the full BOD at the fall meeting and the recipient(s) (there can be more than one) will be selected by vote of the board. As examples of the commitment required to achieve the PIONEER AWARD, the board selected John Bouchard and Fred Stockwell at the fall 1991 board meeting. Plaques were presented at the spring 1'992 meeting.
Presidents Award This award allows the current president of the APA to select the individual or entity that he feels has contributed the most to the APA during the previous year. Again the wording is intentionally vague as there are many ways for entities to contribute to the APA. The President is in the best position to know who has contributed the most. The
A S S O C I A i
recipient will be announced at the spring BOD meeting and will receive a plaque. As an example of this award, Scott Gressitt was selected for his work organizing the Big Sur event in the fall of 1991.
APA Safe PIiot Award Program This program is virtual! y identical to the program that Mike Meier prepared for USHGA and is described in detail on a pul· lout page elsewhere in this issue of the magazine. Every APA member is encouraged to use this form to document their safe flying. The APA presents the awards as stickers which are meant to be worn on the safe pilots helmet. Over time it is the intent of this program that pilots with gold and diamonds on their helmets will be given recognition for their visible history of safe flying. To provide an opportunity for newcomers to the sport to have equal footing with the experienced pilots, the board determined that flights prior to the official announcement of this award in the magazine will not count for awards. The first pilots to receive the various awards will be featured in future issues of the magazine. Please read the APA safe pilot award program information carefully before sending in your award application which is on the back of this page.
Outstanding Instructor Award The APA is involved in a major effort to upgrade the quality of its certified instructors as they recertify every three years. This is costly to the instructors in terms of time, travel, and money and does show a big commitment to the APA. To recognize the effort involved, the board approved an outstanding instructor award that is intended to spotlight individual instructors of the highest caliber. The recipient will be determined in the following manner. Each rating mailed out by APA headquarters will be accompanied by a form in which the rating recipient is requested to evaluate the instructor on the foJ. lowing five topics. 1. Quality if equipment 2. Instructors approach to and enforcement of safety 3. Instructors paragliding skills 4. Instructors support for the paragliding community 5. Instructors overall teaching skills In addition, comments are requested from the newly rated pilot. these forms will be returned to APA headquarters where they will be held until year end. In January or February, these forms will be distributed to the awards committee and the three current members of the awards committee shall determine the award recipient. It is recognized that this award will confer a special status on the instructor that can be used to financial advantage. therefore, the awards
I O N ,
I N c· .
committee will also use any additional subjective or objective information avaILABLE to it to see that the recipient is truly deserving of this a ward. The BOD recognizes that selection of this recipient is a subjective process and efforts will be made to appoint awards committee members that have a history of objectivity in dealing with paragliding personalities. To further this objective the BOD will replace at least one member of the awards Committee each year. At the spring board meeting the Outstanding Instructor will be announced and given a plaque and recognition in the magazine.
Outstanding Chapter Award This award recognizes the outstanding chapter in the country and also has the intent of encouraging creation of chapters throughout the country. Each regional director will nominate a. suitable chapter from within his region. A suitable chapter is defined as one in which all the officers (at least three officers are required) are current APA members and had registered with headquarters. Registration can simply consist of a Jetter stating that a chapter has ben formed, along with the names and mailing addresses of the officers. From the nominations presented by the regional directors, the three national directors will be requested to select the winning chapter by January 31 of the following year. The winning chapter will be announced at the spring BOD meeting and will receive free site insurance for the site of the chapters choosing for one year as well as a plaque.
X-Ray Of The Month Award This light-hearted award is intended to provide recognition for noteworthy mishaps that involve more damage to the ego than the body. Members that are either witnesses or principal to mishaps which are enlightening or entertaining to the general membership are encouraged to practice their humorous writing skills, putting an entertaining face on paragliding (sky Gods beware, you may find your less successful exploits publicized). the short articles should be sent to APA headquarters where they will be distributed to the Awards Committee members who will select one of more of the suitable articles for inclusion in each issue of the magazine as what hopefully will turn out to be a regular column. Mean-spirited or vindictive submissions will be summarily rejected with no notification to the author, In conclusion, this award system offers something to everybody and gives everybody an opportunity to participate. Membership participation ls essential for this awards program to function properly and continue. Please be a contributor.
PAGE 23 • PARAGLIDING, THE MAGAZINE
A P A
C O M P E T I T I O "N
COMPETITION TIME It seems like just yesterday we were at the Nationals and we already have an excellent schedule for 1992. Head on up to Elsinore for the Southern California cross country competition in May 19-24. The first cross country event of the year in a place well know for great flying. The purpose of the meet Is to provide a competition, with scoring and distances typical of a national or world class meet. In early summer, in Southern California for any pilots interested in brownie points toward APA World Team selection. The primary location will be the world famous "E" launch at Lake Elsinore, California. Lake Elsinore offers an incredible variety of conditions and has proven an excellent site for XC thermal flights in paragliders. Here's what you can expect from a competition at Elsinore: 3000-5000' altitude gains on average days. 20-30+ mile flights every day. Easy retrieval on paved roads. Paved road to launch. 20 minute turn around. Retrieval check in phone number. Daily film check and scoring. Ample parking at launch site. Mild temperatures. To obtain the pilot information package and entry form contact Mitch MacAleer who will be hosting the event and he can give you more details. Contact him at: 29120 Melby Dr., Lake Elsinore, CA 92532 or 714-674-8844. The Dino-Soar is on again this year for both Class I and Class II pilots. Last year we did some serious cross country in the booming thermals. Greg Smith went 30+ miles and several others were right behind him. Everyone walked away with prizes and smiles from this awesome flying site. Held over Labor Day weekend again this year, the event will cost $100 and have a limited number of contestants. To . register and reserve your space send $10 to Cindi Toepel, 29007Richmond Hill Rd., Conifer, CO 80433; 303-838-2655. The biggest news this year is that a World Cup event will be held
APA
U P D A T fl:
in conjunction with our Nationals. Now is the chance to fly with the best in the world and for the best to see just how fantastic our Owens Valley is! Mark Axen will be the Meet Organizer for this unprecedented event on September 26 - October 10, 1992. A manufacturer trade show will accompany the competition as well as a fly-in October 5-11. An event for all those interested in the sport of paragliding. Fly Owens Valley during the APA nationals and World Cup Paraglid· ing finals (a launch monitor will guide unexperienced pilots). See and demo the newest gear, talk to company representatives and factory pilots. Party down with the competitors at the awards ceremonies and take advantage of the forum where you can speak with the APA president and board of directors. For further information contact: Mark Axen, PO Box 1632, Bishop, CA 93515; 619-873-8367. Or contact the Bishop Chamber of Commerce, 690 N. Main St., Bishop, CA 93514; 619-873-8405. In late July, John will be hosting a fly-in/ competition for both Class I and Class II pilots at the Whaleback. See you in California! For further information contact John Yates at: 916-222-4606. Attend the 2nd Annual Western Canadian Paragliding Championships August 1, 2, 3, 1992 to be held at Mt. Seven, Golden, B.C. Entry fee is $20; $25 late entry fee after July 15, 1992. Last year's meet featured 3 days of cross country flying (2 days open distance, 1 day race to goal). Best results: distances up to 110 km, altitudes up to 4300m ASL, durations up to 6 hours; 3 FAI World Records, several national records. Site has perfect takeoff site which is 1400m above the large landing field (3:1 glide ratio). You may use aircraft VHF radios (meet directors will monitor 123.4 MHz) or FM if licensed. 4WD vehicle required or rides can be arranged at the site. Alternatively you can charter a helicopter to the top (about $40 per ride). Good accommodations are available locally, or camping. Competitors should have experience in mountain flying and turbulence (thermals can be up to Sm/ s, 1000 ft/ min, or more), and have reserve parachute and liability insurance (this can also be purchased at the meet). For more information contact: Stewart Mid winter, 444 23 Ave NW, Calgary, Alberta, T2m 1S4, Tel. res. (403) 230-7769, office 290-7251, fax 261-3919. Wir sprechen Deutsch; Nous parlons Fran
RANKINGS
rO!lll
1991
For 1991 The pilot ranking was based on a pilots best 3 finishes. During 1990 and 1991 there were 5 competitions. Next year we will implement the USHGA pilot ranking system which is much more intricate. It gives a validity factor to each competitor based on how many of the top pilots attended and total number of hours airtime as well as the number of days scored. RANK
1 2 3
4 5 6 7 8
9 10 11 12 13 14 15 16 17 18 19 20
PILOT NORM SLC '90 JOHN BOUCHARD .. . . . . 870 . 791 " CHUCK SMITH . "' LEE KAISER .. .. 450 . 409 GREG SMITH . CIRCTOEPEL ED PITMAN. . . . ' . . . . . . 1100. 1000 MITCH MACALEER JAN STENSTADVOLD ... 802 . 729 TODD BIBLER .. .. . 300 . 273 CARY MENDES . BOB SCHICK SETH FOERSTER . MARK GIBSON . CHRIS BLACHLY .. FRED LAWLEY . KEN BAIER ... '" TERRY HAWKINS .. 620 ... 564 DAVE WHALEY . " " " " 100 . 91 PATRICK SUGRUE COLIN ZINK
PAGE 24 • PARAGLIDING, THE MAGAZINE
SOB OBA 153 172 . 129.5.
NORM NORM SUN VLLY 890 ..... .. 1565 ... .. .. 692 1000 .. .. 2260 .. ..... 1000 ...... 1935 . .. .. . 256 753 ..... 1511. .. . 668 . 862 ..... 1949. . 765 ... 1729.
DINO-SOAR NORM
....
"
.... 14:32:10
2443 .. 702 1649 ...... 473
.... 16:44:59 12:55:00
. 1299 ...... 373 50.5 .
'91 NAT'L NORM 13:40:33 ... 941 883 "
.. 1000
3479
....
294 ..... 1180 . .. .. . 522
.... 13:32:02 ''
14:06:31 14:43:16
.... 15:34:40 ..... 1089 104 102 .
605 593.
76 .
442 .
.. 312
... 20:40:17
TOTAL
.. 2622
.. 2575 .. 2409 735 ...... 2293 "' 1894 1862 ... 1000 . . . . . . 1765 1102 1089 ... 951 ....... 951 ... 910 ....... 910 ... 873 " ..... 873 ... 814 " ' 814 763 "' " ' 451 005 593 "
.. 564 533 20:06:28 ... 497 . 1080 ..
. 478
"
497 478
The following oompanies ara APA members •upPorting the paragliding oommuniiy with their ""'mbership, While the APA takee no position on the value of equip,,,.,nt offered by th•e members rt is important to remember that they actively support and promote the sport of paragliding and the APA.
PARA-FLITE, INC. 5800 Magnolia Ave., Pennsauken, NJ 08109 Phone:(609)663-1275, Fax:(609)663-3028 Manufacturer; Birdwing Canopies, Specialized in High Quality Products, Workmanship and Customer Service
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
KITTY HAWK KITES P.O. Box 1839, Nayes Head, NC 27959 Phone:(919)441-4124 Sale, School Canopies, Harnesses, Instruments, Accessories
ABOVE & BEYOND 3314 West 11400 South, So. Jordan, Utah 84065 Phone:(801)254-7455, Fax:(801)254-7701 School, Sale, Canopies, Harnesses, Instruments, Accessories, Media, Specialized in Instruction, Soaring Clinics and Towing
Jan 1 • Dec 31: April 13 -19: April 21 & 22: May 15 • 18: September 5 • 7: Sept. 25 • October 10: October 5 • 11 : October 15 • 16: October 16 • 18:
OREGON PARAGLIDING ASSOCIATION, INC. 1012, N.W. Wallstreet, Bend, OR 97701 Phone:(503)389-5411 School, Sale, Instructions
A PLACE OF WINGS 1484 Falcon St., Sunnyvale, CA 94087 Phone:( 408)736-1222 School, Instruction, Sales
NORTH AMERICAN PARAGLIDING P.O. Box 4, Ellensburg, WA 98926 Phone:(509)925-5565; fax:(509)962-4827 School, Sale of Canopies, Instruments, Accessories, Recerve Lessons, Alpine Flt., Ski Launch, Soaring Seminars, Specialized in National and International Tours
UP INTERNATIONAL 4054 West 2825 North, Mountain Green, UT 84050 Phone:(800)COME 2UP Fax:(801)876-3003 Manufacturer; UP Canopies
LAMINATED PRODUCTS LIMITED 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
PARAPENTE USA 2442 NW Market St #31, Seattle, WA 98107 Phone:(206)GOSKYHI School, Importer, Distributor, Sale Canopies, Harnesses, Instruments, Flywear, Accessories, Media, Travel, Instruction, Guides, Specializing In Instruction and Adventure Tours.
PERFORMANCE DESIGNS PARAGLIDING 425 W. Rider St, suite BS, Perls, CA 92571 Phone:(714)657-2664, Fax:(714)657-4062 Manufacturer; Importer, Distributor, Sale, School, Loft Excalibur Canopies, Harnesses, Instruments, Flywear, Acoessories, Media
APA 1992 XC Challenge. Contact APA Headquarters. Registration fee is $25 per submitted flight World Paragliding Race, Torrey Pines. Contact Torrey Pines Flight Park, 2800 Torrey Pines Scenic Dr., La Jolla, CA 92037, (619) 452-3202. Tandem Clinic, San Diego. contact Marcus Salvemini (619) 452-3203. ICC, Soboba, CA. Contact APA Headquarters. Dino-Soar X-C. Contact Cindi Toepel, 2907 Richmond Hill., Conifer, CO 80443, (303) 838-2655. Paragliding Nationals and Paragliding World Cup, Bishop, CA. Contact Mark Axen (619) 873-8367. 1992 Owens Valley APA General Membership Fly-in and Trade Show. Contact Mark Axen (619) 873-8367. APA BOD Meeting, Bay Area. Contact APA Headquarters (718) 698-5738. USHGA BOD Meeting, Bay Area. Contact USHGA Headquarters (719) 632-8300.
Modified from USHGA Program by Mike Meier
The APA Safe Pilot Award Program is widerway with the publication of this issue of Paragliding, The Magazine. On the back of this page is the award application form. To apply for the award, simply tear out the photocopy the application and follow the instructions below. The mechanics of the program have been designed to be as simple as possible. The application process requires minimal documentation. This is for two reasons, to encourage pilots to participate and to minimize the administration burden on the APA headquarters staff. This simplification also opens the door to the possibility of abuse of the system. There is a somewhat fine line to be tread here. If pilots who crash and avoid injury only by virtue of extraordinary good fortune are given safe pilots awards, it widermines the credibility and effectiveness of the award system. On the other hand, if pilots who consistently fly without incurring injury are denied the award for reasons of local politics, or because their flying "style" offends their more conservative peers, then the system also suffers a loss of credibility and value. I'm an idealist. A pilot who crashes and knows he should have been seriously injured but by extreme luck wasn't, should consider the flight as wisafe and start his cowit over at zero. On the other hand, everyone can probably expect to land hard at times, and not every minor crash carries the likelihood or implication of serious injury or worse. A regional director, when considering an application from a pilot
whose own personal limitations for safe flying extend beyond those of the director himself, should recognize that decisions about safe practices in flying are, and must be, personal decisions, and should not deny an application based only on such a personal difference of opinion. By the same token, a director should not approve an application for a pilot whom the director felt was clearly wideserving of an award for safe flying, just because the pilot had somehow managed to avoid injury. Please note that the application form contains the provision for such a denial on the part of the director, and for an avenue of appeal by the pilot. There is one other clarification that needs to be made about the mechanics of the program. Each pilot will be eligible for only one award at each level. If you earn a bronze award, and then have an W1safe flight or an accident requiring medical attention, and then make another 100 consecutive safe flights, you will not get another bronze; you will be one-third of your way toward your silver award. The final design for the awardstickers are not yet finished, and the exact costs to the pilot, if any, for the award have not been determined. Any costs are expected to be minimal. Please don't let this stop you from making your application as soon as you qualify for your first award. The APA directors want to see every pilot proudly wearing the award stickers on their helmets
Please, Ay safely and log all your flights.
PAGE 25 • PARAGLIDING, THE MAGAZINE
AMERICAN
PARAGLIDING
The levels of the APA Safe Pilot Award are as follows: CONSECUTIVE SAFE FLIGHTS 100 300 500 1,000 2,000 3,000 4,000 5,000
A SAFE FLIGHT is a flight which includes a lallllch (beginning from full deflation) and a landing (ending in a complete deflation) which does not result in any injury to the pilot which requires (or would normally require, or would clearly indicate the need for) treatment by a licensed medical professional. Only logged flights occurring on or after mailing of this issue of Paragliding, The Magazine, where the log entry contains the date, location, and duration of the flight, may be collllted towards the award. Any flight involving injury as described above, whether
INC.
'
fact qualify for the award on the basis of having made the number of consecutive safe flights (as defined above) listed, You need not have witnessed all of the flights indicated, however, you should not sign the form if you have any doubt that the indicated number of consecutive safe flights were made.
or not it is logged, terminates a string of consecutive safe flights, and restarts the collllt of consecutive safe flights at zero.
APA SAFE PILOT AWARD
AWARD BRONZE AWARD SILVER AWARD GOLD AWARD 1STDIAMOND 2ND DIAMOND 3RD DIAMOND 4TH DIAMOND 5TH DIAMOND
ASSOCIATION,
Instructions For Applying For The USHGA Safe Pilot Award 1. Complete the applicant's statement on the reverse of this form, listing your name, the award for which you are applying, and the date of the first flight which qualify you for this award. 2. After completing the applicant's statement, have three APA members who have known you personally during the time period shown on your application, examine your log book for the period shown on the application, read the instructions below, and sign the witnessing statement. 3. Submit this application and your log book to an APA director for review and approval. The director will mail the application to headquarters for processing.
Instructions To The APA Director Read carefully the applicant's statement in application for the APA safe pilot award, verify the witnesses signatures, and examine the applicant's log book for the period indicated in the application. Your signature on this form is the final approval for the applicant to receive the award indicated; do not approve the application if you do not feel the pilot qualifies. If you decline to approve the application, sign it and send it directly to the APA headquarters. If you decline to approve the application, please make a brief written statement of your reasons for non-approval. Forward a copy of the application and your statement to the APA headquarters, and return the original application and your original statement to the applicant. The applicant will then have the right to apply for the award on an "appeal basis" directly to the USHGA safety and training committee.
INSTRUCTIONS TO WITNESSES Read carefully the applicant's statement in application for the APA safe pilot award, and examine the applicant's log book for the period indicated in the application. Your signature on this form represents your statement that you believe the applicant does in
r---------------------------------------~-----------------------------------------------------------------------------·c•-a APA SAFE PILOT AWARD APPLICATION APPLICANT'S STATEMENT
..''' ' '' '
(Read Instructions Above)
- - - - - - - - - - - - - - - - - - - - - - - - - - - - · do hereby apply for the APA Safe Pilot Award, at the _ _ _ _ _ _ _ _ _ _ _ _ _ _ level, based on my having logged _ _ _ _ _ _ _ consecutive safe flights during the period between _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ a n d - - - - - - - - - - - - · I certify that during the period of time shown above, I flew in
'
'' '' ''' '' ' ''
a safe manner, I logged every paraglider flight I made, and I did not incur any injury as a result of paragliding which required (or which to a prudent person would clearly indicate the need for) treatment by a licensed medical professional.
Applicant's Signature _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
Date - - - - - - - - - -
WITNESSING MEMBER'S STATEMENT (Read instructions abovs. Three APA member signatures required.)
I certify that I have personally known the above named applicant during the period of time stated on this application, that I have examined his log book which lists the flights indicated for the time period indicated on this application, and that to the best of my knowledge the applicant's statements on this application qualifying him for the APA Safe Pilot Award are true.
(Member Signature/Printed Name• APA#• Date
(Member Signature/Printed Name• APA#• Date
(Member Signature/Printed Name• APA#• Date
APA DIRECTOR'S STATEMENT ( Read Instruction Above)
- - - - - - - - - - - - - - - - - - - - - - - - - - - - , certify that I am current! a APA Regional, At Large, or Executive Director, and that I have examined the log book of the above named applicant for the period shown above on this application. I believe that the statements made on this application qualifying this applicant for thje award indicated are true, and I submit this application with approval for the award indicated. Director's Sgnature - - - - - - - - - - - - - - - - - - - - - - - - -
Date - - - - - - - - - - -
'
l------------------------------------------------------------------------------------------------------------------------_J PAGE 26 • PARAGLIDING, THE MAGAZINE
School Name:
Contact:
Address:
Cit~, Sts1te, Zig:
Golden Eagle Paragliding Robert French Adventure Wings Alaska Paragliding
Bruce M. Hamler Robert French Alan Chuculate Jack Kreinheder Helmut Walder Kari Castle Brian Porter Scott A. Amy Ken Baier Scott Gressitt Marcus Salvemini Mark Wright Christian Walk Norma Jean Joe Gluzinski Jr. Don Mills Robert I. McKenzie Marc Balzac Cary D. Mendes Ed Stein Michael W. Meier Robert M. Pelletier Ken Wayne deRussy Ed Pitman Colin C. Perry Bob England Glenn G. Derouin Jan Stenstadvold Dave Whaley Granger Banks Ronald 0. Wilkinson Circ Toepel Robert R. Wardlow Steve Byers Hans Hub BUI F~er Dale Covington Roger G. Coxon Jeffrey T. Nicolay John Bouchard Ray Leonard Samuel W. Nowling Patrick Sugrue Phil Pohl Markus W. lndermaur Nancy Jo Stanford
500 W. 42nd Ave 685 Birch St. Box 83305 9850 Nine Mile Creek Rd Amening 1 85 B 2298 Baskerville 121 Solano Dr 15 Seaview Dr 564 San Dieguito Dr 639 Camino el Dorado 2 800 Torrey Pines Scenic Dr 14080 HWY 215 23229 Hamlock Ave Apt# 12 488 Manor Plaza PO Box 353 17591 Yellow Pine Rd 4231 Sepulveda 8911 Complex Dr. #E 1271 Aw. Floribunda 630 N. San Mateo Dr 13381 Bow Place 1202 'M' E Walnut 613 N. Milpas St PO Box 188 1431 2 Edgemont Acres 1 2701 Gridley St. Box 2662 PO Box 1936 5311 Western Ave 770 Morgan Dr 3509 Summer Breeze Dr 29007 Richmond Hill Rd PO Box 1871 PO Box 213 Box 1094 1509 E 8th St PO Box 7843 PO Box 1839 RFD2 Box 109 PO Box 1100 3 680 Research Way PO Box 782 1 770 N. Green Valley Pkway, Apt PO Box 812 Hintergasse 14 12602 Andromeda Cove 1 2602 Andromeda Cove 13252 Kerrville Folkway 12006·6 Arrowwood Dr 2955 North 400 W #2105 715 E. 3900 S. #109 3314W. 11400S. 3314 w. 11400 PO Box 4
Anchorage Anchorage Fairbanks Juneau A-6233 Kramsach Bishop Brisbane Daly City Encinitas Encinitas La Jolla Moreno Valley Moreno Valley
Awesome Air Pro-Flight AJ~unkies Skydance Paraglding Co of Southern Cal. Alrtek Torrey Pines Performance Designs Paragliding School Performance Designs Paragliding School Chandelle San Francisco, Inc. Air America Paragliding Ed Pitman's Paragliding School High Adventure Compact Wings
Hang Glider & Paraglider Emporium Ed Pitman's Paragliding School A Place of Wings Aerial Action Rocky Mountain Paragliding Aspen Paragliding Parasoft Paragliding School Eagle's Nest School of Hang Sky Oimbers Peak Performance Paraglider Peak Performance Paragliding Sun Valley-Ketchum Paragliding School Traverse City Hang Gllder/Paraglider Big Sky Kitty Hawk Kites Morningside Flight Park Adventure Sports Inc. Sierra Paragliding British School of Paragliding Sky Hook Sports Hill Country Paragliding Hill Country Paragliding Texas Paragliding Inc. Texas Paragliding Inc. Kory Branham Above & Beyond Above & Beyond North American Paragliding
Marie K. Osowski Charles Fontenot Richard D. Johnson Chuck Smith Dr. Kory Branham Fred Stockwell Claudia Stockwell Michael E. Eberle
s.
PacWica Perris Redding San Bernardino San Diego San Jacinto San Mateo Santa Ana Santa Ana Santa Barbara Shasta Sonora Sylmar Canmore Alberta Basalt Boulder Boulder Colorado Springs Conifer Crested Butte Crested Butte Sun Valley Traverse City Missoula Nags Head Claremont North Conway Carson City Carson City Henderson Bend CH-8640 Rapperswil Austin Austin Austin Austin Lat tone Salt Lake City South Jordan South Jordan Ellensburg
Phone: AK AK AK AK Austria CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA Canada
co co co co co co co D Ml MT NC NH NH
11W 11W 11W OR Switzerland TX TX TX TX UT UT UT UT WA
99503 99501 99708 99801
(907) 563-4359 (907) 277-9420 (907) 455-6379 (907) 586-2465
93546 94005 94015 92024 92024 92037 92553 92557 94044 92572 96003 92404 92123 92583 94401 92705 92701 93103 96087 85370 91342 TOL-0 81621 80301 80303 80918 80433 81224 81224 83353 49684 59807 27959 03743 03860 89706 89702 89014 97709
(619) 872-2087 (415) 467-2383 ( 415) 992-7369 (619) 753-2664 (619) 632-7762 (619) 452-3203 (714) 697-4466
78727 78727 7872978727 84041 84107 84065 84065 98926
(415) 359-6800 (714) 943-8664 (916) 275-4535 (714) 883-8488 (619) 277-8425 (714) 654-8559 ( 41 5) 343-0300 (714) 547-1344 (714) 542-7444 (805) 965-3733 (916) 245-0736 (209) 536-1940 ( 403) 678-4973 (303) 927-3258 (303) 440-0803 (303) 494-2820 (719) 594-0498 (303) 838-2655 (303) 349-6384 (303) 349-5961 (208) 726-4774 (616) 922-2844 (406) 728-2876 (919) 441-4124 (603) 542-4416 (603) 356-3853 (702) 883-7070 (702) 887-9022 (702) 896-6000 (503) 389-4086 055-27 71 59 (512) 832-051 6 (512) 832-0516 (512) 335-4837 (512) 873-7131 (801) 776-5383 (801) 268-8090 9801) 254-7455 (801) 254-7455 (509) 925-5565
The following instructors, directors, and members signed up new members in the period of January 1, 1992 to February 29, 1992. Mike Eberle, North American Paragliding ........................... 1 o Marcus Salvemini, Airtek Torrey Pines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 ............. 3 Jan Stenstadvold, Aspen Paragliding . . . . . . . . . . . . . Steve Byers, Peak Performance Paragliding . . . . . . . . . . . . . . . . . . . . . . . . . 3 Granger Banks, Parasoft Paragliding School... . . . . 2 Mark Wright, Performance Designs Paragliding . . .......... 2 Hans Hub, Sun Valley-Ketchum Paragliding School Bruce Hammier, Golden Eagle Paragliding ...... . Tony Domenico, Performance Designs Paragliding
Kevin Arends, , Oregon Paragliding Association ..................... . Dale Covington, Big Sky ........................................ . Scott Gressitt, ................................................ . Patrick Sugrue, Skydance Paragliding of Southern California .......... . A. Greer, Denver .............................................. . Marc Chirico, Parapente USA ................................... . Mike Meier, Santa Ana ......................................... . Bill Fifer, Traverese City Hang Gliding/Paragliding ................... .
PAGE 27 • PARAGLIDING, THE MAGAZINE
PARAGLIDING,
Bob's flight at Brown's Station Plioto by: Jeffery Lyons
PAGE 28 • PARAGLIDING , THE MAGAZINE
THE
MAGAZINE
PARAGLIDING,
THE
MAGAZINE
Gen roo Penguin
Bird's Eye View Of Antarctica by Bob Schick
ost of us have read books or seen a program on the wonders of Antarctica. Well, let me tell you firsthand, nothing comes close to the real thing. To experience the Antarctica is to see more than just ice and penguins. It's to be overwhelmed by the vast isolation, the pristine beauty, the immense bergs that make the mind wonder of their origin, the mere fact that man is here and has not ruined everything is in itself a miracle. How such a fragile, yet hostile, environment can exist without exploitation is truly a sign that maybe man can co-habitate with Mother Nature. Before I get too philosophical, let me share a few facts about the "ice" that I learned on my recent adventure.
M
Exploration The Norwegian explorer, Roald Amundson, was the first to reach the South Pole and return. He achieved this great feat in 1911 against the harsh climate and the life barn environment. He brought all his men back safe. His competitor, Captain Robert Scott, the British explorer, PAGE 29 • PARAGLIDING , THE MAGAZINE
PARAGLIDING,
THE
MAGAZINE
BIRD'S EYE VIEW (cont.)
did not fair so well. He and his men reached the pole to find only Amundson's flag. In defeat, they began the return journey they never made it back.
-
Physical Description Of Antarctica An ice sheet covers all but 2.4 percent of Antarctica's 5.4 million square miles. At its thickest point the sheet is 15,670 feet deep - almost 3 miles. It averages 7,090 feet thick, making Antarctica the highest continent. This ice is 90 percent of all the world's ice and it is 70 percent of all the world's fresh water. Surrounding Antarctica are the southern parts of the Pacific, the Atlantic, and the Indian Oceans. The Antarctica Convergence, which encircles Antarctica roughly a thousand miles off the coast, divides the cold southern water masses and the warmer northern waters. An ocean current, the world's largest, moves eastward around the continent at an average speed of about half a knot. Sea ice up to 10 feet thick forms outward from the continent in the winter, making a belt of 300 to 1,000 miles wide. Even in the summer the sea ice belt is 100 to 400 miles wide in most places. The area of sea ice varies from 1 million square miles in summer to 8 million square miles in winter. Antarctica is the coldest continent. The world's record low temperature of -128.6F was recorded there. The mean annual temperature of the interior is -70F. The coast is warmer. Monthly means at McMurdo Station range from -18F in August to 27F in January. Along the Antarctica Peninsula, temperatures as high as 59F have been recorded. Some coasts of Antarctica are the windiest places in the world. Winds on the Adelie Coast in the winter of 191213 averaged 40 miles an hour 64 percent of the time and gusts have been recorded at nearly 200 miles per hour. PAGE 30 • PARAGLIDING. THE MAGAZINE
_, M.S. llliria
The interior of Antarctica is the world's biggest desert with the precipitation (ifit were melted) averaging to 2 inches of water a year. The most prominent feature of Antarctica and especially the Antarctica Peninsula is its beautiful icecovered landscape. Towering cathedral-sized icebergs drift slowly on the ocean currents. Seals and penguins drift by on low ice floes. The glaciers turn fantastic colors ofblue as they weather and age. Although the largest land animal of the Antarctic continent is a wingless fly, the sea is enormously rich with life. Perhaps 33 million seals and 100 million seabirds thrive in the Southern Ocean, including albatross, petrels, storm-petrels, fulmars, skuas, cormorants, gulls, terns, sheathbills and penguins. At the base of the food chain is phytoplankton and the vast number of krill which it supports. This shrimp-like crustacean is the food staple of most of the Antarctic fauna including an estimated 500,000 whales which are recovering under the protection they are now offered.
international Geophysical Year, the Treaty states: below 60 degrees south all nations shall share scientific information; that there shall be no military measures nor weapons testing, nuclear explosions or waste disposal; that there shall be free movement and inspection among various nationals working in the Antarctic and that these countries shall take measures to further the Treaty's principles. When the Treaty was first ratified there were 12 signatory nations. In 1990 another 13 nations were admitted into the Treaty and at the present time there are a total of39 Antarctic Treaty nations representing two-thirds of the world's population. An interesting point is that no one nation claims Antarctica and no one nation can impose its laws on another. In my mind the Treaty is a Gentleman's Agreement to further science, education and communication between world countries. Sort of a natural United Nations?
Antarctic Treaty
Now that I've gotten you interested, let me share with you my excellent adventure.
The land below 60 degrees south has been protected by a simple document since June 23, 1961 - the Antarctic Treaty. Born of the 1957-58
It all began in November 1991. My grandmother, who is 90 years young having been to the Arctic, all over the world and has been hang
'91 U.S. COMPETITIONS World Paragliding APA Rocky Mtn. Speed Races Regionals Torrey Pines, CA. Sun Valley, ID.
APA Dino-soar APA National Championship Regionals Dinosaur, CO. Owens Valley, CA.
3Greg Smith 1. Gire Toepel 2. Andrea Kuhn 4Mnch McAleer 4Marcus Salvemini 5Chuck Smnh 5Tony Domenico 6Gire Toepel 6Fred Lawley 7Ed Pitman 8Terry Hawkins 10 Mitch McAleer
1Chuck Smith 2Greg Smnh 3Gire Toepel
1Mnch McAleer 3Cary Mendes 7Chuck Smnh 10 Greg Smith
I
All PIiots listed flew UP K
A year of innovation continues with UP International. Several of the new features on the Stellar and Katana include, modified lower surface attachment points stitched internally with Mylar reinforcement, for reduced drag. A new line geometry and repositioned brakes increase performance, handling, and security. The use of Carrington aircloth insures vibrant colors, excellent durability and the finest UV resistance available today. Introduction of the newly designed Jazz completes this years fleet of gliders. Designed to meet the demands of new parapilots, the user friendly characteristics, help ones introduction to flight be an exciting and secure one. Contact UP or your local dealer for more information about 1992 UP paragliders. Photography John Heiney • P8ot Mike Haley
BIRD'S EYE VIEW (cont.)
gliding with me, (another story) asked me if I'd like to go to the South Pole. I jumped at the idea. My wife thought, great, let's go someplace colder than Utah in the winter; real fun! We were to fly to Buenos Aires then to Ushuaia, and board the ship (100 passenger), then on to the South Pole. Boy, this sounded great! I sent in the pi,perwork and, just for laughs, asked if I could take my paraglider along and maybe fly in the Antarctica. Well, the wonderful agent at Travel Dynamics, Laura Feterholf, telexed the Illiria (at sea) to request permission from the captain. A few days later she phoned me and low and behold he had said okay, but he gets to decide if conditions will allow a safe flight. Great, let's pack! Not to bore you with details, we met our tour managers, Chris Pierce and Jane Hammond, in Miami and flew to Buenos Aires. There we had two wonderful and knowledgeable hosts, Donald and Margaretta. They gave us a grand tour of their beautiful city then sent us on our way to Ushuaia, the southern most city in South America. Flying into Ushuaia was in itself an adventure. You come in on final approach facing water - the runway is 3,000 feet long, and you're landing in the rotor from the Andes. What a ride! We boarded the Illiria and set sail for the Antarctic continent via the Drake passage. We spent the next 2 1/2 - 3 days navigating the infamous Drake passage, noted for its sudden changes in weather and seas, it didn't disappoint us. We had swells that made the ship bob around like a co:rk in a rough lake. The winds we:re constant and created perfect soaring conditions for the wandering albatross and giant petrels that seemed to guide us along. These birds exhibited incredible control and agility. Their skills easily outPAGE 32 • PARAGLIDING, THE MAGAZINE
matched our high tech ai:rc:raft, avionics systems. This time at sea allowed me to study up on the winds and weather I would be attempting to fly in. What I learned scared me. The winds are catabatic on the continent. They are swift and they change almost instantaneous. This information didn't help me plan a flight. It almost convinced me to cancel trying to fly. I spent time with the ship's ice master, Pieter Lenie. He thought I was crazy to even want to fly. He and the expedition leader, Darrell Schoeling, thought I wanted to be towed behind the ship or a zodiac. After I showed them Paragliding, The Magazine and they read the article on the nationals, they were even more concerned that I would launch and get sucked up and away into some glacier o:r crevasse, but I assured them that I wouldn't be the:rmalling to 16,000 ft.
The First Big Day: January 19, 1992 at 9:15 p,m, Our first zodiac landing was to be on King George Island in the South Shetland Archipelago - we were going to visit a Polish :research station Artowski - and a chinstrap penguin :rookery - I was having dinner with Margo and my grandma. Margo was telling Chris (tour manager) about my hopes of flying. Chris left the table and returned a few minutes later. He said that the scout zodiac was leaving and if I wanted a chance to fly, I had better be on it. In total disbelief I scrambled to my cabin, got my glider, and headed ashore. AB we were approaching the landing area I was busy looking at this huge cliff face behind the station. The wind, 10 -15 constant, seemed to be straight up its face. Once we were ashore Darrell (expedition leader) and I went up to the station and
asked if I could fly off the hill. The scientists, in disbelief and laughing said, "Sure, go ahead". I was off. As I climbed the hill I made certain of every footstep so as not to disturb the mosses/lichen that take hundreds of years to grow. I rolled out my Katana, did a pre-flight - checked the conditions. All of a sudden there were two skuas diving at me. Skuas are a predatory bird that become very hostile when you a:re near their territory. One Skua tried to land on my canopy as I was ready to reverse launch. Rather than pack up, I launched and climbed 300 ft. quick. I was soaring with a gaggle of skuas (200+ ). Now that I was airborne, they didn't seem to mind my presence. In fact, I thermalled with them in tight formation. AB far as the eyes could see behind me was ice. In front of me, ice and water. I kept climbing up to 1,000 AGL. The wind line on the water seemed to be getting stronger so I flew out over the water to come down a bit. The view - incredible!! I flew for 30 minutes then landed on this little strip of beach (thermal generator). I'd done it!! I was the first person to soar below 60 degrees south latitude. I was in heaven to have flown (powerless) where no one had before and with the locals, too (skuas)! I returned to the ship and, of course, had tons of questions thrown at me. Some people liked watching, some didn't like the idea at all - only because they don't want to see tourists exploit the area. I assured a few of these people that there a:re better (warmer) places to fly and they needn't worry. I was told by Christo (staff captain) that in a day we would have a zodiac landing on the continent itself. He said, "You will fly?" I said, "Maybe, it depends on the conditions." He said, "No, you don't understand. I'm not asking. It's an
BIRD'S EYE VIEW (cont.)
ORDER! you will fly"
The First Powerless Flight On Antarctica January 21, 1992, 5:00 pm.
the top and WOW!! The wind was blowing 5 - 10 over the back (the back of the cliff dropped to the water) This would really be a restricted LIZ water all around, wind direction 36011 at 5 - 10 mph. Oh boy!
We approached Brown Station at Paradise Bay at 4:30 pm. Brown Station is an Argentine research station. As we approached, I went up to the bridge to check the wind speed and direction - it was coming off shore (catabatic). Things didn't look good for a flight. The landing announcement was given and we prepared to board the zodiacs. I went and got my glider just in case the wind switched while we were ashore. Once ashore, I looked around and decided to climb this 400 ft. hill and see what was happening. Chris (the tour manger) accompanied me up the hill. In fact, he carried the glider. Cool, huh? We got to
Three of my shipmates climbed the hill to assist me. I instructed them to hold the canopy at the I1E corners and to yell when they didn't feel the wind on their necks. When I yell clear, let go. I heard one, two yells, I cleared then ran like hell, the canopy only half inflated, I kept running (towards the water). Success! I was airborne. I flew straight out over this crevasse over the water, looked back at the windsock, turned 1802 and did a downwind uphill landing to the cheers ofmy Yale and Harvard shipmates. I posed for a couple of photos then bagged up the canopy. We spent an hour out cruising the bay, checking out the awe
inspiring ice scape. Then returned to the ship. The rest of the trip was plagued with bad weather so we never got another Antarctic landing. Oh, well, I'm ecstatic! I've been and flown in Antarctica. What a story for the grandkids. The experience I shared with all my other shipmates will not soon be forgotten as I hope the future of Antarctica won't be. NOTE: In October 1991 a 50 year moratorium was placed on all mineral exploration in the Antarctic. This is a step in the right direction. Special than/cs to: the crew of the IlliriR - you're great! The staff of Travel Dynamics, especially Chris. THANKS!
All the passengers who sent me photos. Thank you.
PDPI Pilot Information Bulletin Number 1
Paraglider Suspension Lines There has been II lot or discussion lately about the strength and durability of the suspension lines and suspension line materials used in modem paragllders. Just to set the record straight Performance Designs uses lines constructed or 100% Spectra, a patented, high strength, long lasting material that has no equal in providing the ultimate In strength and durability. High strength, virtually no stretch (line stretch results In losing the true, designed-in shape or a canopy - with a resulting loss In performance) and high durability all which means you, the pilot, has one less thing to worry about.
In the last year and a hair PDPI (which, as of fourth quarter 1991 official APA statistics distributes the number one selling brand of paragllder - the Excalibur - in the United States) has sold hundreds and hundreds ofparagliders equipped with Spectra lines. Of all or these Excalibur gilders the PDPI loft has only replaced a single broken line that was reported to have caught on a rock. Our loft has also only replaced the entire line set on a single paraglider. This particular glider was used extensively for towing and the lines were replaced because the owner was used to regularly replacing the lines on the other brands of paragliders he uses for towing.
INTEGRITY . Products you can trust from the people at PDP/ Performance Designs Paragliding, Inc.
Phone
425 Rider :Street Suite BS, Perris CA 92571
FAX
O
714 .. 657 .. 2664 714 .. 657 .. 4062 PAGE 33 • PARAGLIDING, THE MAGAZINE
First Principles by Michael Robertson
n the beginning, people didn't fly. People didn't even exist. First came low life, then the feathered wonders. Finally people showed up and since then they dreamed of being bird-like. Now, a few scant millennia later we have it, free flight. Unbelievable! My personal goals of flight have been accomplished beyond my wildest dreams. Sitting here after twenty years teaching hangliding full time, and now getting started in paragliding, I sometimes have to pinch myself to believe we've come so far; as people and as skysailors. Fantastic! Parapente is both an exciting new way to enter the air, and a recycling of what we did in the beginning. Hopefully we can take the best of what is new and combine it with lessons we learned the "hard" way. My area of expertise is teaching, especially risk management thoery and practise. After many years of plugging the USHGA has just decided to require the RCR"' system for all ICP's. I have a feeling these techniques may be even more important for your fledgling flyers' training, in paragliding. But let's back up to first principles. Why are we teaching pargliding? Other than fun and profit, it's to keep people from hurting themselves. What is the main cause of accidents? Close to 90% of all aviation crashes are attributed to pilot error or poor judgement. So how can we responsibly teach someone to fly without addressing good decision making skills? We can't! Especially a sport that is so easy to learn and that is PAGE 34 • PARAGLIDING, THE MAGAZINE
often not respected because of experience in some other area of aviation. Familiarity can breed contempt (or at least disrespect). I believe that widespread adoption of the RCR system could dramatically reduce accidents by increasing respect and instilling good judgement. Recent studies in France, Australia and the U.S. show that good judgement can and should be taught to all aviators. On this my 20th anniversary as a fulltime professional hangliding, and now paragliding instructor, I am determined to help others see the value of the RCR system. There are several reasons schools resist teaching thorough theory. Some are better than others, all can be overcome. Ultimately, teaching full courses is more profitable, more satisfying and safer than per day lessons. In order for the public to respect us and our art they need an equal measure of "mental" classroom time to balance their "physical" flying time. Theory has another virtue .. .it hardly ever rains or blows too hard in the classroom! This, plus the high pupil/teacher ratio, make group lectures more profitable. Profit and liability limitation are high on the list of reasons for using the RCR or similar system from a professioal point of view, but from the simple practical viewpoint it is a way to instill respect in ourselves and others, and feel better about what we're doing. A whole new class of "serious" students is then attracted. More than preventing flying acci-
dents, it is my firm conviction that the risk management skills we learn as responsible pilots make us safer drivers, swimmers, bathers and cooks (the bathroom and kitchen are the two most dangerous rooms in the house - diving into shallow water is a common cause of paralysis). I will not be satisfied until we shine our image to the point that parents and wives (& husbands) send their loved ones to us to learn how to be careful; to learn how to listen to the intuitive whisperings of their hearts which are never wrong ... Safety is a book not a word, an attitude more than an action; it is a practised pattern not a single step, awareness of a broad perspective and attention to fine detail. Safety is confident and positive yet humble and sensitive. Safety demands respect and it costs time and money; it also pays and saves. Safety will sell in the '90s. Don't sell us short. If you want to discuss this stuff or if you would like me to come to your area to speak and/or teach with or without you I am available and committed to sharing and expanding these topics. If you would like to come here to sit in on our classes, you are welcome. I will be pleased to accept any instructor, according their experience, to assist us here while learning the care and feeding of the RCR system. Call or write for dates RR #5 Claremont, ON L1 Y 1A2, Canada 416 294 2526. ie. • Robertson's Charts of Reliability
See Ken Carey Return of the Bird Tribes publisher Harper Collins
High Performance Paragliding • • • As easy as One Two Three !
or... Two Two Three!
or... One Two One!
Steve Pearson pulls up the Wills Wing AT 123 Photo by Mike Meier Helmul Walder soars the Wills Wing AT 223 Pholo by Aki Kibe Linda Meier flies lhe Wills Wing AT 121 Photo by Mike Meier
or... Two Two Five! or... One Two Five! or ...
Will s 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, wh ile retainSPECIFICATIONS ing the forgiving stability and recovery characteristics that Model AT 121 AT 123 AT 125 inspire your confidence as an advancing pilot. Span 27 .2 ft 30 ft 32 .9 ft Area 257 sq ft 282 sq ft 315 sq ft Th e Wills Wing AT SERIES TWO paragliders offer a A.A. 2.9 3.2 3.4 competitive level of soaring and cross country performance Weight 13.2 lbs . 14.3 lbs . 15.4 lbs . for the advanced (APA I USHGA Class II ) pilot in a well Cells 23 21 25 mannered Level Two canopy that is a joy to fly l (AT 223 and 120 - 155 165 - 210 Pilot Wt. 185 - 240 225) Class 1 Pilot Rating Class 1 Class 1 All Wills Wing paragl ider models are tested to SHV ce rtification standards prior to shipment of the first production AT225 Model AT223 unit, and each canopy is manufactured of the finest mateSpan 31 .3 ft 34 .2 ft rials , carefully inspected , line tested , line spec'd, and fac Area 255 sq ft 282 sq ft tory test flown prior to shipment to the dealer for delivery to A.R. 4.1 3.8 the customer. Wills Wing paragliders are backed up by Wills Weight 16.5 lbs . 15.4 lbs . Wing's eighteen years of experience in serving the needs of Cells 25 23 foot launched soaring pilots throughout the world. Contact 165 - 220 Pilot Wt . 130 - 200 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, 9270 1 • Phone (714) 547 1344 • FAX (7 14) 547 0972
Dealer Inquiries Invited
NEWS
AND
NOTEWORTHY '
Photo by Dan Finucanie
Pacific Airwave In November 1991, Scott Amy became the official Airwave representative and factory pilot. He is based on the west coast, in Salinas, California. Scott will be attending many competitions and fly-ins to let pilots demo the Airwave gliders. Black Magic is for beginners, Taboo is for intermediate pilots, and Voodoo is a high performance top range glider. All three gliders carry DHV and ACPULS ratings, and come in a variety of colors. Airwave is known for their customer service and support. Pacific Airwave in Salinas, California offers annual canopy inspection and repairs. Scott is an APA certified instructor, and together they are a full service shop and school. You can met Scott Amy and fly an Airwave Demo at the Torrey Air Races, Miriam Crater Fly-in, Lake Elsinore X-C or Whaleback meet. Call to schedule a demo. You owe it to yourself. Pacific Airwave (408) 422-2299.
UP International UP announced that Greg Smith has left the company to pursue other interests. Greg was the general Manager of UP's U.S. Paragliding division since July of 1990. During the time Greg was employed by UP, the company introduced the very successful Katana and the Stellar models into the U.S. market. According to Dave Stettler, Director of UP International, "Greg has played an important role since he joined UP, and we wish him success and happiness in his future endeavors."
thiness to which our products and others have been designed . This has resulted in adding a x2 wear and tear factor to our own calculation for long term safety. In layman terms, this means doubling the overall strength, without detracting from the canopies performance and stability. All paragliders now being sold by us take this factor into account. Please look for the x2 stamp on your paraglider. Harley has now taken the lead in this matter, but think that all manufacturers should take this extra factor into account. All other U.K. manufacturers will be contacted as this is not an area of competition. We are so convinced of our findings that Harley is inviting the recall for all Free Spirits and Contrails to be modified free of charge. Please contact your local dealer or us direct for information.
Grand Opening New Site
Safety Bu lie tin Free Spirit The constant monitoring of our products in use by our Design Team has shown that there is a possibility that under extreme conditions, some lines on the Free Spirit may break. This information has been brought to our attention by uncovering a possible shortfall in the design criteria as laid down by the Gutiesegel, Acfpuls and the U.K. AirworPAGE 36 • PARAGLIDING, THE MAGAZINE
Dates: May 30 & 31, 1992 "Cobble Hill Paragliding Spectaculars". I am inviting Manufacturer's representatives to come up. John Bouchard will attend for ITV. Wills Wing will send Paul Voight from Ellenville. Jeff Nicoley will come up from Morningside. Chuck Smith from UP is considering our invitation as well. I would like to invite pilots from the New Jersey, New York, Baltimore and Washington, D.C. areas as well.
We have produced 200 posters from a picture of two ITV pilots John Bouchard supplied me. We will post them all over Chittenden County to invite the public to view the demonstrations and plan to get TV coverage of the event. We expect at least a couple of hundred people on Saturday, and if conditions are right and we set _.;ood TV coverage, possibly thousands on Sunday. We expanded our plans because I suddenly realized that I could raise the money from this. I have an opportunity to pick up a ten acre site on the south side of the Cobble in June for $10,000. That site would be the primary landing site on the south side once the trees are cleared. So I have a big interest in raising as much cash as I can by mid-June and we just decided this event may be the way to do that. We will run a fun and safe paragliding "competition" with a pylon course and spot landing points over the two day event. Pilots will be assigned points for safe and precise flying. We will offer a first place prize of $100, a second place prize of $50 and a third place prize of $25. This will allow us to "focus" the spectators attention on activities on the northwest face and on the landing site. We will have a public address system to announce pilots and explain paragliding to the crowd. There will be a $10.00 entry fee for the pilots in the competition, but otherwise flying and rides up the hill will be free for the weekend .
11ar;o If· Prete/ Pretel Varlometera will help you reach a higher level of soaring proficiency at a lower level of price! Because, until August 31, 1992, we are offering the Pretel V-4 and V-6 Varlometem at a 20% savings! This incredibly simple numerical/digital system combines 1-button/functlon slmpllclty with accuracy and dependability! V-4 VARIOMETER Vertical Speed with Dual Readings Numerical display from -1948'/min lo +1948' lo within 20'/min 360 • Clockface display from -984' to +984'/min to within 40'/min Ascending Sound · Modulated up to 492'/mln, then continuous ALTIMETER · Numerical display from -830' to +19,990'
V 4 and vs Two-year Limited Warranty Temperature compensated Operating temperature -13' to +130' F Sound alarm at ±984'/min Shockproof case Up to 3 fastening systems Adjustments memorization Sound and battery indicators Dimensions: 3.88" x 2.5" x 1.5" Weight: 7 oz (w/9-voll battery)
Plus, the V-6 offers: VARIOMETER Vertical Speed with Dual Reading · Numerical display from -3000' to +3000'/min to within 20'/min · 360 • Clockface display from -1000' to +1000'/min to within 40'/min Maximum Climb Rate Achieved Ascending Sound · Modulated up to 700'/mln, then continuous · 4 conf1guratlom1 can be programmed ALTIMETER · Numerical display from -630' to +32,800' · Maximum altitude achieved Altitude Variation · Numerical display from -630' to +32,800' Zero Ground · Displays altitude difference between landing and take-off sites CHRONOMETER · Chronometer up to 100 hours, by the minute Cumulative airtime PRESSURE AT SEA LEVEL MEMORIZATION OF MAXIMUM ALTITUDE, SPEED AND TIME OF FLIGHT
•···SIJggestefRetail Price: Sale Price: $431.20. $.53~.oo•.. .$599.()() .•. .• $419.20
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TO ORDER AND
IMMEDIATElY SAVE I CALL:
Suunto USA
Aspen Expedltlons/P11raglldlng
2151 las Palmas Drive Carlsbad, California 92009 619-931-6788 / 800-543-9124
Dick Jackson 303-927-4524
"
l),fl. IICO's Dear Dr. Rico, I can't say enough good things about my LIFT BACK. It saves wear and tear on my back. Before, !could never fly more than 1/2 hour without killer pain in my back. Now, with my LIFT BACK supporting me, I can easily have a 1-1/2 hour flight with no problem. That's goood news! Talk about a back saver story, I blew a launch at South Fork and landed hard flat on my back. The harness was trashed by Manzanita spikes which would have punctured my body, lift back saved me. In fact, LIFT BACK has saved me more than once.
• Back comfort & protection for paragliders. • Designoo vy Pilot/Orthopedic Chiropractor of California.
John Yates Pro Design Director, Shasta Safety Clinic
• Installs i11 minutes to any harness. • Fully adjustable to any siz.e pilot. • Can be use,d in car seat.
U.S./lnt'I Patents Pending 100% Satisfaction Guaranteed Dealer Inquiries Invited
To order send check/money order/C.O.D. to: LIFT BACK 9 Garden Way, larkspur, CA 94939 Tel. 415/927-2831 • Fax: 415/924-3817
LIFT BACK (Qty.) _ _ __ 6% sales tax (CA residents) Shipping/Handling
@ $105.00 @$7.61 @$5.00
(one size fi1s all)
TOTAL
PAGE 37 • PARAGLIDING, THE MAGAZINE
NEWS AND NOTEWORTHY (cont)
We will make our money on the spectators who will pay $2.00 for admission and $2.00 to park their cars on the site. We will also sell food and t-shirts to raise funds. Organized by Rick Sharp (802) 864-7490.
2nd Annual Lilienthal Meet Point Sal, California August 8-9, 1992. Fun fly-in for beginner and advanced pilots. Free camping and t-shirts. The meet will be held August 8-9, Point Sal, Gaudalupe Sand Dunes. Fee is $40.00. Please contact the Santa Barbara Hang Gliding and Paragliding Center at (805) 962-8999.
and mountain ranges that can be easily contacted off the top of your tow flight. Come and join our club. It is free to join. All APA members are welcome. Last, we would like to apologize for any inconvenience caused by our address and telephone number being wrong in advertisements for Pago Jet and Harley chutes over the last two or three months. Our correct address, telephone, and fax number is: Patrick Sugrue, British School of Paragliding, 1770 N. Green Valley Parkway, #4134, Henderson, Nevada 89014, Tel no:(702) 896-6000; fax:(702) 896-6022.
Whaleback and Shasta Valley Fly-in Dates: July 24, 25, 26
New Zealand Hang Gliding & Paragliding Safari
Location: Weed, CA (Shasta Valley is on the north side of Mt. Shasta) Sponsored by: Northern California Paragliding Club. Contact: John Yates
Jan. 15m29, 1993 Beginner to advanced skill levels. Limited group size. For information contact the Santa Barbara Hang Gliding and Paragliding Center at (805) 962-8999.
Schedule For Advanced Maneuvers And Safety Clinics Shasta lake Safety Site
las Vegas Paragliding School British School of Paragliding The BSP is running a paragliding school in Las Vegas. We have some excellent training sites and so far most of the flying has been beginner /student oriented but the regular pilots n town are demanding serious flying and we are now providing it. BSP has been towing in the UK for years and now we are towing to 2,000 feet AGL in Las Vegas. Conditions here are extremely good with cloud streets forming. 1 or 2 pilots in town have been doing some thermal flights and cross country potential is excellent. If you know how to tow come along and sky out. Tows are $5 each. 1,500 feet guaranteed. If you do not know how to tow we can teach you in one day. There are also ridge soaring sites PAGE 38 • PARAGLIDING, THE MAGAZINE
Cost: $300. All transportation and lunches included.
Safety Clinic #1 June 12, 13, 14 Organizer: John Yates Instructors: Greg Smith, Pat Blackburn, Jim Yates Sponsored by: Pro Design & Edel
Safety Clinic #2: July 17, 18, 19 Instructors: Greg Smith, Pat Blackbum, Jim Yates Sponsored by: Pro Design & Edel
Safety Clinic #3: August 7, 8, 9 Instructors: Greg Smith, Pat Blackburn, Jim Yates Sponsored by: Northern California Paragliding Club - Benefit for Northern California Site Improvement Fund.
Safety Clinic #4: September 11, 12, 13
Instructors: Stefan Stieger (Pro Design -Test Pilot), Greg Smith, Pat Blackburn Sponsored By: Pro Design & Edel For further information contact: John Yates, 1600 E. Cypress Ave. #8, Redding, CA 96002, Phone:(916) 222-4606; fax:(916) 222-4640.
Germany A storm is raging about a proposal to alter the system of voting in the DHV. It appears that the DHV get fairly low interest in the Annual General Meeting where major decisions are made. They are concerned that the low turnout when votes are cast means that they are not getting a complete view of the members' wishes. To counter this, the DHV are proposing that each club chairman should have a block of 100 votes, which he can use in place of his members who don't bother to vote. The DHV argue that as the club chairman is himself elected by the club members, he is qualified to vote on their behalf. In any case, each individual member still has the right to exercise his own vote if he wishes. Last year's Annual General Meeting was attended by only 243 out of a membership of 23,000. The proposal has to be put to vote before it can become part of the DHV constitution. The vote took place on October 12, about 300 people attended, total votes cast including proxy votes was about 1,000. A clear majority were against the proposal which was therefore not carried. There will be no change to the DHV's constitution.
France Winners of the 1991 paragliding Cross country Cups which ended September 30th were: 1. Pierre Bouilloux, Ninja; 2. Patrick Berod, ZX; 3. Elie Hanoteau, ZX. Flying Chamonix? Local pilots never fly without first checking with "Azur Development' - the local PG school in Chamonix. There have been numerous occasions when advice or caution offered has been received with arrogant dismissal - you can't afford to be like that when the Foehn wind is blow-
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!
• LESSONS • DEMOS • SALES: ITV •Edel• Second Chance 'Pocket Rocket'• Brauniger and Ball Variometers • GUIDED TOURS: San Diego• Southern California• Mexico• etc., etc.
AIR JUNKIES • KEN BAIER
564 San Dieguito Dr• Encinitas, CA (619) 753-2664 92024
I I
I 1 ·
PAGE 39 • PARAGLIDING , THE MAGAZINE
NEWS AND NOTEWORTHY (cont.)
ing. And nobody else is flying! Give David Wootton a call when you arrive (50534176) and have fun - safely. He can help you out if you're stuck for accommodations. David Wootton, 135 Chemin De La Cascade, 74400 Chamonix.
USSR The Union of Paraglider Pilots of the USSR was founded last October. At present it unites 20 firms and about 100 pilots which represents one third of the total number or parapenters in the country. Last year the union conducted five competitions during which participants were supplied with food, transportation and accommodations at no extra cost. Aside from organizing competitions, the Union puts out a quarterly magazine 'Vestnik" and oversees instruction as well as the manufacture of paragliders. Write: President, Evgeny Be!ousov, Union Paraglider Pilot's Association of the USSR 334800 Feodosia, Kuybisheva Street 12/1 USSR. First Ukranian and Crimean Championship held among 19 competitors last June. Yalta Cup '91 was held in August at Piatigorsk in the Caucasus among the top 44 Soviet pilots. Forty-four pilots participated in the first Soviet Paragliding Championship held near Piatigorsk in the North Caucasus. Take-off was from Mount Juca (250m), 10 km from Piatigorsk. The most popular gliders were the "Orion" from the Feodosia Parachuting Research Institute. Vladimir Kotov from Moscow became champion, Serguey Belorusov finished second and Oleg Kushlevitch third.
-Italy Good competition organizers are so rare that the FNL Competitions Committee set up a clinic for competition organizers in mid-October during which and regulations, computer rules programming and data feeding were outlined.
Ecuador Eric Lauren, an experienced climber PAGE 40 • PARAGLIDING, THE MAGAZINE
from Dijion, France plans a three month expedition this winter to attempt various world first flights from: Chimborazo (6300m), Cayambe, Antisana and North Iliniza. He and his colleague, Jean Laurent Marzullo intend to offer local Indians the chance of a lifetime, a tandem paragliding flight.
Japan 100 women compete in the Annual Ladies Cup at Kijimadaira. There are two divisions (Senior and Open), with a men's division of 50. The first prize is a new paraglider! Beware out-landings at the popular site near Ina: If you land outside the designated landing padlock, you get a ¥2,000 fine.
Across Greenland By Paraglider An interesting account in Vol Libre tells how modified paragliders were used instead of Husky dogs to tow a ski and sledge crossing of Greenland. Each canopy was tiny, with only seven cells making up 10 m2 area. The lines were fastened to a bar which the driver on skis held onto as if water skiing. By tilting the bar, the canopy could usually be coaxed into the right direction. To ease the strain,· the driver also wore a chest harness connected to the bar with a quick release buckle. His 100 kg sledge was towed behind him. Top speeds of over 40 mph were recorded, and not surprisingly some spectacular falls occurred. The thrust provided by the canopy was such that one could restart after a fall from lying down, similar to a windsurfing waterstart.
accident statistics. Nearly 500 recorded in total; three-quarters of whom were flying paragliders. Not that the latter are more dangerous - it's just that more people fly them. Accidents were most common to those with between 10 and 20 hours airtime, and the majority happened on landing. Pilots on hang gliders broke arms and shoulders, whereas those flying paragliders injured their lower back and legs. There were also some head injuries, suggesting that certain pilots are still flying with inadequate helmets. Vol Libre recommends good helmets, good spine protectors for paragliding harnesses, and disparages overly strong uprights on hang gliders.
Pilot Fails To Secure Himself An Austrian pilot was killed in S. Africa when he attempted to launch having forgotten to belt himself into his harness. A dust devil yanked him fifty feet off the ground, when he could no longer hold on to the brake lines and fell to his death.
Mini GPA From Sony New from Sony is a mini CPS (Global Positioning System) called the 'Pyxis', aimed at boat owners, 4WD offroaders and such like. Small and light enough to fit in the palm of your hand, it gives a continuous readout of your position (accurate to 30m) anywhere in the world. At under £2,000, it could become standard equipment alongside the radio for flying in remote areas of the world. Telephone Sony (France) on 40-11--02-11.
The travelers reported that the next time they would take several canopies of various sizes to cope with different wind strengths.
French Accident Statistics The FFVL (Federation Francais Vol Liber), the French equivalent of the USHGA has published the 1991 French
International Mexican Open Hang Gliding and Paragliding Place: Cerro de! Cubilete, Guanajuato, Mexico Date: April 23 to May 3, 1992
Program Wednesday, April 22 -Arrivals
photo by John Heiney
Hang Gliding! Paragliding! See What The United States Hang Gliding Association Can Do For You!
Your Membership in the United States Hang Gliding Association entitles you to:
• • • • • •
A 12-month subscription to Hang Gliding magazine or Paragliding, The Magazine beginning with the next issue Liability insurance and property damage insurance Membership voting privileges The new, revised edition of the USHGA Handbook Pilot Proficiency Program ratings Lilienthal awards and flight achievement awards
Additionally, you will beeligibletoapplyforanyofthefollowing 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 la 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
NEWS AND NOTEWORTHY (cont)
Friday, April 24 - Training Saturday, April 25 - Registration & Inauguration Sunday, April 26 to Saturday, May 2 - Competition Saturday, May 2- Awards And Closing Ceremony Sunday, May 3 to Monday, May 4 Departure The objective of the International Mexican Open is the promotion and exchange of experienced and friendship among pilots, as well as to increase the popularity of the sport in a safe way. The competitions will take place in the city of Leon, Guanajuato in the state of Guanajuato Mexico which is 220 km away from Mexico City. Take-off will be from "El Cubilete" with an alternative take off from "El Verge" in the City of Leon, Guanajuato. Headquarters will be in the main hotel where almost every pilot will be staying. The entry fee is $130.00 U.S. dollars per pilot which covers: Transportation to take off and retrieval. Films for the competition. Inaugural and good by party. Good prize money for the best three
Glide Ratio Contest It was originated by a local dealer /shop, Hot Shop Bezau - and held in Bezau/Vorarlberg/ Austria. A representative from the GLEITCHJRM magazine was there to watch the whole race. The height difference was 274 meters. There were 5 runs total. They had two different courses: One for intermed.iate gliders ending at 6.4 gliding ratio and one for high performance gliders ending at 8.2. Mostly they had head winds, no calm conditions. Once it when it was calm, Robert flew more than 8.2 on the course, then he had to tum because trees started. They measured + /- 9. but this is not official. SUMMARY
High Performance Glidechutes: (General) 1st- CHALLENGER C 27- PRO DESIGN (average 7, 55). High Performance Glidechutes: (Certified) 1st - CHALLENGER C 25 - PRO DESIGN (average 7, 25) Intermediate Glidecchutes: (Certified) 2nd - CHALLENGER 25 - PRO DESIGN (average 6, 4) Highest Attained Gliding Ratio: CHALLEN GER C 27 (average 7, 7) PAGE 42 • PARAGLIDING, THE MAGAZINE
places in hang gliding and paragliding. Prize money for the first two women in each category. The official languages will be Spanish and English to notify and interpret.
Stadium Flying A most unusual site - the football stadium at Strasburg - saw paragliding as part of the fun of the city's anniversary celebrations. In a variation of the usual free fall display, paraglider pilots launched into the stadium from a ramp built on the roof of the covered stand, landing on the pitch some 20 m below.
New Paragliding Video Release "Parasol World Championship" by Henry Hauck of Germany is now available and the first full length video on Paragliding. It is produced by the same person, with the same high quality as "Thermik -The Art of Flying". It is a site guide of 4 Paragliding GLIDER
PILOT
Advance Sigma 2 . Xavier Rtlmond . NOlla Phenix 28 Wolfgang Lechner N011a Phenix 31 Alexander Lins . FalhalM< Atoll 110 Bernie Stocke, . FalhalM< Atoll 120 . . Eric Laforge Pro DesiQn Challenger 25 Stephan Stiegler . AdK Flyair 1100 . . . . . . Hans-Peter Eller. AdK Flyair 1100 . Geral Maret . Swing Zenith . Klaus Horburge, . Condor Classic 3 . Walter lhier . Sky Wing S Master. . Chr. StOllinger Condor Classic 3 . . Thomas GrOfle, . AdKFlyair950 . GeralMaret Advance Alpha 27 . Vale,ie Chapuis . AdK Flyair 1000 . Stefan Theie, . . UP Stellar 31 Charles Smith North Exeption . Breta Bartosik AdK Passagair .. .. . 2 Pilots . Firebird Apache 26 . Klaus HOrburge, . . UP Stellar 33 Monte Bell . . . llVGold 28 . . . . . . Claude Geurin North Dimension 30 Thilo Siebold . . . . . North Dimension 27 . Stefan Mast . . . . llV Asterope . Claude Geurin . . Sky Wor1lj Fun Mast 23 . . Chr. Stollinger Firebird Apache 26 . . . . . Dusan Kultan . . . . PD Challenger C 27 . . Robert Schwaige, . PD Challenger C 25 . Stefan Stieger Swing Prisma 29 Marc Gilland . . . Martin Scheel . Swing Prisma 26 North Swan 25 . Stefan Mast . . Nova Phantom Prot . Alexander Lins . Edi Kumaropulos . Condor Blue MouH . UP Flash 59 Proto . Monte Beil . Condor Tornado . Alex Kaiser. North Swan 27 . Thilo Siebold . Super Master 27 Sport . . Chr. Stalling"' UP Katana 51 . Charles Smith Karat 27 CSS . Jurgen Stock llV Alcor 23 . Claude Geurin . . Advance Omega 2 Valery Chapuis . . Comet Sport 290 Toni Mitterngge, . Inferno 8.8 Plus Wolfgang Novy . . . Inferno 8.8 Hartwig Schaff ran
areas in France, as the sites are described during the 1991 Paragliding World Championships, cross country races. Details of the competition are covered including in depth weather reporting, different ways of timing the races, tram flying with the British, and the meet organizers description of the events. The cross country race tasks for the competition are looked at on the maps and then evaluated with the contestants talking about their flight after they land. In the middle are abstract commercials which are most unique. Some are entertaining. These could have been put at the end of the video. A NEW STYLE cardboard case with a 15 page site guide brochure is part of the front cover. This mini-book includes site description, rules, dictionary with English, French and German translations. Of course, there is great paragliding flying by the best in the world in the scenic French Alps.
This is a must have for paragliding pilots and informative to cross country and/or competition hang gliding pilots. "Parasol - World Championship" is VHS and runs 55 minutes in length. It is distributed by Adventure Video.
CERTIFICATION
FLIGHT 1
NONE .... . 6,4 PLUS NONE ... . 6,4 PLUS .. NONE .. 6,4 PLUS ... ACPUL .. 6,4 PLUS ACPUL .... . 6,0 ... ACPUL .......... . 6,4 ... 6,4 .. ACPUL, DHV in Bearb. 6,0 .. 6,0 .. ACPUL, DHV in Bearb. . . 6,4 .. DHV 2-3 ......... 6,0 ACPUL 5,8 . . . . . . 6,2 .. DHV 2 . . . . . 5,8 . . . 5,9 .. ACPUL . . . . . . . . . . . 5,8 . 6, 1 .. ACPUL, DHV 1-2 . . . 5,7. . 5,9 .. ACPUL, DHV 2-3 .... 5, 7 . . ...... 5,5 .. ACPUL, DHV 2 ...... 5,5. . . .... 5,9 .. ACPUL, DHV in Bearb. . .... 6,2 .. DHV 2 . . . . . . . . . . . . . . . 6, 1 .. NONE .. .. .. .. .. .. .. 6, 1 .. DHV 2 . .... . . . . . 6, 1 .. ACPUL, DHV in Bearb. ... . ... 6,0 .. ACPUL . . . . . . . . . . . . . .......... 5,9 .. DHV in Bearb.. . ....... 5,6 .. DHV 1·2 . . . . . . . 5,4 .. ACPUL ..... 5,2 .. DHV in Bearb. . . . . . . 5, 1 .. DHV 2 .... 5,0 .. NON . SHV DHV 2-3 . DHV 3 ... NONE .. NONE . NONE NONE . NONE . NONE . NONE NONE DAEC .. . ... NONE NONE NONE . NONE NONE
3
4
6,8 .. 6,7.
5 6,111
6,3 ..
7,7 .. 7,4. 7,1 .. 7,4 6,9 .. 6,4 . . 6,3 . . 6,5 . 6,8 . 7,1 .. 6,7 . 6,7 .. 6,7 . 7,7 . 6,5 . . ... 6,5 .. 6,4. 6,3 .. 6,4 .. 6,0 .. 5,7. 5,9 .. 5,6 .. 6,1 ..... 6,6. .. ... 6,1 . ..... 6,0. ..... 5,8
6,9 6,4 6,9
7,3
6,1 6,7
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by Ian Currer Ian is the Chief Instructor of the Northern Paragliding Centre (UK). He is author of "Touching Cloudbase" and a member of the Safety & Training Council.
Concerning Fabric There has been much talk recently concerning the relative merits of polyester and nylon. The concern seems to be centered around the worry that the fabric may go porous as it gets older and adversely affect the safety and the performance of the canopy. Just for the record and notwithstanding that the fabric coating should not have any inherent fault - either fabric will of course eventually go porous, the older models simply had such poor performance and excellent stability anyhow that porosity was not such a major concern. The rule is simple - look after your canopy and bin it when it gets worn out. Paragliders do have a limited life expectancy. What is far more worrying is the apparent lack of concern or understanding of line shrinkage, it is common, it occurs to canopies with only a few hours airtime and it is potentially just as dangerous as porous fabric. What happens? Lines are made of a core of kevlar or Dyneema (Spectra) which is itself very resistant to stretching, very strong and light. Protecting this core is an outer sheath of woven material generally dacron (polyester) it is this sheath that can cause the problem. When it gets wet and dirty it tends to shrink, exactly how much will vary of course, but a "C" or "D" line that has been dragged through wet grass for a few times and flown perhaps 10 hours can often be 2cm shorter than it should be. In itself this shrinkage may not seem significant, but on a modern paraglider the tendency is for the rear lines to get wetter and dirtier than the "A" and "B" lines during ground handling and so shrink more. Add to this that the" A" lines take far more load in flight so are stretched back to length each time, and you can see the problem. A canopy whose angle of attack gradually increases as it gets older. The results are self evident. A paraglider that gradually becomes slower, requires a stronger pull to launch, and is far more prone to spinning with only moderate control inputs, and stalls with less provocation. This is becoming noticeable particularly on high performance canopies with long lines, (Phantom, Apex, Voodoo, etc.) but it must be happening to most paragliders being flown. Unlike porous material however, shrinking lines can be re-stretched or replaced. If you think that your canopy is not as PAGE 44 • PARAGLIDING, THE MAGAZINE
fast as it was, or tends to spin too easily then try to measure the lines (most manufacturers put line lengths in their manuals). The breaking strain of a 1.2mm kevlar line is around 90kg and of course without extreme force they cannot be over stretched so you should be fairly safe simply applying a moderate force (say 15-20kg) by hand. If the line is very dirty this may have caused abrasion and it should be replaced, as should lines showing any kind of wear of course. If in doubt contact your local dealer or manufacturer for advice. If you have any questions or comments you would like answered please write in and I will do my best to answer (or find someone who can). Also welcome are any comments, criticisms or advice you may wish to pass on.
Big~Ears When you collapse end cells you run the risk of a major asymmetric tuck and possibly a front tuck. I recently witnessed a full front tuck caused when the pilot yanked in both ears together, he dropped perhaps 20-30 ft in the process. Both the pilot and his friend thought this was quite usual. If you are going to close the ear do not let go of the controls, get hold of whichever lines are relevant on your canopy and close one side then the other. As a rule of thumb never try to close more than three cells at a time (You can always pull down further to close more). Do not pull the line to the "Ear (Stabilo) itself this does not help at all. A canopy must have" A" lines that attach to the leading edge only to be "Big-earable". This usually means three risers.
Dynamic Stalls To avoid accidents when attempting dynamic stalls I would recommend. 1. Do not even think about it over land. 2. Make sure that you have someone on the other end of a radio who knows what they are talking about. 3. Have 1000ft minimum altitude for your first go. 4. Do not try and stall "a bit" to get the feel of it. Rather induce a full stall (this may require wraps). And you then swing backwards under it, it will either continue to oscillate or thrash about above your head, or sit in a horseshoe shape. Ok, now (4 seconds later) you can smoothly let up to around quarter brake position. Look at the canopy while all this is going on or you may not be able to tell when to let up or brake.
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WING TIPS (cont.)
Paraglider Control Line Adjustments
Y.1-BIBII INPJAN I.IN£
by David Sol/um, Skywings On a number of occasions recently I have been asked to test fly paragliders that have, according to their pilots, shown erratic handling and I or takeoff tendencies. On close inspection I have found that the gliders have had control lines shortened by the pilot to a dangerous extent. Having first lengthened the lines again, I have test flown all these gliders and found them to be perfectly ok. On questioning, the pilots have always explained that they shortened the lines because the glider either flew too fast or was too difficult to land in light winds.
The Correct Setting I have subsequently spoken to a number of glider manufacturers to ascertain the correct method of adjustment, and they all say much the same thing. Control lines should be adjusted so that, in free flight, when the lines are released, there should be no deformation of the sail at the trailing edge. To test this the glider must be flown with nil control applied and the amount of slack in the control lines inspected. Not only should the lines be loose when the handles are released, there should be a noticeable bow in them. This is due to a combination of drag on the lines (especially on gliders with thick lower brake lines) and the low internal pressure at the rear of the sail. The amount of bow recommended is approximately 20 to 25 cm from a line drawn between the control keeper and the trailing edge.
Dangerous To Shorten Lines If the controls are shortened so that the canopy cannot achieve its top, clean flying speed then a number of dangers manifest themselves. When turning, to achieve optimum control difference, more needs to be applied to the slow wing, not only increasing the risk of spinning but also making the tum less efficient. When dealing with turbulence the canopy is not able to accelerate at maximum rate, thus making control response slower. This can also be a problem when approaching to land when there is a noticeable wind gradient.
Control line shortening is not a cure for any ill that the glider might demonstrate. It is extremely dangerous and will invalidate the glider's certification . If your glider flies too fast or you find it difficult to land cleanly then question whether you have the correct size and model of the glider. If your glider has no trimming system then there is no way you change its trim speed. If you find the control lines seem too long to make a good flare when landing, then, first practice more, and secondly consider taking one or at most two, wraps as you approach . l&-
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PARAGLIDING,
THE
MAGAZINE
Lookout Colorado, We're Hanging In Th' air
•
by Mike Reeder
history, changing the name just wouldn't feel right. So it's still called the Rocky Mountain Hang Gliding Association.
. . . . or the past couple of years I ~ have become increasingly bewildered, by the ongoing "us" and "them" attitudes, argument, and animosities concerning hang gliding and paragliding. So, I thought I would take this opportunity to tell the story of the "Rocky Mountain Hang Gliding Association."
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When the first "bag wings" started showing up at the "Lookout Mountain" in Golden, Colorado, we were met with jeers and comments like, "When are you guys going to get a real glider?" or ''Well the wind dummies are here." We took all of this hazing in stride, and quietly went about the business of honing our skills. Toward the end of my first sununer of flying at "Lookout" we "bag wings" were beginning to gain a measure of respect from the "hangers." For one thing even after all of the relatively good natured hazing we just wouldn't go away. But I believe we began to be accepted because we didn' t fall out of the sky, and that we could actually fly those silly looking "bag wings." On light days when the "hangers" wouldn't even launch because they knew a sled ride was inevitable, we would merrily fly, time and time again bagging good air time. On strong days, with thermals ripping up the launch, we would launch and climb right up with the hang pilots and, heaven forbid, sometimes even out climb them. When we arrive at launch, the negative comments were fewer, and a spirit of community began to develop. Most of the hang pilots became very helpful, and gave us excellent advice on when and where to find the best lift. With the hang glider pilots urging us, we started carrying radios. We discovered our friendly hang pilots, on the ground as well as in the air would actually PAGE 46 • PARAGLIDNG, THE MAGAZINE
• While there are still a few die hard anti "bag wingers" in the club, I'd say the majority of the ''hangers" not only accept us but continue to encourage our efforts to get good flights. Interestingly enough, some of our greatest supporters are the old time hang glider pilots with 15 to 20 years experience who remember the birthing of their sport, and the difficulties they encountered with site access, equipment, and the ragging they took from the sailplane community.
talk to us, givmg us condition status reports at launch, in the air, or at the LZ. It was about this time that we were approached to attend one of their club meetings. At first we were somewhat apprehensive about getting that close to this band of "hangers." Maybe they only wanted to get us there and then break our legs . That would definitely solve the paragliding issue at "Lookout."
At the first meeting I attended, there were only 3 of us 'bag wings" and about a hundred of them Needless to say we kept our mouths shut and listened. What we heard blew us away. Apparently, the board had already discussed what they were about to propose. Not only were we welcome to join the club, but as far as they were concerned, the club logo could be changed to add a paraglider, and if we wanted we could change the name of the club to reflect paragliding in the name. We were astounded! It appeared they had reached the conclusion that we were there to stay, so why not band together for the improvement of both sports. Well, we did change the logo by adding a para glider, but we felt that with the RMHGA so rich in
Many of us have become good friends with many of the hang glider pilots. We fly together, share rides up to launch, socialize, and drink beer after the flying's over. In the last couple of months we had the first hang glider pilot cross over to paragliding, and just a few days ago he had a two hour flight on his pa rag lid er. The next day in stronger conditions, he had a two hour hang glider flight. There are days at ''Lookout" when it's actually better to be on a "bag wing." So when I read the letters in magazines about all the conflict between the paragliding and hang gliding communities in other parts of the country, I just shake my head and wonder why. After all, we're trying to do the same thing but with slightly different equipment. Why split hairs over minor differences in performance.
While I don't know how many hang glider pilots will read this article, I'd like to take this opportunity to thank all of my new friends in the RMHGA for accepting and encouraging us to become the best "bag wing" pilots we can be. 1&-
OPINIONS STOP HERE Background: ITV became interested in reserve parachutes after witnessing preliminary ACPUL reserve testing. When those "safety" parachutes worked (no line overs or entanglements with the paraglider), their sink rates ranged between 1200 and 1700 feet per minute for a 175 lb load - the same speed as a malfunctioning parachute! So ITV worked with Parachutes de France to produce a reserve that opens reliably, has a low enough sink rate to stop a re-inflating paraglider from flying, and most important, sets the pilot down as gently as possible.
Facts:
Photo of testing at Point of the Mountain
The ITV reserve parachute was tested by the ACPUL to have a sink rate of 14.9 feet per second (4.5 mis or 9000 feet per minute) with a weight of220 lbs (100 kg.) This speed will not give a bone crushing landing and usually causes the paraglider to deflate and fall below the pilot. The ITV reserve parachute assures a clean, orderly deployment. It never malfunctioned during repeated drop tests at 66 mph (llO kmh). A V.W.S. deployment bag has also been used effectively for low speed openings. The ITV reserve parachute can sustain a 5 second free fall (108 mph , or 180 kmh). The ITV reserve parachute stopped autorotations and stabilized in less than 3 seconds Photo of testing in France during the ACPUL tests. The ITV reserve parachute stopped deep stalls and stabilized in less than four seconds during the ACPUL tests. The two riser design gives limited trajectory control and makes it easier to collapse the canopy on the ground to avoid being dragged. It also facilitates an upright landing. The ITV reserve parachute is easy to repack (every 3 months) and comes with a simple to follow manual which must be read thoroughly.
A reserve is not a good luck charm for flying dangerously! It is to be used after a mistake has been made in an attempt to prevent serious injury or death. The best
safety factor in flying is knowledge.
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Specs: A three-tier conical canopy, vented between the 2nd and 3rd tier. Lines come off two risers . Non-porous fabric, taped seams, and taped circumference at each layer. Made to French military standards. Diameter - 24'; Surface Area - 400 square feet, 20 Gores Weight - 5.6 lbs Sleeved deployment bag - free bag option Price $850.00 ACPUL Certified See your ITV dealer for more information and a demonstration. Or contact us.
Feral Corp P.O. Box 1100 North Conway, NH 03860 Telephone: 603 356-3538 Photo of testing in the Owens
PAGE47 • PARAGLIDING , THE MAGAZINE
I Slides & Lies by Ray Kehl
ashington state's largest two-day fly-in was sandwiched around the annual Slides & Lies party at Mark Shipman's home Saturday night, January 18th in Wenatchee. T1tirty-six degrees, snow covered launch and LZ, and cloudy skies couldn't keep more than 40 of the faithful away. The weekend's events were organized by Mike Eberle and North American Paragliding, based in Ellensburg, WA. Festivities began early Saturday morning at the Valley Cafe in Ellensburg - home of great food, gorgeous Eastern Washington waitresses, and an espresso machine for Seattle transplants and drop-in pilots. Following a brief orientation by Mike Eberle, pilots regrouped at 1800 ft. Saddle Mountain near Vantage - half an hour from Ellensburg- to find light, but perfectly oriented north winds. Although there were more than 40 pilots participating, everything ran smoothly throughout the day at launch as pilots rolled in, laid out, and launched on Saddle's wide launch site. Christian Mulack, U.S. distributorfor Ailes de K wings from Switzerland, introduced the Flyair, Ailes de K's newest wing, with a reported speed range of 17 46 km/h. Matthias Kloska from Switzerland demonstrated several maneuvers during one flight on his new Flyair (production number 3) which included a 3 1/2 second full stall, a front horseshoe, and an asymmetrical collapse. Very impressive for those of us who had seen full stalls only on video! Other witnessed maneuvers included Steve Stroming's Bline stall; Mike Eberle's asymmetrical colPAGE 48 • PARAGLIDNG, THE MAGAZINE
lapse; a pair of front horseshoes by Lowell Skoog; and "big ears" by the less adventurous like myself. While conditions produced relatively little soaring, (Richard Bach made several passes and "did get a few bleeps" from his vario), the flights were plentiful: I personally logged 5 flights each day. That evening Mark and Rosie Shipman generously (some might add bravely) opened their Wenatchee home to pilots, wannabes, climbers, and friends as over 75 people gathered for slides, videos, tall tales and Red Hook ale on tap. Although all of the skiing, climbing and flying slides and videos were dramatic, Susan and Steve Stroming stole the show with their musically accompanied rapid-fire slide presentation from their recent year paragliding around the world. With a junior paraglider due in July, Susan believes he/ she will qualify for Class 1 credentials at birth. (See Steve's article about flying down under in the September /October edition of Paragliding, The Magazine.) Sunday morning the sleepy caravan wound it's way 15 miles north of Wenatchee to Swakane Canyon. Repacked into 4-wheel drive vehicles, the group navigated the narrow icy 10-minute road to the top. After one hop up, most drivers put on chains - some on all 4 tires. Again the launch site was large, allowing several mass fly-offs throughout the day. Colored kites certainly brightened up our otherwise gray winter skies. Winds were light again: up and occasionally slightly cross throughout the day, and although there was little soaring, the flights were again numerous thanks to the quick turnaround. I scratched out the final flight of the day after laying out my wing four times (thanks to winds over-the-back and cross.) I finally found my brief "best window" and lifted off a ftera long snowy run. Pilots
regrouped and converged on a restaurant in Wenatchee for tacos and tales before most headed on to destinations in Washington, Oregon, Idaho, California and Canada. A number of pilots remained in Wenatchee, taking advantage of the holiday to fly on Monday, witnessing 13 year old pilot Chris Olson nail his first dead-on spot landing! I'd like to thank Mike Eberle and North American Paragliding for organizing the event, Mark and Rosie Shipman for hosting the Slides & Lies Party and providing accommodations, Christian Mulack for introducing Ailes de K's new Flyair, and Mathias Kloska for his terrific demonstration. At the time of this writing we northwest pilots are making plans to attend the Whistler /Blackcomb Costumed Fly-In Festival at the end of April in Whistler, BC, Canada. As you can tell, there is no "off-season" for paragliding in Washington! ie.
About the author: Ray Kehl, Seattle, Washington, Age 42 I began flying in June 1991, am a Class 1 pilot and have logged almost 100 high flights, including several ski launches from the top of Blackcomb Mountain in Whistler BC. I am a Volunteer Ski Patroller at Crystal Mountain Resort, and also enjoy backpacking. I fly an Ailes de K Genair and fly almost every weekend. Summer plans: to take a 9 day jaunt from Seattle to Aspen and fly all of the allowed ski areas in between. If yours does, please drop me a note: 1626 1st Ave. W., Seattle, WA 98119.
The success of a single paraglider called the "Hot Dream" built Flight Design of Germany, one of Europe's largest paragliding companies. Designed by Hans Madreiter, the "Hot Dream" has become the predecessor to his Newest Generation of paraglider which delivers comfortable, stress free flying inn performnnce profile. SKYWALK presents the ... J
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THERMALS.. Upon enlering or exiting a thermal, many performance paragliders gliders often experience a wing tip or partial wing collapse. However, the Spirit FXC is a unique performance paraglider. The large "attack angle" of its profile results in a pressure differential which is greater than typical paragliders. The air current associated with this pressure differential greatly enhances the quality of the wing's ability to maintain its rigid profile. High pressure, free flowing air give it excelling stability. A level of stability which other performance paragliders have yet to discover. The ability to eat bad air is one of this glider's greatest qualities.
LIFT., The Spirit FXC's wing profile offers excellent lift. Hs profile often outlifts many gliders which even have a larger total area. With the properly matched pilot weight, sorry little pilots on huge wings don't count, it is one of the few paragliders which can remain aloft in light wind conditions. LAUNCHING & LANDING .. On launch the entire wing pressurizes swiftly and the controls quickly become highly responsive to pilot input. Gennany's "Drachenflieger Magazine 6/91" after testing many lop-of-the-line gliders chose the Spirit FXC as the best perfonnance paraglider for use witl1 a pagojel. Its steady, well-natured ground handling was the
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main factor in determining this a ward. You'll get steady, turbulent free launches and landings with the Spirit FXC.
EQUIPMENT.. The Spirit FXC is a paraglider which advanced pilots enjoy flying, newly certified pilots find easy to operate and few pilots will ever outgrow. SKYW ALK requires that a pilot should have APA Class I experience or higher for its operation. The Spirit FXC comes standard with a B-line handle, two riser system. It's a system which is easy to manage and very forgiving of pilot error. As your skill level grows you might want to unlock more performance. No Problem. The Spirit FXC is ready to grow with you. More experienced pilot5 can make use of our new and innovative SuperfrimTM riser system. You can forget about costly trade-ups. The Spirit FXC offers excellent handling and lift in a profile that is difficult to outgrow. With SuperTrim™ risers you can chose from stable stock performance to cross country and even competition level speed. The choice is yours. DHV Tested and Approved. Careful don't let the $2495()(' direct wholesale price fool you.
3 1 9 2 PAGE 49 • PARAGLIDING, THE MAGAZINE
PARAGLIDING,
THE
MAGAZINE
They Are Not Parachutes
•
...
...
...
...
•
by Kurt Kleiner
skydiver with over 1,000 jumps was killed last year in the northwest while making his fourth paragliding flight . According to witnesses, the high-performance European canopy he had borrowed partially collapsed on the left side and accelerated into a spiral dive from approximately 300 feet.
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While the pilot attempted to regain stability with repeated light pumps on the right steering line, a more appropriate response would have been to hold a constant right brake pressure at the one-half to three-quarters position to avoid turning, and then to pull lightly on the affected side to re-inflate the wing tip. His first three flights had been made on a training canopy under the direction of one of the 50 rated paragliding instructors in the U.S. He had not yet been cleared from student status, and this fatal flight was made without an instructor present and on a wing intended for advanced pilots.
Used in conjunction with steering line input, the pilot can shift weight in the harness to enhance the brake input in the pitch and roll axes. Like many other paragliders, this model does not simply speed up and remain rigid when front risers are pulled, as does a skydiving canopy. Instead, the leading edge tucks violently under, requiring smooth handling of the brakes to re-open.
Different Environment Part of a paraglider pilot's training includes extensive study of micrometeorology. Many of them understand canopy aerodynamics better than most skydivers with over 1,000 jumps. All of them know more about how to read the surface winds and terrain, working the lift and avoiding the sink. After a period of very bold experimentation - some with tragic results, paraglider gliders are getting better. Most of the paragliders now made in the U.S.
were designed by master riggers with 1520 years experience in ram-air technology. Under the ever-present threat of legal liability, you can be sure that safety and stability are the primary concerns behind each design concept. That hasn't been the case with many imports over the last few years.
Go To School The bottom line is that, regardless of your skydiving skill and experience, you are not ready for paragliding until you get the proper training and use the appropriate equipment. While the tow sports look similar, they are vastly different in their environment, equipment and the skills required. Nonetheless, they are identical in the safety equipment, training and on the awareness and judgment of the participant. Compromise one or more of these elements and you can count on trouble. i..
Not The same At first glance, paragliders look like parachutes, but they have some unique design peculiarities to enhance soaring performance. There is a trade-off in stability and ease of handling. The canopy involved in this incident has 15 mesh-covered cells on its closed leading edge. Two additional cells on each wing tip are completely closed and remain inflated solely by crossporting. The front rib is made of a stiff mylar and is reinforced with fiberglass battens permanently sewn in to help hold the cells open. Its elliptical planform reduces the size of the lifting surface on the wing tips, making it more prone to folding under in turbulence, unlike a canopy with larger, squared-off end cells. Below the suspension lines are three risers on each side which are integrated directly into the seat harness at waist level. PAGE 50 • PARAGLIDNG, THE MAGAZINE
Phot o by Wille Tacke
New Falhawk Atoll
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420
(For competitors only)
" With dorsal protection, safety buckles etc... 6745 f (harness included) Polyester dorsal protection 463 f Ploybak dorsal protection 632 F "Alti-vario + " Wasmer 2319 F Small "Sport" kite 586 F large "Sport" kite 670 f Maxi binoculars 10 X 25 602 f Mini binoculars 8 x 21 530 F Pocket-wind "anemometer" 556 F Parapente back pack Small 147 F Parapente bock pack large 190 F Winkler radios (paire} 800 F Panoramic full face helmet 632 F Helmet "Classic" 190 f Helmet "light" 156 F
Ascensionol parachute
Gloves -30° Water proof radio bag .Water proof gourd Wind sock ·~g!}~rta instrument bag . eJisjmeter
498 575 298 375 1226
85 115
420 106 122
BOF 165 F 290 f 93 F 147f 38 f
uo 95
100 27 35 145 115 35 29
25 30 53
T7 27
7
...and many more ortide available through
distributors. THE GLOBE-TROTTER 92 CATALOG a simple request and US $ 5 I~------• I NAME: I SURNAME: : ADDRESS: Sold exclusively through NAS Dealers in the USA. For your nearest dealer please contact: NAS Distributing, Inc, Tel: (303) 278-11566 Fax: (303) 750-3226
I CITY: I CODE
Ll __l_ J_J_LJ
: COUNTRY:
I
I 'ffl~l(l(ING-11.P. 41- 13410 I.AMl!&-RIANCE :
PAGE 51 • PARAGLIDING, THE MAGAZINE
ment f The od r Ellipti I r Ii r In Th I
II
by MarkAxen
n October, 1986, a wild eyed guy named Jolzn Bouchard burst into Wheeler's Boot Shop, where I was working, with some claims about a flying device that weighed six pounds and fit in a small backpack. Having been involved with the early days of hang gliding, I listened to his story with some skepticism. "It gets a 3/1 glide and it's real easy to launch," he said. "You can use it to get off mountains." When I asked what the sink rate was, and he replied "What do you mean by that?" I was even more unconvinced. Especially when I notice he had the now too familiar paraglider pilot limp. He left me the glider with these instructions: "To launch, grab the front risers and run. To turn, pull one of the brakes in the direction you want. To land, pull on both brakes a couple of feet before you hit the ground." A couple of weeks later, I pulled the thing out of the bag and tried it. It flew, sort of, but not off the usual training hill we used for hang gliding, obviously too low angle. On steeper hills it flew, but skimmed the ground and rather quickly set me down again. The glider was fun but had serious perfom1ance limitations compared to the 10/1 hang gliders I was used to flying. Bouchard amazed me. When I first met him he didn't even know what sink rate was, but in his usual energetic manner was studying aerodynamics and in a very brief time amassed quite a well rounded
PAGE 52 • PARAGLIDNG, THE MAGAZINE
knowledge of the dynamics and theory of flight. We kept in contact and soon he was sending out 8 and 9 cell gliders that flew better, 4/1 instead of 3/1 and an improvement in sink rate from 800 fpm to 600 fpm. One day in '86 I received a call from an excited Bouchard. He had a new model that flew much better! It was elliptical shaped and could get the same "great performance with less surface area. What he had done was to take the patterns from the glider he was working off, an ITV Asterion 727 which had six different pieces and grade them to form an elliptical paraglider with 27 different pieces. Every cell was different. It took them a couple of weeks to grade the ribs and surface pieces and every string had to be different. While testing, the elliptical glider, he only scared himself horribly once when he lined it to have no arc but be flat like an airplane wing! the glider took off, but slid wildly. They did some glide tests at a ski area near his house and the elliptical 9 cell glider definitely glided further than the rectangular 9 cell. He had sent it to Chamonix, France for some testing - his brother-in-law's friend would hitch it to a skydiving cutaway system (with a reserve for safety) fly it out 2000' above the Chamonix valley floor and "put it through the ringer'' and see what happened. nothing bad happened! The glider was, as the French say, a "piquese" - quick and responsive. At the same time, Xavier Remond was flying a swallow tailed ITV prototype and attempted to close in to observe - unfortunately, his glider was not speedy enough to keep up. They test flew the glider a week or so in Chamonix with nothing unusual happening beyond good
flights. In February 1987, John sent us two elliptical 9 cell paragliders and a 9 cell duck tail rectangular canopy to do glide angle tests, the whole time trying to urge us to secrecy. It seemed rather pointless since there were no interest in the things. We ran them off the Flynn launch site a few times and it was pretty clear that the elliptical gliders flew farther and faster. The most noticeable differences were the elliptical glider was faster, turned quicker, but had more of a tendency to roll if the pilot were too heavy on the controls. When we had a tip collapse (a rarity in those days), it would open faster because the tips were smaller. In March 1987, Fred Stockwell came through Bishop with a line of Harley gliders. He was not persuaded of the advantages of the elliptical planfonn - particularly when during a soaring flight I was rotored to the ground behind launch by a small gust front! In April, John appeared with the "Blade", a tiny 8 cell elliptical paraglider. Difficult to launch due to its high speed and sink rate it skimmed the side of the hill at a remarkable rate of speed - it had a better glide and more speed than the larger 7 cell canopy. However, due to its high speed landing characteristics not many pilots were interested in flying it. In June he stretched the elliptical planform out to 11 cells. This elliptical glider which he said was way too scary to fly,was approaching real flying time performance and he was probably just frightened because the glider stayed in the air too long! In June 1987, he went to Salt Lake Point of the Mountain to meet Fred Stock-
PARAGLIDING,
THE
MAGAZINE
ELLIPTICAL PARAGLIDER (cont.)
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well with a 10 cell elliptical glider - the 8 cell Blade with 2 more cells added to the middle to give it more span and surface area. There, the Point of the Mountain was soared for the first time in a paraglider. Unheard of 45 minute flights were made! Not long after, John Bouchard sent me the E-10 as we dubbed it. This glidPr flew much better than any other pilraglider I had flown before. It was faster nnd had a better sink rate. It seemed that all the urging I had given John that we needed more speed was paying off. Unfortunately, the rest of the U.S. pilragliding community was still stuck in the groove of their old technology, and the rumor mill pumped out many slanderous stories about John's new designs.
The rumor sharks fed wildly when, while flying to soar the E-10, I stalled into the rocks at 12,500 feet on Wheeler Crest northeast of Bishop. My partner Tony Puppo, after watching me bounce and tumble through the rocks, crashed landed on the slope and assisted me in re-launching the undamaged glider. Tony took his own safety in his hands landing there, and perhaps I owe him my life as I couldn't walk out and would have had to stay on that exposed ridge until help came. Later that year at the first national competition I was surprised when Ed Pitman walked up to me, not knowing who I was and informed me that I was taking my life in my hands flying a Ferai wing. "Hadn't I heard that Mark Axen was killed in the Owens Valley on one of those things?" Oh well, as we say, "the only thing that flies fast in paragliding are rumors". Reports from the skydiving community were also negative, saying that, without the large open cells on the tips, the glider would be "unstable, especially in low angle attack", and that the gliders were flying at too low angle of attack anyway.
ELLIPTICAL
In retrospect I am amazed that John continued, through all the negative, skeptical feedback and rumor mongering, to develop his new designs. It would have been quite easy for him to ban the whole routine and build copies like so many others in this industry. I believe that his head strong determination, love of flying, and his bent for making improvements in equipment and possibly a bit of masochism have kept him at it. As the saying goes, "the proof of the pudding is in the tasting". If you look at modem paragliders, virtually all are using the elliptical planform to take advantage of its lower drag and superior perforrna nee qua Ii ties.
PAGE 53 • PARAGLIDING , THE MAGAZINE
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PAGE 54 • PARAGLIDNG, THE MAGAZINE
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CLASSIFIED
ADS
FOR SALE
LICENSE PLATE FRAMES
FOR SALE
WANTED
1 Brand new Katana 25 with Ball Vario logo. Less than 5 hours airtime . Per1ect condition , fly the wing that wins! $2,000. 1 Fire bird Cobra $800. For lighter pilots (100 - 150 lbs), very stable intermediate glider, low airtime. 1 reserve - hand deployed, short bridle , 18 gore, never used. $300. Gire (303) 838-2655
"I'd Rather Be Paragliding.' Black plastic with white letters, $7.00 pair. Classy, durable log books, $5.00 each. S & H included. quantity discounts/custom work available . Firebird dealer. Apaches now available! Visa/Mastercard . Over The Hill Paragliding ; (503) 667-4557, fax (503) 666-6979.
Excalibur canopy, 27 cell, 296 sq.ft. One of a kind rainbow pattern, Paraporter Seat Harness, less than 30 flights; $1800 . (303) 641-3189 or (303) 641-2379 (evenings) Bill.
Instructor to work at Point of the Mountain, Utah. APA certification helpful, but will train . May - Oct '92. Above & Beyond (801) 2547455.
FOR SALE
Paragliding boots. Only 2 pair left, sizes 9-112 and 10. Never worn $150 /offer. Claudia (801) 254-7455.
WILLS WING AT 123
FOR SALE
With deluxe harness and 18 gore P.D.A. Free flight reserve chute . Like new. $2900 0.8.0 . 805 522-6892.
Meteor 103. 30 hours, orange/ yellow '90 Bouilloux Seat $1500. Call Brad (201) 712-0220; (201) 825-3515.
FOR SALE
BEGINNER WING
Pro Design Kestrel 248 11 PE 1989. Only 12 flights, green/ /blue/yellow. Harness and bag, pilot weight : 60 - 100 k. Sink rate : 1, 6-1, 7 m/sec, gliding per1ormance: 5+ (metric) $1800. David Sture (303) 447-9260.
Corvette 25 - lime green and orange, has trim tabs add-on . 100 flights , excellent Class I wing . Whh harness, pack, ex1ra stuff bag, and lift-back. $1400/offer. (415) 665-1520 Joel.
FIREBIRD TWIST 28
PACIFIC PARAGUDERS MONARCH24
Low usage, immaculate condition , Firebird reserve chute (new), harness, helmet, backpack; any reasonable offer. Bernd Lutz (303) 451-7722 or (303) 499-1985.
45 flights, great condition . Good advanced novice-intermediate glider, speed bar. Includes harness and pack. 6:1 glide, pilot weight 140 - 180 lbs. ; $1500. can (303) 476-3063.
FOR SALE UP Stellar 25 with less than 1 hour airtime. I don't have time to fly so I'll sell it for $2300. Chris (213) 661-2427.
FOR SALE FOR SALE Many used gliders. Meteor 103, Corvette 25, Jedai 26, Meteor 95 and others. New Firebird Apache for demos, new and used reserves. Claudia (801) 254-7455.
FOR SALE ITV/WILLS WING/ U.S. VOILES 1990 Meteor Gold 28 pink/purple with Bouilloux shell $2000. 1990 Wills Wing AT 123 magenta. 75 flights, less than 10 hours; $1500. 1989 U.S. Voiles Storm - yellow/silver. 65 f~ghts, less than 1O hours; $1500. David Masuda, 2855 Mountainview, Sandpoint, ID 83864. 208 2630035.
ITV Rubis 30, with harness, kevlar shell insert, and bag, exceUent condition - only 2 months old. Good safe glider for novice/intermediate pilots (170-210 lbs). Asking $2695. Digital windmeter, $60. 619 535-9239.
FOR SALE UP Stellar 25. 213 661-2427 Chris.
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