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Site News Jackson Hole, Wyoming by Cam Eddy

Wing Tips by Jock Sanderson & Ian Currer

Published Six Times Per Year Publisher and Editor - Fred Stockwell Assistant Editor - Claudia Stockwell Production Design - Craig Stokes

The Swift by Brian Porter

Overseas Correspondents Wille Tacke - Germany Urs Haari - Switzerland Phillipe Renaudin - France Willi Muller - Canada Ian Currer - Great Britain

Chamonix, France by David Frank

U.S. Correspondents Mike Reeder - Colorado Ken Baier - San Diego

The Magazine

Beyond The Limits 1st place finisher Joe Gluzinski flying Pro Design Challenger Cat Torrey Pines Air Races, California Photo by Fred Stockwell

Editorial, Subscription and Advertising Information:

Anatomy Of A Whack by Dick Benoit

3314 West 11400 South South Jordan, Utah 84065 Phone: (801) 254-7455 FAX: (801) 254-7701 Subscription rate for the USA: $26.00 Overseas subscription rate: $44.00 (postage included) Paragliding, The Magazine is published for members of the paragliding community as well as other interested parties. It is the official voice of the American Paragliding Association (APA). Article submissions are welcome, however, Paragliding, The Magazine reserves the right to edit any contributions. Further, the Magazine reserves the right to edit any advertising which may be deemed objectionable or damaging to the publication by the staff or the association. The magazine and the Association do not assume any responsibility for the contents of any published articles, advertising, or for the opinions in the magazine by its contributors. Paragliding, The Magazine is published six times per year for a subscription price of $26.00 per year by: PA RAG LI DING 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.

by Claudia Stockwell

Sky Master Series Part I by Michael Goudeau

2nd Annual Torrey Pines Air Races by Fred Stockwell

Riding The Air Luge by Ken Baier

An Interesting Kind Of Competition by Christian Mu/lack

Elsinore Cross Country The Mitch Match by Mitch McAleer

USHGA New Pilot Ratings New Products '92 News & Noteworthy Safety Advisory Dear Editor APA News Paragliding Accidents In America 1992 New Ratings APA Calendar Of Events Apologies APA Instructors

Extremely Alaskan by Bruce Hammier

Classified Ads

PAGE 3 • PARAGLIDING, THE MAGAZINE

PARAGLIDING,

THE

MAGAZINE

Part I

Sky Master Series (or stop dragging my butt around)

•

• by Michael Goudeau

to do with all of those strings?" I panic. "Don't touch it!" I think. You'll never get it back in the box" That fear is wrestled to the ground by a much stronger excitement, and the next day I head out to a small hill in the desert. Now, I know enough basic physics to figure out the front from the back of the glider, and that I need to take off into the wind. (But not enough basic physics to figure out why, when I'm in a jet, travelling at 500 mph and I jump up, I don't go smacking through the back wall of the plane. Is it just me?) I lay the glider out flat, and after a short impersonation of Houdini's straight jacket escape, I manage to get into the harness in what looks like the right direction. I pull on the front risers, the canopy snaps full with air, Joe Lentini assists Michael Goudeau on launch at Point of The Mountain, Utah, International Meet, 1990.

and I smack down onto my butt and drag backwards up the hill through the rocks and cactus. After 35 or 40 feet of this delightful tour of the desert la.i1dscape. I'm lifted up! (Bringing a fair sampling of these varied and

am looking through "Climbing Magazine" and I notice an ad with a

'What, no hike back? No bushwhacking ? Just floa t back to the parking lot? Sign me up!" 1 call the number in the ad and get John Bouchard on the phone. His enthusiasm is contagious and in 5 minutes I'm ordering a

fascinating spiny plants along for their first flight as well.) Wow! I'm flying! I look up and realize that I'm way short of reaching those steering handles. No big deal, there isn't anything down at the bottom of the hill except for

photo of someone flying

paraglider. (On my Visa card. It's been 5

a paraglider off a cliff instead of

interest it's only cost about 40 thousand dol-

It hadn't actually occurred to me how

repelling. It's a small ad, but it

lars so far.) A few weeks after the call I receive

much the spines of the Joshua Tree look like

a small box Feral Corp. I open it and am

knives until that moment. In my mind I could

grabbed me in a big way.

surprised to find that the closest thing to in-

dearly see the ''No Knives" hint from the side

structions is ''No Knives" written in felt pen on

of the box. These words were superimposed

the outside of the box. Since those are the only

over the visions of the movie "Friday the

a few Joshua Trees.

years now and I' m still paying for it. With

1 cut it out and 1 still have it. I was in-

words of advise given, 1 vow, at that moment,

13th" and scenes of people with spears run

trigued by th e thought of flying back to the

to never, ever fly near knives. 1 peek into the

dean through them. I discovered an interest-

car. What a great idea! I guess it's just laziness

box and experience that fear that confronts

ing thing about Joshua Trees that day. That

th.:it first got me interested in paragliding.

every new pilot, "Ohm y Gcx:I, what am I going

big ball of spines on the top will kick off very

PAGE 4 • PARAGLIDING , THE MAGAZINE

SKY MASTERS SERIES - PART I (cont.)

nicely in an emergency situation. I also

norance of the law is no excuse.

features would have meant more dents. I

learned that boots are probably the footwear

I pull on the front risers and the canopy lifts up and begins to buck. I can't seem to

spend the next minute or so in that horrible

of choice for us desert pilots whose spot landing skills aren't quite up to competition

control it. I dig it out of the bushes again and

of you and you can't seem to refill your lungs

standards. Somehow luck was me, I sur-

decide that I'm being a wimp and that I just

no matter how hard you try. Just as I resign

vived. What I didn't know was how much

state where the wind has been knocked out

need to run. So, I run, like a lemming to the

myself to certain death, thinking that the

luck was with me. I had yet to stretch its

sea. My canopy is thrashing above me as I

coroner will say "Looks like he just forgot

limits. But stretch them I would.

spin towards the cliff. I'm not flying. I decide

how to breathe. Nice picture of a boulder on

that I probably wouldn't enjoy belly flopping

chest though." My lungs relax. I gasp so

flights, I decide to expand my flying skills.

onto the rocks below and that stopping

loudly that cows from across the valley stop

It's my second day so I really don't need any

would be a preferable choice. So my feet, fol-

their chewing to look up in bovine wonder.

more skills. After all, I am the best (and only,

lowing my orders, stop. The canopy, and the

Somehow nothing on me is broken. The

coincident.:illy) pilot in Las Vegas. I go off to

rest of my body don't agree and they hurl off

rock may be hurt but it's talking. Perhaps it

Having survived a couple of short

look for another site. After a million hours of

the cliff taking my obedient feet as hostages.

hasn't gotten it's wind back. I pack the glider

unsuccessful driving about, I find what looks

A few inches before I smack, the canopy

and head back up the hill. I get to the same

to me to be a decent hill. The wind seems to

decides to fly for a few feet. It flings me for-

launch spot and look down at the hill. I

blowing up it; what else could I need? I park

ward and running again towards the next

decide that I should start 20 feet to the left.

and begin the long hike up. It occurs to me

cliff. I try that stop running thing again,

Not because I'm smart enough to figure what

that I started flying to avoid long hikes, but

thinking that this time momentum will be

went wrong, but more because it just seems

force that thought out of my mind and con-

more kind. Wrong, I am again pulled off to

like bad luck to try again in the same spot

tinue up the hill (hypoxia obviously affecting

certain doom. The canopy re-inflates and I

while I can still identify the type of rock I hit

my judgement). The hill is a series of 6 foot

botmd down several more terraces expecting

terraced cliffs, so the climb is particularly an-

each one to kill me, but like a cat toying with

from the wounds. Luckily, in this new spot, there are no terraces until much farther down

noying. I get to the top and lay out the

a doomed mouse, it teases me, saving me for

and the top edge of the hill is rounded. That

canopy on a pile of rocks interspersed with

the main course. At 3 I 4 of the way down the

turbulence is sucli a crack up. The canopy

sage brush and other string-hungry plants.

hill, and at a full run, I look up and see the

As I untangle the lines I notice that I only

Boulder. A huge boulder with one flat wall-

pops us smooth! y and in no time I am flying calmly down the hill. "How odd." I think. l

hnve nbout 25 feet of grow1d before the first

like face which fortunately is the side that I'm

could have discovered something important,

of the terraces. Tiiat seems like plenty of

about to greet with open arms. I say for-

but the light doesn't come on. Amazingly

room. I've always gone backwards on takeoff

tunately because, even though there are few

enough, there are plenty of more stupid

anywny. I look back and notice, with some

features on this wall, I end up an with an

things that I had yet to do. I hadn't even

discomfort, that the top of the hill is on! y a

exact mirror image of them pounded into my

thought of towing yet. How did anyone sur-

few feet away and that it is quite a sharp cut

chest and face. A relief map, a master mold

vive these early days of learning. ""

off. Unbeknownst to me, I am setting up in a

with which you could reproduce the details

rotor. I haven't even heard the word, but ig-

of this side of the boulder in plaster. More

uifM~A

NlitW

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PAGE 5 • PARAGLIDING, THE MAGAZINE

PARAGLIDING,

THE

MAGAZINE

2nd Annual

Torrey Pines Air Races April, 1992 1st Place Joe Gluzinski

by Fred Stockwell

lue sky, hot sun, and sweet ocean breezes make TorretJ Pines a little slice

had to hike up with ballast from Blacks Beach. Despite some of the grumbling everyone seemed to have a good time. During breaks in the competition Brian Porter flew The Swift. We were all amazed and impressed. I decided to do a feature article on The

of heaven for paragliding. This year

Swift and Brian Porter in this issue. Don't worry we are still into

many of the competitors showed up a

of aviation.

week preceding the races to enjoy the sun, and fly and tune their gliders for rnnx speed.

paragliding, but from time to time we will report on alternative types

This year the ballasting rule was enforced allowing pilots to only ballast to the placards of their glider.

'1oe Bill" Henry, Roger and Jody Greenway did a super job of organizing and scoring the races; as usual their energy was incredible. Terry

TI1e Torrey Cliffs seem to be the ideal place for fine tuning a wing. Consistent ocean winds allow pilots to launch, make a few passes on the ridge and land back on top to make modifications, then re-launch and try it again.

Otell, Lee Tudder and Debbie Olea worked hard to help the races run smoothly. If you haven't been out to Torrey Pines Air Races it is quite a day at the races. The excitement begins when the flag drops and the streamlined

It was grent to see new faces and watch their different styles and

pilots race off in oppasite directions, and just like a horse race, the finish

techniques. Christoph Kirsh, from Germany and a test pilot from

can sometimes be surprising. To see for yourseU look for the upcoming

DHV, flew for Edel. Gin Seok Sang, who designed the Katana and

video from Paul Hamilton, or plan on attending next years races.

Stellar and is now designing for Edel, came from Korea. Zach Hoisington from the Bay Area was very fast for the Pro Design team and Mike Hnley flew his UP products here for the first time. Although attendance wns down from last year (it may have been due to the event falling on Easter weekend), more manufacturers showed their stuff this year. John Yates showed up first and set the pace with his tenm flying the 01allenger C. Marcus S;:ilvemini, a Torrey local, meed his new AitTek glider. Pncific Airwave sent Scott Amy to demo and r;:ice their new Voodoo. John Bouchard was racing the ITV Akore and hnd the production model nvailable for demos. Jan Stenstadvold flew a Phantom for Nova USA and UP was represented with Team Utah (or UP Yours) flying the FR. The weather was grent during the qunlifying but went bad during the finnls so the meet was not finished as designed . Some pilots weren't too hnppy when they sank out in very light winds and

PAGE 6 • PARAGLIDING. THE MAGAZINE

2nd Place - Jan Stenstadvold, Joe Bill ltolding lite flag. Photo by Dick Jackson of Aspen Paragliding

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PARAGLIDING,

THE

MAGAZINE

TORREY PINES AIR RACES (cont.)

1992 TORREY PINES AIR RACES

Riding The Air Luge

The following are the participants, winners and the prizes awarded in the 1992 World Paragliding Races.

by Ken Baier

This totally blew me away! It was so fun. Racing paragliders at Torrey Pines was com-

PARTICIPANTS John Yat86

Chris Kirsch Jay Jamison

Michael Reeder Ken Baier

Korey Curtis Jan Stenstadvold

CircToepel Tony Dominico

Zachary Hoisington Marcus Salvemini Pete Riddell Reuben Muir Josh Cohn Scott Gress itt Todd Bibler

Kevin Scholes M ike Haley Greg Smith John Bouchard Bob Schick Chuck Smdh Grant Brown

Scott Amy PavelDxg•

Jelf Porter Joe Gluzinski LM Kaiser Gin Seok Song Peter Helm

Ed Pitman David Bridges Mitch McAleer Fred Lawley

pletely different than "norma l"

paragliding.

The mentality, the feeling and the skills in-

volved all required a step to another level. If we use our imagina tions we could describe it by

1ST PLACE· JOE GLUZINSKI $750.00 Cash ($250.00 from shera!on Grande & $500.00 from Bill Bennett, TFP) 1- 20 Gore Reserve Chute Aerolde by Performance Design - $480.00 1- M50 Ball Brothers Vario - $500.00 1- Night at Marriot Residence Inn Penthouse by Residence Inn 1- Air Speed Indicator by Hall Brothers 1- Metamo<phosis Trophy 1500.00 by Reggie Eastdoor, Australian Sculptor - Commissioned by Pro Design 1- Beautiful Embroidered Jacket by Sichel 2- Edel Wallets 1- Cap by "FLY" by Bill Armstrong 1- "Roberta Halpern" Perpetual Trophy from Sheraton Grande 1- 1st Place Perpetual Trophy from bill Benn.,tt, Torrey Flight Park

comparing it to riding the

luge

bobsled 3rd Place - Ken Baier Photo l>y fol Boys" of L.A. Paragliding

down run

the the

Olympics . Maybe that's a stretch but try it out just for fun.

First off, the danger and thrills in both sports are real. A paraglider is nowhere near as fast as a luge, but the wall is right there and you can't afford to make mistakes. The pilot needs to be highly skilled and have plenty of confidence to run fast and close to the cliff. See if your brain can handle this. A para glider is really just an air sled that slides down through the ai r powered by gravity. The luge

2ND PLACE· JAN STENSTADVOLO $300.00 cash from Bill Bennett, Torrey Pines Flight Park 1- Wills Wing Gear Bag 1- Pair UP Sunglass86 by UP - $60.00 1- Beautiful Embroidered Jacket by Sichel 2- Edel Wallets 1- 2nd Place Trophy from Bill Bennett , Torrey Flight Park 3RD PLACE• KEN BAIER $200.00 Cash from Torrey Flight Park 2- Edel Wallets 1- Deluxe Gear Bag by Performanoe Designs 1- Paraporter Harness by Performance Designs - $280.00 1- Hand Kite 1- 3rd Place Trophy from Bill Bennett, Torrey Flight Park 4TH PLACE• JOSH COHN 1- Paraporter Harness by Perofrmance Design - $250.00 1- $75.00 Tandem Gift Certijicate by Airtek Torrey Pin86 & Torrey Flight Park 1- Paul Hamilton Video 2- Edel Wallets

course stays stationary and the sled slides from start to fin ish. At Torrey the paraglider starts at the top and slides down the course

5TH PLACE • MARCUS SALVEMINI 1- $75.00 Tandem Gift Certijicate by Airtek Torrey Pines & Torrey Flight Park

while the course lifts up a nd ends at the starting altitude. In both cases

1- Paul Hamilton Video 1- John Boucahrd Smile

there is a "best line" to fo llow in order to go the fastest and that "line"

2- Edel Wallets

changes with the conditions of the course. The competitor has to

6TH PLACE· FRED LAWLEY 1- Paul Hamilton Video 1- $75.00 Tandem Gift Certijicate by Airtek Torrey Pines & Torrey Flight Park 2- Edel Wallets

create a strategy that will allow him to finish the race and be fast. Before the race, plenty of preparation goes into becoming as fast as possible. While the luger has spent time honing his ru nners, the pilots have put drag reducing skinny little strings on their gliders and

7TH PLACE • LEE KAISER 1- Paul Hamillon Video 1- $75.00 Tandem Gift Certijicate by Airtek Torrey Pines & Torrey Flight Park 2- Edel Wallets

lead or iron ballast under their seats. In both sports aerodynamically

1- Lift Back & T-Shirt by Liftback

slippery and silly looking spandex suits are the fashion except for

8TH PLACE • DAVE BRIDGES 1- Paul Hamilton Video 1- $75.00 Tandem Gift Certrlicate by Airtek Torrey Pines & Torrey Flight Park 1- 1991 World Competdion Souvenir Book from Fred Stockwell & Paragliding, Th" Magaz ine

those wearing pod harnesses. Everybody practices to go faster. I doubt that lugers ever experience that "light floaty fee ling" we h:ive in paragliding, expect when they're flying off the track! 111at feeling goes away in the races. The extra ballast weight, combined w ith having the trinm1ers all the way off and the accelerator pushed on, ra ises the top

PAGE 8 ·PARAGLIDING. THE MAGAZINE

TEAM TROPHY • PRO DESIGN Total Points - 11 .5 - Trophy from Bill Bennett , TFP John Yates - 0. 5 Zach Hoisington - 2.5 Josh Cohn - 4 .5

Paragliding In America A Guide For The Traveling Pilot? •

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What Rating Is Required?

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How Much Will It Cost?

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Can I Expect Tow Launching?

•

Will Transportation Be Provided?

•

Do I Need A Permit?

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What Season Is Best?

•

Is Insurance Required?

•

Do I Need A 4-wheel Drive?

•

Where Will I Camp Or Stay?

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Claudia Stockwell

Claudia says, "I tested mine at Torrey Pines. I'll nroer wear a heavy helmet again." PAGE 9 • PARAGLIDING , THE MAGAZINE

TORREY PINES AIR RACES (cont.)

speed several miles per hour and makes the glider feel more solid and the handling pressures much heavier. The generally light Torrey turbulence provides a unique sensation that's more like (keep that imagination going) bouncing down the ice on a sled. The aerodynamical body position, laying nearly horizontal with hands and arms held closely next to the body, is similar in both sports. I must say that steering by weight shift, at full speed, very close to the hill, with your hands nowhere near the brakes definitely keeps your attention. And then there are those high banked turns. Certainly crucial seconds can be lost in sloppy execution there. The weight and speed swings the pilot up into the turn pulling extra G's and ends with a surging downward acceleration hopefully on course toward the finish. Whew! It's all packed into a 3 minute run. It's intense. Maybe they should rename it the Torrey Pines Air Luge!

An Interesting Kind Of Competition by C/iristim1 Mullnck The speed races at Torrey Pines from April 13-19 to me were not only an interesting kind of competition, but also a great get together for the sport and a lot of fun. We saw some of the best glider capabilities in terms of flying a course fast in dynamic lift and also excellent pilot performances to make the best use of these perfom1ance gliders. The conditions in Torrey Pines are very special. Unlike on cross country or any inland flights, where wind, dynamic lift, thermal activity and turbulances mix, Torrey offers laminar dynamic flow for most of the ridge. We had to realize, that many, if not most, gliders were modified for speed one or the other way. As we do not wish to modify our gliders to any other mode than certified, I have suggested, that next year there may be a class, within the same event, for serial production gliders from stock. We would look forward to compete within this group, which would enable us to display, what we actually sell, stock gliders for various perfom1ance requirements, certified and not modified. >a.

First Place Metamorphosis Trophy by Reggie Eastdoor, Austrai/ian Sculptor, commissioned by Pro Design

1992 TORREY PINES AIR RACES The following are the final team standings and special awards presented. 1. PRO DESIGN· Team Herbert

5. TEAM TSUJI GIRi KUMI • Edel USA

John Yates • 0. 5 Zach Hoisington· 2.5 Josh Cohn - 4. 5 Joe Gluzinski • 4 TOTAL POINTS· 11.5 2. TEAM NOVA· PACIFIC AIRWAVE Scott Amy· 1.5 Jan Stenstadvold - 4 Lee Kaiser-4 TOTAL POINTS· 9.5 3. TEAM EDEL Christoph Kirsch - 2 Peter Helm - 2.5 Gin Song - 1 Dave Bridges - 2. 5 TOTAL POINTS· 8 4. TEAM PRO DESIGN Fred Lawley - 4 Scott Gressitt - 2 Ed Prtman - 1 TOTAL POINTS • 7.5

M rtch McAleer - 1 Greg Smith - 2 Kevin Schoals - 1.5 Seth Forster - 1 TOTAL POINTS· 5.5 6. TEAM AIR TEK Pete Riddell Rueban Miur Marcus Satvemini - 4.5 TOTAL POINTS· 4.5 7. TEAM UP· Haley·• Comets Mike Haley Circ Topel - 2.5 TOTAL POINTS· 2.5 7. TEAM UP YOURS Chuck Smrth Korey Curtis - 1.5 Grant Brown - 1 Bob Schick TOTAL POINTS· 2.5

SPORTSMANSHIP AWARD· SCOTI AMY 1• Gear Bag by Airwave gliders 1• Sportsmanshp Award Trophy from Torrey Pines Paragliding Association SPECIAL AWARD· "JOE BILL" HENRY 1- Meet director Trophy from Bill Bennett - Torrey Flight Park SPECIAL AWARD· JODY & ROGER GREENWAY 1· Service Award Plaque from Bill Bennett, Torrey Flight Park BEAUTY CONTEST· WINNERS 1st Place • Kelly $150.00 Cash from Bill Bennett, Torrey Flight Park 1- Beautiful Embroidered Jacket by Sichel 1- 1st Place Plaque from Bill Bennett , Torrey Flight Park 1- $75.00 Tandem Gift Certificate from Airtek TP & TFP 2nd Place - Candy $75.00 Cash from Bill Bennett, torrey Flight Park 1- $75.00 Tandem Gift Certificate from Airtek TP & TFP

3rd Place • Gina 1- $75.00 Tandem Gift Certificate from Airtek TP & TFP

PAGE 10 • PARAGLIDING, THE MAGAZINE

PARAGLIDING, by Mitch McAleer

THE

MAGAZINE

COMPETITION

Elsinore Cross-Country The Mitch Match

•

.,,,

• weirdness to come. John Bouchard throws his chute, the canyon sucks almost everyone, a few guys get stuck in the wind and land on the back side. I'm sitting at launch/ goal and a cop pulls up on the dirt road. These cops drove up a road barely passable as a 2WD road in their brand new squad car. They get out, a pair of big officers, stem looking. holstering their nightstick. One opens the trunk and another opens the back door, Alex the Swiss kid gets out and the cops unload his paraglider from the trunk. They say "he landed in an unauthorized landing site." They scan the 15 or so cars and pilots who are all watching them and decide nothing criminal is happening, then they are

T/11, co1111'ctitors - Elsi11orc. Photo by Ted Boysc of L.A. Paragliding

/though the days of ramming the

gone, bouncing down the dirt road in a cloud of dust. The rest of the week was cake. John Bouchard asked if I

water tank and riding on couches

needed help, I told him only a miracle would allow me to have

towed at high speed in the LZ are

scores by Sunday.

gone, there's still some fun to be had in Southern California. The first couple days looked like conditions were just right

With John working on the mac and helping me measure distances through a fog of generic percodan, we scored everything in two evenings. Seth Forster, Scott Gressitt and Lee Kaiser all donated essential

with a reserve ride and a few tree landings per day. Actually, there

hardware. Greg Smith hauled my battered carcass to the pilot meet-

were no tree landings, the trees burned three years ago leaving only

ings and up the mountain. Everyone that called with weather con-

blackened stumps.

ditions made my job easier. A slick Nationals quality meet it was

Wh.:it was amazing about the whole thing is that it came off at all. 1 think it happened because everybody that came wanted it to

h.:ippen. There was little I could do, other than decide where to fly. The conditions were weird with a low pressure system down off 13.:ija throwing a few thunderstorms, lots of moisture and some southe.:ist winds up into the region. The first day set the tone for the

PAGE 12 • PARAGLIDING, THE MAGAZINE

not, but it was fun. Mitch McAleer is a world champion aerobatic hang glider pilot. He now flies paragliders for Edel U.S.A. Elsinore is his home site. Mitch is no stranger to strong thermal conditions, being the winner of the U.S. Nationals of 1991 in the Owens Valley. Unfortunately, Mitch was recently injtrred flying at a meet in Arizona. We all hope to see you back in the air soon.

Submitted by Mitch McAleer

Place N2

Name

Day1 Dist. Time

Score Dist.

DaY2 Time

Score Dist.

Day3 Time

Score Dist

Day4 Time

Score

Dist.

Time

Score Total

1 ......... X ...... ENGLAND,Bob.... ..102 ..... 102 ...... 8.00 ..... 90 ........ 90... .... 60 ........ 60 ........ 8.00 .... 90 ..... 50 ........ 14.13... ............ 200 ....... 542 .... 118 ....... 118 ...... 7.33... ....... 98 ..... 12.40.. . ..... 87.. .. 7.33... .............. 106 ....... 13.33 ................. 209 ....... 618 2 ........ 16 ..... BAIER, Ken... . .......... 126.... .... 81.. ...... 81 ....... 4.76 ................. 97 ......... 14.48... ........... 196 ....... 635 3 ........ 8 ....... STENSTADVOLD,Jan..... . .. 134 ...... 134 ..... 4.76... ...... 164 .... 5.33 ................. 120... .... 63 ........ 63 ........ 5.33... .. 106 ....... 14.00... ........... 202 ....... 655 4 ....... 11 ...... SCHICK,Bob ..................... 10.14. ...... 159 ..... 4.76... ........... 126 ..... 2.48 ..... 98 ..................... 4.76 .................. 101 .. .. ...... 178 ....... 178 ....... 662 5 ........ 22 ..... MENDEZ, Kerry ................ 10.65 . ........... 126 ..... 8.81 ..... ..... 103 ...... 4.76... ............ 117 ....... 14.00 .............. 202 ....... 693 6 ........ 3 ...... KAISER, Lee... ............. 145 ....... 145 ...... 4.76... .... 116 ..... 116 ...... 5.62... ............ 117..... 8.62..... ...... 104 .... 5.62... .. 180 ....... 15.52... ............ 185 ....... 702 7 ........ 10 ..... BELL, Monte... ... .... 125 .... 4.86 .................. 121 ...... 4.86 ................. 112 ...... 12.95 ..... 271 .. ... 716 8 ........ 32 ..... BOYSE, Ted... ...................... 87.. ...... 87 ....... 4.86... .... 146 ....... 146 ..... 4.76... ........... 126 .... 10.20 ........ 97 ........ 4.76... ............. 116 ...... 11.24... . .......... 232 ....... 718 9 ...... 26 ..... DYGAS, Pavel...... 10 ...... 24 ..... BRIDGES, David ............. 10.24. ...... 163 .... 4.10... ........... 134 ..... 3.81 ................... 125 ..... 4.10 ................ 100 ....... 14.10 ............... 201 ........ 722 11 ...... 1 ....... BOUCHARD.John ........ 8.20.. ...... 183 ..... 5.62... ........... 117... .... 66 ........ 66 ........ 5.62 ................ 114 ....... 14.10 ................ 267 ........ 747 12 ...... 4 ...... SMITH,Greg... ..... 7.10.. ...... 194 ..... 6.57... ........ 106 ..... 9.95 ................ 98 ........ 6.57 .............. 110 ....... 8.10... ............ 267 ........ 775 13 ..... 27 ..... FRASER, Sean.... ..... 8.00 .. ...... 185 ..... 4.25... ........... 132 ... . .... 62 ........ 62 ....... 4.25... .. 122 ....... 8.10... .......... 281 ...... 783 14 ..... 38 . . STILES, Greg.... . .... 7.20 .. ..... 193 ..... 5.14... .......... 122 ... . .... 82 ........ 82 ........ 5.14... . ........... 124 ....... 6.76... ............ 282 ....... 803 15. .. 39 ..... RUEMEULLER, Chris ..... 1.20 .. . ..... 252 ..... 5.24... .......... 121 .. .. 5.05 ..... ...... 120 ...... 5.24... .. 122 ....... 6.71... ........... 196 .. 811 16 ...... 25 ..... CURTIS.Korey.... ..... 7.20.. . .... 193 ..... 4.76... ........... 126 .... 7.33 ................. 110 ...... 4.76 ................ 118 ....... 14.48... ............ 267 ....... 815 17 ...... 33 ..... SANTACRUZ.Chris ....... 5.90 ..... 206 ...... 5.62... ........... 117... .... 63 ........ 63 ....... 5.62... ..154 ....... 8.10... ............ 276 ....... 816 ..... 4.05.. ...... 224 ..... 3.62... .......... 139.... .... 70 ..... 70 ........ 3.62... .. 180 ....... 7.24... ............ 204 ....... 817 18 .... 9 .... ,3IBLER, Todd.... 19 ...... 21 ..... AMY, Scott... ..... 3.20 .. ...... 233 ..... 4.38... ........... 131 .. .. 12.57 .. ...... 87 ........ 4.38... .. 180 ....... 13.81... ........... 207 ....... 837 ..... 7.40.. ...... 191 ...... 4.67... ............ 127 ..... 5.05 ..... ..... 120 ...... 4.67... .. 122 ....... 13.52... .......... 281 ...... 842 20 ...... 15 .... LAWLEY, Fred..... 21 ...... 36 ..... SCHOLES.Kevin.. ..... 3.20.. .. . 233 ..... 3.14... ........ 145 ..... 8.95..... . ..... 103 ..... 3.14... .. 117 ....... 6.76... ........... 268 ....... 865 ..... 7.30.. ...... 192 ..... 0.50 ..... 169 ...... 174 .... 9.86..... ...... 99 ........ 0.50... ..180 ...... 8.00 .................. 257 ....... 897 22 ...... 37 ..... BELLIC,Mike... .. ..... 0.00.. ..... 264 ..... 5.14... ............ 123 ..... 5.24.... ...... 119 ..... 5.14... ..136 ....... 8.95... ........... 278 ....... 919 23 ...... 30 ..... HANKINS.David.. ..... 5.90. ...... 206 .... 4.67 ... ............ 127 ..... 3. 71 .... ...... 126 ...... 4.67 ... .. 114 ...... 7.05 ................. 356 ....... 929 24 ..... 43 ..... WRIGHT, Mark.... ...... 177 ..... 5.81.. ........... 115..... 6.48..... ...... 113 ...... 5.81... .. 180 ...... 0.00 .................... 356 ........ 951 25 ..... 29 ..... GRESSITT,Scott .............. 8.85.. 26 ..... 40 ..... PARKER.Joel..... ..... 1.40.. ...... 250 ...... 0.98 ..... 114 ...... 169 ..... 0.00.... ...... 142 ..... 0.98... .. 114 ... 0.00... ........... 271 ...... 946 ..... 1.20.. ...... 252... 5.81.. ........ 115 ..... 3.81..... . .... 125 ...... 5.81.. ............ 114 ....... 7.71... ............ 356 ........ 962 27 ...... 28 ..... GLUZINSKl,Joe... 28 ...... 31 ..... ZUMBOLHl,Alex.. ..... 1.00.. ..... 254 ..... 4.95... ........... 124 .... 0.00.... ...... 142 ..... 4.95 ................ 114 ...... 000... .......... 356 ........ 990 ... 0.00 ............. 264 ..... 5.52... ........... 228 ..... 2.48..... .... 131 ...... 5.52 ................. 180 ....... 0.00... . .......... 340 ........ 1033 29 ..... 34 ..... QUINTANA, Maria... . .... 0.00.. ...... 264... ........... 180 ..... 5.05..... . ..... 120... .. 133 ....... 1.43... ........... 356 ....... 1053 30 ..... 12 ..... FOERSTER, Seth... 31 ...... 23 ..... BRADLEY.Alan.. ..... 0.00.. ...... 264... ....... 180 ..... 8.05.... ...... 103... ............ 180 ....... 0.00... ............ 356 ........ 1083 ..... 0.00 .............. 264... ......... 180 ...... 3.14 .... ..... 128... .. 180 ....... 0.00.... ........... 356 ........ 1108 32 ...... 42 ..... WHALEY, Dave.... 33 ..... 42 ..... PECK, Simon..... . .... 0.00.. ...... 264... ............ 180 ..... 0.00..... ...... 142... .. 180 ...... 0.00... ............ 356 ....... 1122 34 ..... 35 ..... PELLETJER,Robert ....... 0.00.. . .... 264... ........... 180 ..... 0.00.... 142... 180 ....... 0.00... 356 ....... 1122 35 ...... 5 .... TOEPEL, Ciro...... ..... 0.00.. 264... ......... 115 180 ..... 0.00.... 142... 180 ....... 0.00... 356 ....... 1117

Air 411 jun 411 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 e

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PARAGLIDING ,

THE

MAGAZINE

Arctic Air Walkers

EXTREMELY ALASKAN

by Bruce Hammier

Skiing Championships began at 5:30am each morning. Due to high winds (30 - 70 mph) at the scheduled course on 27-Mile, an alternate site of the skiing competition was chosen near mile 42. At the noon AAW pilot's meeting, there seemed to be no hope of

flying that day. The NE winds were over 40 mph at launch and gusty. Looks like no flying today! Wrong! Patience and luck paid off for eight AAW team member, including the five Seattle

pilots, as they took advantage of changing mountain

conditions

and soared for hours over the Extreme spectacle. This established a new Oass I soaring site at Mile 42 and helped ignite the charged Winter Carnival Atmosphere. photo by Bruce Hammier

HIGHLIGHT: Soaring above the colorful collaboration of ex-

he Arctic Air Walkers Paragliding

tremists, Seattle pilot Ray Kehl, sets a new Alaska State Tune Aloft Record of 3 hours, 9 minutes flying an Ailes de K Genair 224.

Team once again flashed their colors at ,:::'vf-vome SL-ii-no the 1QQ') TATorld VV1 ,~,....."'6 .i.JJ~

L.J.Ai.1 l,.,,11

Championships (WESC). Fifteen pilots

27-MILE HILL - Saturday, 4/4/92 I spent lhe eaJ!y morning in meetings, hopped the helicopter to the top and spent most of the day getting blasted by winds of 30-70 mph. The winds blew my glove away. The extreme skiing took my breath away. The

and three students enjoyed a variety of

helicopter rides blew me away. An Extreme Event in every way!

paragliding conditions - all of them sunny and

of the day. Christian took his Pantair on a short flight above launch on

often soarable.

HIGHLIGHT: Christian Mullack of Ailes de K logs the only flight 27-Mile Hill. This the AAW "perfect" record (No days un-flown during the AAW WESC events and no injuries) is preserved for another year! Thanks again Christian.

A new Alaska State Record was set, new soaring sites were established, and many personal bests were logged. Everyone flew and flights were logged on every day of the event (our special thanks to Christian Mulack of Ailes de K) and for several days thereafter. The participants and their gliders are listed at the end of th e article and a daily account of the adventure follows.

TSAINA LODGE - Mile 35, Friday 4/3/92 1l1e AAW Adventure began ea rly Friday morning at the Tsaina Lodge. Mow1tain Staff /Safety mee tings for the 1992 World Extreme PAGE 14 • PARAGLIDING , THE MAGAZINE

BLUE ICE BUMP- Mile 28, Sunday, 4/5/92 After a day of sunshine and high winds on top of 27-Mile on Saturday, WESC officials declared Sunday a rest day due to continued high winds aloft (30 - 50 mph). Down in the valley, eleven Arctic Air Walkers enjoyed sunshine and occasional ridge soaring. Other flight activities included musical gliders, LZ crashing and windsock bashing - another day of flying fun! HIGHLIGHT: Spotlanding session on snow at sunset spawns some serious silliness.

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 900 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 (110 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.

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

PAGE 15 • PARAGLIDING . THE MAGAZINE

1 " \)\ABLO

EXTREMELY ALASKAN (cont.)

"The best paraglider 92"

LOVELAND - Monday, 4/6/92 The winds were light at sunrise and the action moved to Loveland for the final round of the WESC Competition. At over 6000' MSL and an average slope of 55 degrees, the ski runs off Loveland were what everyone had waited two years to experience. The wait was well worth it! With death defying runs and incredible displays of skill and athleticism, the skiers set new standards for Extremism. Increasingly high winds and turbulence on Loveland and launch prevented any attempts at XC flying. While I enjoyed the competition and the view from the top, lessons and demo flights were going on below. When I caught one of the last helicopters down, th e winds were gusting at over 60 mph. Down in the pass, the winds were just right for a lesson before sunset. Then back to the Tsaina Lodge where the conclusion of another successful WESC is celebrated! HIGHLIGHT: Brook Goss logs first paraglider descent off

Loveland with an assisted launch into a strong north wind, an exciting flight over 27-Mile Glacier, and a landing near the saddle on 27-Mile Hill.

* 3 years total guarantee ! * ACPUL "Class A" * Glide ratio 6.5 * Sink rate 1.2 m/s

Thompson Pass in April is a magical place where sun, snow and wind form a paraglider's paradise in a spectacular setting. Plans for next years WESC event are already underway. For more information on the WESC event, Alaskan sites and/ or tours contact: Golden Eagle Paragliding,500 W. 42nd Ave., Anchorage, Alaska 99503, (907) 563-IFLY. ~

THE ARCTIC AIR WALKER'S WESC PARAGLIDING TEAM

NAME

CITY

APA#

GLIDER

JOHN "BIG AIR"" BLASKO MATI CHMIEL.ARCZVK AL.AN CHUCUL.ATE ROBERT FRENCH ROBERT GOSS BARNEY GRIFFITH BRUCE GRIGGS BRUCE HAMMLER ROBERT HANNAH RAY KEHL JOHN L.APKASS JENNY MAGEE BILL MENDENHALL CHRISTIAN MULACK STEVE STROMING

ANCHORAGE, AK ANCHORAGE, AK FAIRBANKS .AK ANCHORAGE , AK VALDEZ.AK ANCHORAGE , AK JUNEAU . AK ANCHORAGE , AK SEATTLE , WA SEATTLE , WA ANCHORAGE , AK ANCHORAGE .AK SEATTLE, WA SEATTLE , WA SEATTLE , WA

434 ??? 357 265 129 131 130 947 1070 256 225 790 783 804

EDEL AERO HARLEY ELITE ITV METEOR ITV METEOR UP STELLAR ITV METEOR ITV METEOR GOLD UP KATANA WILLS WING 125 AILES DE K GE NAIR UP STELLAR ITV METEOR GOLD EXCALIBUR 39 AILES DE K USA FUNAIR CHIRON

EAGLE RIVER, AK ANCHORAGE, AK ANCHORAGE , AK

??? ??? ???

CHALLENGER HARLEY 280 AERO

???

STUDENTS DAVE BRUCHIE RICHARD EVANS SCOTT NAYLOR

INTERNATIONAL NET\X/ORK ARGENTINA BELGIUM CANADA SPAIN ITALY LA REUNION NEWZELAND NORWAY SWEDEN

61 .248.147 INTEGRALING 71.84.36.50 CONFLUENCE 51.43.58.21.51 AILE EMOI 43.63.23.12 HUSTAIR 33. 77 .99.63 D'AGUANNO 262.21.16.78 ESPACE SENS 442.77.70 MAX AIR 23.36.911 SKY DESIGN 87.67.69.08 HIGH ADVENTURE

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Prete! Varlometers will help you reach a higher level of soaring proficiency al a lower level of price! Because, until August 31, 1992, we are offering the Prete! V-4 and V-8 Varlometers al a 20% savings! This incredibly simple numerical/digital system combines 1-bullon/functlon slmpliclly with accuracy and dependability! V-4 VARIOMETER Vertical Speed with Dual Readings Numerical display from -1948'/min to +1948' to within 20'/min · 360 " Clockface display from -984' to +984'/min to within 40'/min Ascending Sound · Modulated up to 492'/min, then continuous ALTIMETER · Numerical display from -830' to +19,990'

Plus, the V-8 offem: 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 lo within 40'/min Maximum Climb Rate Achieved Ascending Sound · Modulated up to 700'/mln, then continuous · 4 oonflguratlons can be programmed ALTIMETER · Numerical display from -830' lo +32,800' · Maximum altitude achieved Allilude Variation · Numerical display from -830' 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

V 4 and VS Two-year Limited Warranty Temperature compensated Operating temperature -13' to +130'F Sound alarm al ±984'/min Shockproof case Up lo 3 fastening systems Adjustments memorization Sound and battery indicators Dimensions: 3.88" x 2.5" x 1.5" Weight: 1 oz (w/9-voll battery)

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Dear Dr. Rico, I wanted to let you know about another one of your "LIFT BACK" stories, I bought mine about a year ago because I live 100 yards from the LZ at San Francisco's Fort Funston. As a coastal pilot I often get 4 or 5 hours a day airtime. That would be impossible without my LIFT BACK. More important, though, was when I was flying in the mountains in April and I went through into a rapid parachutage descent 30 feet above the deck. I hit the ground hard on my heels, then my momentum slapped me hard on my back with a tooth rattling impact. I was sure I was going to get hurt, bad news for my bones. But I walked away with no injuries to my spine. Thanks for my LIFT BACK.

UFT BACK • Back comfort & protection for paragliders. • Designed by Pilot/Ortltopedic Chiropractor of California. • Installs in minutes to any lumre.ss.

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U.S./lnt'I Patents Pending 100% Satisfaction Guaranteed Dealer Inquiries Invited

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PAGE 17 • PARAGLIDING, THE MAGAZINE

PARAGLIDING,

THE

MAGAZINE

Site News

Jackson Ho le Wyoming '

•

by Cam Eddy

days in jail possible. We don't mess with the Fed's and suggest you don't either. (For the record: all flight activities are banned from both Grand Teton and Yellowstone National Parks.) Other land on the valley floor is private. With gratitude we still hold some landing zones but please ask permission. It is easy to do and makes for much better relationships between pilots and nonpilots. Jackson is farming country and if the hay is tall or if cows are grazing choose another site to land. Ranchers understandably get angry if their hay or alfalfa gets matted down or if the cows get spooked by a paraglider. Give the landowners the respect they deserve and perhaps we can keep secure landing zones for future pilots. This brings to focus the third issue which is flying off the ski hill and using the aerial tramway as access. Because the To111 Bartlett flyin g at Astoria m~,r flu, Snake River 011 his Excalib11r. Photo by Cam Eddy

federal lands are closed half of the year it makes the ski area that much more impor-

or any pilots that may be visiting the Jackson area and wish to fl.y, there are three serious issues governing much of the land, and consequently the fl.ying here. 1) Federal I.nnd, 2.) Private land, 3.) The ski area.

tant asa site to retain. As a flying site the ski area isnotideal because of its southeast aspect. With a southwest flow the norm in winter it is the exception when paragliding flight is possible from Rendezvous Peak. Flying at the ski area is highly regulated. Reserve chutes and current Oass I license is mandatory. All flights must be cleared by the director of flight activity. Pioneered by hang glider pilots all flying was revoked for some time so it is a true privilege and not a right to fly from the ski area and attitudes and inquiries regarding flight should reflect that respect.

From November 1 - May 1 many of the buttes, slopes and ridges

Despite the regulations and negativity don't be fooled. Jackson has

a round the valley a re closed to entry and become "critical game winter

some outstanding sites with great cross country potential, huge sled rides

habitat" or N a tional Wildlife Refuge. Some unknown tourist pilots this

and good ridge soaring. Paragliding has come a long way since Jim Olsen

winter fl e w into one of th ese areas terrifying the elk herd and causing

made the first flight (and to date the only known flight) from the summit

.:i s t.:impede. Perh.:ips humorous in retrospect, it cre.:ited much b.:id press

of the Grand Teton, April 28, 1992. John Patterson flew his Edel ZX be-

about p.:irngliding and really makes the local pilots look irresponsible

tween 16-18 miles in approximately 1.5 hours to break all previous ther-

in the eyes of a strong "sportsman" and hunting interest groups. Be-

mal records. Listed below are some current (4/92) paragliding contacts.

cause the National Elk Refuge is federal land, if you get busted flying in or over it illegall y it is a federal offense with fines of $1000 and 30 PAGE 18 • PARAGLIDING , THE MAGAZINE

John Patterson (307) 733-7549; Cam Eddy (307) 733-6CY73; Tom Bartlett (307) 733-7712. i..

,-,-,, ''-'"'-" ,,._ ,-,~,_, ,,_ ' ~..-,l\11-,0,-,...1,-

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Paul Hamilton 10950 Silver Knolls Blvd. Reno, NV 89506 702-972-3518 CALL OR WRITE FOR OTHER ACTION VIDEOS PAGE 19 •PARAGLIDING.THE MAGAZINE

CHARLY Large Reserve Chute Charly are procuring a reserve mute specifically for dual flight - an activity very popular on the Continent. the massive 'Duo' is some 28 feet in diameter to bring both pilot and passenger down safely together. It must take a powerful throw to deploy it quickly. Dual flight is very common on the Continent, for introductory flight and training. The accident statistics do not suggest that it is more dangerous than going solo. Several large canopies are available designed for dual flight when will we get a chance to use them?

FlyTEC PERFORMANCE DESIGN

" -

AILESTHEDE K TIGAIR

The new competition model from Ailes De

Perfonnance Clesigns Paragliding is rur-

K, the TIGAIR stems from the advanced tech-

rently flight testing their new high perlor-

nology. A revolutionary construction system allowed from placement of elements and parts which provide a great improvement of the aerodynamics of the leading edge of this race paraglider.

mance, high stability paraglider, the SABRE. This elliptical shaped wing has the same patented cell construction as the Excalibur. This special construction eliminates a lmost 50% of the total numb€r of susp€nsion lin€s, thus eliminating almost 50% of th e parasitic drag with a resulting increase in speed . In the flight test program the SABRE is d emonstrating an incredible level of stability and speed. Also announced by PDP! is their new Stealth harness/ seat system. This state of the art harness incorporates a rigid reinforced fiberglass seat bottom and padded back shield for extra comfort and increased pilot

1l1erefore, this new profile has a high load capacity making maximum use of energy for peak performance at pilot's command. It claims to have a good sink rate and its capacity to soar and climb in thermals is considered to be very good. Comparisons during competition demonstrated the TIGAIR's enormous potential to rapidly gain altitude and reach cloud base faster, as well as to provide superior speed and time advantages during valley cros.sings. The elegance of its outline combined with its flight qualities give it the dynamics and power of the tiger.

Stealth because even after flying for hours

Ailes De K is now working on a wiser TIGAIR version to satisfy the request of competition performance fans.

and hours the pilot still won't know it's

Surface: 26,6 m2 (spread out)

there, it's that comfortable! Contact Perfor-

Wing Span: 12,81 m

mance Designs Paragliding at 714-657-2664

Number Of Cells: 59 + stab Aspect Ratio: 5,94

protection. This new harness is called the

of fax 714-657-4062 for further infomiation.

PAGE 20 • PARAGLIDING , THE MAGAZINE

FLYTEC has a new bracket system for paragliding pilots. On take off the instrument stays attamed at the body of the pilot and is therefore well protected. During the flight, with one movement the instrument will be placed to the ideal view-angle of the pilot. The bracket has been tested with success among some of the world's best pilots. The new bracket is installed very quick.I y and can be changed very fast. Delta pilots, who are flying delta- and paragliders can use the bracket for ha ng gliding and paragliding. Apart from the basic part of the bracket all the other elements are identical. The new paragliding bracket can be purchased for around $40. Contact 011/4734 24 or fax : 011 I 48 54 24.

FLYTEC'S NEW RANGE OF INSTRUMENTS IS FUNCTIONAL, ERGONOMIC AND ATTRACTIVELY STYLED FAl -opproved oorog roph (FLYTEC 3030)

Extremely easy to use

A wide range of flight data can be printed out plus on-screen data display

Integral. digital vario combined with highly sensitive flight acoustics (ASI) for audible indication of the slightest thermals

Unique. analo g voriometer display (FLYTEC potent l)

New method of attachment with optimum viewing angle

DATE

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MAX

MA'!,

REC TIME

Al112 VARIO BARO 4 15.01.92 4894 3693 7.7 5131111 • PILOT Haarl Un SW·V!R 29141 DEVICE·NUMBER : 584 BARO STARTTIME : 12:30 TIME AT PRINT OUT : 16.01.92 09 45

(111)

5000 4000 3000 1000 1000

lh High technology and top quolily flight ins rurnents made in Switzerland

WORLD RECORO 230km

3h 4h 2h FLY TE C AG . Ebenoustrosse 80, CH -6048 HORW internolionolTEL + 4141473424 FAX + 4141485424

SANDWICH SYSTEM

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Ce-".

AIR BULLE MODULAR HARNESS "MODULAR" The Harness Made in a sandwich of cloth and foam for better comfort, has eas ily ad justable straps at the shoulders and torso, as well as a cross bracing system which can be adjusted to sui t any pilot. Equipped with auxiliary zippers, the Modular harness is ready to take the following options.

Dorsal Pockets Pocket 1: cloth pocket which will easily take the largest backpack. Pocket 2: the same volume, but made from cloth and fo.:im for a better profile. Pocket 3: reserve parachute container

Dorsal Protection Pocket 4: is fixed between the harness and pockets l, 2, or 3 in order to house the PAGE 22 • PARAGLIDING . THE MAGAZINE

backup protection system. The harness is also available in a swing version: without cross-bracing system

Accelerator Kit 6 pulleys to mount on the attachments provided with the modular harness. Stirrup in PVC tubing with cord.

Backup Mechanical device consisting of several interlocking polycarbonate plates and shock absorbing foam, for the most efficient absorption at impact (Patented system). Each plate absorbs part of the energy, by elastic deformation,m and transmits some to the next plate, which then goes to work. ''The residual energy is absorbed by foam cushions attached between the plates and supporting column (polycarbonate). For further information contact: Dick Jackson, Aspen Expeditions, P.O. Box 105, Basalt, CO 81621 . Fax: 303-927-4524.

In reply to the demand for an ever better dorsal protective seat harness, Scorpio has released a new "Sandwich System" model composed of an air cushion, two antishock foams and a series of rolls that absorb and disperse the shock. The system is supple and light weight, only S cm thick. Contact Scorpio: S rue Margencel, 74200 Thonon, France (tel: SO 72 58 90; fax: SO 72 58 97).

Vertical World Systems After extensive design and research, including an emergency save from less than 200 feet AGL, the "Vertical World Systems" fully stagged deployment bag and container is now available. A hand deployed bag which has several options that the regular systems are lacking. A large, easy to grab (even with gloves), handle. Fully staged line and bridle, to minimize malfunction caused by loose lines and bridal wrapping pilot and equipment during deployment. The bag may be used with the exisiting container on your harness or purchased with a container, that offers a two-pin no velcro closure for fast access, and a secure handle restraint to minimize premature deployment.

Also new for '92 the "U.V. field pack", a light easy to use drawstring container that allows you to bag your loose glider in the field. Use it for las on the training hill or to transport to a suitable packing area. U.V. cloth protects your wing from the damaging ultraviolet rays. Also X-C thigh mount map holders, easy to use set up for standard 8.5'' X 11" sheet:;. For further information call or write to V.W.S , P.O. Box 1632, Bishop, CA 93515; Phone (619) 873-8367.

tow launching? Will transportation be provided? Do I need a permit? What season is best? Is insurance required? Do I need a 4-wheel drive? Where will I camp? 47 sites in 12 states and still growing! Price: $15. Please include $1.50 for first class postage. Send $16.50 to: Marcus Salvemini, P.O. Box 8552, La Jolla, CA 92037.

into the United States. Desirable for any long XC or cold weather flying, the Integral Harness will no doubt be a must for any serious pilot. "NEWS FLASH" Integral Pod Harness wins Torry Pines World Paragliding Races.

PARAGLIDING IN AMERICA A Guide Fol' The Traveleling Pilot

New for 1992 the Pro Design Integral

Where to go? Who to Contact? What to expect? Which site to fly? What rating is required? How much will it cost? Can I expect

Paragliding Harness is a self contained Flying Pod type harness. This will be the first production harness of its type to be brought

EXPERIENCE

HANG GLIDING PARAGLIDING SALES T SERVICE INSTRUCTION PROFESSIONAL DEMONSTRATIONS

-SAN FRANCISCO :1:. Phone: 415 359-6800 " Fax: 415 359-0553 488 Manor Plaza " Pacifica, California 94044 PAGE 23 • PARAGLIDING, THE MAGAZINE

clusters, personnel parachutes and spacecraft recovery systems. Mr. Knacke served as Chief of the Technical Staff for both the Gemini and Apollo Spacecraft Landing Programs. He is known worldwide for his lectures sponsored by the American Institute of Aeronautics and Astronautics and hosted by the University of Minnesota. The book was written for the Naval Weapons Center at China Lake by Mr. Knacke. The Navy contracted with Dan Poynter' s Para

Publishing to publish the book to make it available to both the military and civilian markets. The Parachute Recovery Systems Design Manual has 512 pages, 280 illustrations, 78 tables and is available form major dealer or direct from the publisher. Para Publishing, Dan Poynter, P.O. Box 4232-959, Santa Barbara, CA 93140-4232 USA, fax: (805) 968-1379. for individual orders, call toll free: 1(800) PARAPUB and charge the book to a credit card.

NEW BOOK BY DENNIS PAGEN Sport Aviation Publications announces the publication of a new weather book for sport pilots. This book is intended to replace our previously published book Flying Conditions with all new text, photos and illustrations in addition to much more material.

PARACHUTE DESIGN MANUAL RELEASED The

Parachute

Recovery

Systems

Design Manual by Theo Knacke is simply an incredible compilation of parachute design information. It provides you with all the tools necessary to evaluate, select, design, test, manufacture, and operate parachute recovery systems. All aspects are discussed, including the selection of the most suitable recovery device concept, a computerized approach to parachute performance, force, and stress analysis, geometric gore design, component layout, material selection, system design, manufacturing, and in-service maintenance. In short, this is the last word in tL>ehnica I design manuals for recovery systems. Theo Knacke is the parachute engineer's engineer. He has spent a lifetime working in all phases of parachute research, development and application in both Germany and the United States. He is the authority on escape systems, landing deceleration canopies, aerial delivery PAGE 24 • PARAGLIDING, THE MAGAZINE

UNDERSI'ANDING THE SKY .. A SPORT PILOT'S GUIDE TO FLYING CONDITIONS by Dennis Pagen is the product of years of research and writing. It consists of twelve chapters - close to 300 pages, with 260 photos and illustrations to help you gain real insight into the ways and wiles of the sky. Learn the secrets of thermal types, thermal sources and behavior. Learn about inversions, where they come from and their effects on flying. Discover the weather differences in different areas and where to find ridge, convergence and wave lift. Learn the intricacies of the sea breeze and similar circulations near plateaus and clod banks. Find out about magic air, wonder winds, turbulence, cloud streets and much, much more. In brief, UNDERSI'ANDING THE SKY is a quick study for the pilot who wants to progress from merely coping in the air to truly mastering it with knowledge and insight. UNDERSTANDING THE SKY is written is clear non-technical language so the average reader can gain full benefit of its wealth of information. It is intended for all sport aviators no matter what their choice of aircraft and includes the perspective of both hemispheres as well as Europe and Australia. Five appendices are included to cover more intricate details while a glossary and a complete index render the entire book user friendly. If you've ever had a question about cloud causes, the locations of lift or what you

experience in the air, this book is for you. UNDERSI'ANDING THE SKY is available for $19.95 from your equipment dealeror: Sport Aviation Publications (add $1.95 for postage), P.O. Box 101, Mingoville, PA 16856 Dennis Pagen has been a spot aviation enthusiast for 18 years. He began hang gliding in 1974, Ultra lighting in 1978 and paragliding in 1989. He was National Champion in hang gliding in 1978 and still competes regularly. Dennis has authored over 300 articles on apart aviation and currently has eight books in print including Paragliding Flight and Understanding The Sky which cover our particular aviation niche. Dennis has served on the USHGA Board of Directors since its beginning and has authored manu instructor programs. He is currently the OVL representative for both paragliding and hang gliding.

APCO Aviation

have higher aspect ratios, more cells, and are available with both speed bars and trimmers.

Ltd.

The ASTRA is impressing European pilots with its quality and has already flown 105 kilometers, the furthest flight in Europe this year.

---

AERIAL ACTION The ASTRA, APCO aviation ' s new high perfom1ance glider is now available in the U.S. having passed the ACPUL testing with 11 "A's" and one "B'' rating. Although designed as a serious competition glider, the low rating will be attractive to the developing pilot, who wishes to step up in performance without unduly sacrificing safety.

Also available, the SECURA harness, with or without the airbag safety system. Designed to be deployed automatically with a chute deployment or manually, the airbag is able to provide protection from the neck to the legs. Once deployed the bag does not hinder flight at all and can be flown intact or deflated by hand. /6.

The ASTRA currently is available in two sizes and two configurations, regular and competition. The competition versions

Coming Soon from PDP/

The SABRE

The totally new elliptical paraglider from Performance Designs, makers of the Excalibur - the number one selling paraglider in the United States. We took everything good about the top selling Excalibur, including its patented 3CI cross-cell construction method (which eliminates almost 50% of the suspension lines with a corresponding reduction in parasitic drag), our heavy, durable sail material, bullet proof 100% Spectra suspension lines and added the latest airfoil design technology to give pilots both the speed and that famous Performance Design's stability that more pilots have come to trust and expect from PDPI.

The STEALTH

The Stealth Is Performance Design's new high tech, high function seat/harness system for today's paragliding pilot. The Stealth (so named because this harness is so comfortable that even after hours and hours of flying you still won't know it's there) incorporates the latest in rigid seat and padded back s·h ield technology into a durable harness that every pilot will want in order to make their flying more comfortabie, more enjoyable and considerably safer.

INTEGRITY - Products you can trust from the people at PDP/ Performance Designs Paragliding, Inc.

Phone

425 W. Rider Street • Suite BS, Perris CA 92571

FAX

714-657-2664 714-657 -4062 PAGE 25 • PARAGLIDING , THE MAGAZINE

Ill

I Hit The Spot It is always good practice to pick out a small area in the chosen landing field, be it a tuft of grass or a properly organized target where a pilot can aim for and get close to, in order to improve his

Tips then request the tow to commence.

Flight Maneuvers 'B" Lining: this is a relatively new maneuver and is certainly

landing approach technique and accuracy. However, pilots must

proving a most useful tool to many pilots. Misunderstanding of it

not have a blinkered view on such a spot and if their approach

is however causing accidents.

requires that they must overfly the spot, then so be it. It is

To "B" line, a canopy must have the 3 risers but are not really

dangerous to 'mush' a glider to lose height where a pilot is not fully

suitable for this maneuver unless there is plenty of altitude to spare

aware of the stall point of his glider, they could find themselves

as they recover slowly from the stalled state. These include the

suddenly being pulled backwards and down with a severe pen-

Falhawk Neo, The Airwave Taboo, and the Fun-Air Chiron. Other

dulum effect - possibly hitting the ground before they recover.

canopies such as the Falha wk Apex and Edel Apollo, seem to get

If you need to Parachutal Stall ("Flapping"), make sure that

stuck occasionally, and this may well be true of most paragliders.

you always release the brakes (at least above half brake) every

The "B" line facility is useful in two ways. First, to lose altitude

three seconds or so, in order for the glider to surge forward and

quickly without drifting downwind or collapsing the canopy. Ii the

retrieve some of its balanced flight. One must be aware of wind

wind gets up or you are in cloud suck, it is safe and simple way to

gradient. If the spot is on a slope make sure you approach it fol-

descend. Second, it is also invaluable as a way of collapsing a

lowing its imaginary contour line - therefore your mind is always

canopy on the ground. It works in high winds, it does not leave you

tracking on the same level.

with the canopy upside down or slam it into the ground risking

by Jock Sanderson

cell-wall damage.

Hints With Launching

in Flight

One of the most common problems with launching is with

Simply reach for the rapid links at the top of the B riser and pull it

reverse launching fast canopies. They tend to climb fast and over-

finnly down. The canopy will either desoend vertically or sometimes

shoot the pilot, resulting in a front tuck. This can be prevented by

rock back and adopt a deep stall attitude then desoend vertically. Make

judicious use of the brakes of course, but this takes practice and can

sure you release with plenty of altitude left just in case it remains deep-

result in a premature (and back-to-front) lift off. If you have a fast

stalled. Do not let up too gently, it is better to let the canopy surge

wing such as a Saphir, Phantom, etc., then launch it holding both

forward (within reason) to regain flying speed. On some wings - the

the A and B risers together, you should find the climb much slower

Airwa ve Voodoo for example- the B lines can be used with impunity to

and easier to deal with.

vary the angle of glide approach (just like airbrakes on a glider) with some other models more caution is required.

Winch Launches If you have a canopy with trim devices fitted then make sure that they are fully off before attempting a winch launch. You can always put them on again once well clear of the ground. I have seen and heard of a few incidents where a modern

Like all new maneuvers if you are not totally familiar with your canopy's response, practice where there is lots of altitude to spare. To Bline on landing simple grab the rapid links as before and heave strongly as your feet touch. You should still tum and run after it in a high wind as the canopy will still try to reinflate as it

canopy has deep-stalled on a tow launch, invariably where the

blows away and the lines tighten again. Some 4 riser canopies

winch is doing the work of launching. The solution seems to be to

allow a similar maneuver with the Clines.~

always launch the canopy yourself and when it is up and flying,

by Ian Currcr

PAGE 26 • PARAGLIDING, THE MAGAZINE

- -~ ~ -

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- · -

Catch some air ----with....

PARAGLIDING Foot Launch• Towing• Ridge Soaring· XC Thermaling • Fun! APA Certified Instruction• Sales• Service

We carry a variety of certified gliders, instruments, helmets and a complete line of towing accessories. T-shirts, hats, para9lider stationery, and log books are also avrnlable. For more information . call or write: P.O. Box 200644 Austin, Texas 78720-0644

(512) 832-0516

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PAGE 27 • PARAGLIDING , THE MAGAZINE

PAGE 28 • PARAGLIDING, THE MAGAZINE

1" 0

ii\

li' 0

0..

The Swift Designing a high performance Foot Launched Sailplane posses many great design problems. So difficult is this marriage in flying wing design that not many would be designs have made it in the air or passed the prototype stage. The Swift is a 39 foot span cantilevered flying wing thars swept back at 20 degrees and has fixed vertical tips. Control is accomplished th rough a 'Joy Stick" which actuates ailerons for roll (turning) and the same jointly for pitch (sped). An inboard flap is used for speed trim and glide path control on landing . The structu re consists of kevlar skins and carbon spars, all of which are molded. The pilot enclos ure is frame in chromolly steel and is covered in kevlar with a lexan window faring. The new pre-production prototype weighs in at about 125 lbs with harness, ballistic parachute, and a pilot fared wheel/skid landing sys tem. If one is willing to believe that, more than 20/1 in gliding performance by definition constitutes a Sailplane, the Swift is a Foot Launched Sailplane. It flies in the neighborhood of 25/1, and glides well above the best hang glider llven at 60 mph . In the lightest lift it can push a hang glider, but of course won 't turn

Brian Porter

tighter than a paraglider when thermall ing.

Via Bright-Star-Hang gliders the Swift came into being through the efforts of many, but mainly by the endeavors of five principle players. The Bright Star design team consists of two Stanford Aero Engineers (Elan Crew and Steve Moris), one Structural Engineer (Brian Robbins), and two Test Pilots (Eric Bockman and Brian Porter) . The Swift is very easy to fly, it responds to the Joy Stick, just about, as fast as your hand can move. The faster a wing flies , the more critical your decisions become. This is one reason why flying hang gliders tends to be more difficult than flying paragliders. My first flight in the third Swift came after eight months of exclusively flying paragliders. I flew the Swift off Mount Tam (2000 ft) , and the feeling was unbelievable, sort of a flying culture shock. Launching faster than most paragliders fly and then 25-30-35-40-45-50 mph and still over 15/1. Landing can be tricky because of the Swifts speed and weight, but manageable if done right ("piece of pie" if there's any wind). The Swifts performance is a flying compromise between span and twist, sweep and tapper, aero and airfoil , control system and pilot. Not one can be changed without effecting all the others. The use of computer modeling reduced the design difficulties in optimizing the wings shape. In addition, RC modeling and previous hang gliding design work helped greatly in materializing the wings final design. With a little trial and error, and good team work, the Swift as a foot launched sailplane has materialized.

- - - - - -- - - - - - - - - - - - - - - - - -- - -- - -------Profile of Brian Porter

designed my first hang glider in 1968 during my freshman year in high school. At the time I knew it only as an, 'Open ~

Ill ~ :D > G)

1 m ;::

attempts at flight, running down the San Joaquin Valley foothills once every six months or so. Fortunately, my brother was almost always there to document it all on Super8 film .

Cockpit Primary Glider', because the term 'Hang Glider' had, to my knowledge, not been coined yet.

A few really 'big crashes' in the over sized Bamboo Butterfly convinced me to purchase a Flying Wing Biplane known as the Icarus II. I learned of this aircraft through Low and Slow Magazine in 1970 (the official 'Hang gliding' magazine). The wing could only be made from plans, but I bought mine complete from a couple of disillusioned army guys during Christmas of 1972. The glider had to be completely rebuilt, but

a z _Q

I built this glider out of bamboo, of course, and sized it to accommodate my two-hundred pound high school buddy. He never flew it, but gave me lots of moral support. Over a three year period I made many

I'm not sure my Otto Lilienthal look alike would have ever flown . Fortunately, before I had a chance to build it I discovered plans for sale in an experimental Aircraft Magazine. It read , 'Bat-Glider - the ultimate low cost glider. Build in one day for $20.00.' It was better known as th1e Bamboo Butterfly and trumpeted the beginning of a new sport and aviation frontier.

it was ready to fly by the summer of 1973. With the Icarus 111 started learning how to fly but it would be years before I had any idea of what I was really doing. I flew and crashed, but mostly crashed, all summer long. I went from the 8:1 Biplane to a4:1 Standard Rogallo, and then back to the Biplane when I discovered what performance was all about.

PARAGLIDING,

THE

MAGAZINE

THE SWIFT (cont.) I won the World Open Hang Gliding Championships in April 1976 with an unexpected come-from-behind victory. To my knowledge, this meet was one of the largest ever held with 350 entrants. In those days, anything that flew foot-launched, was considered a hang glider and qualified to compete. A present day paraglider would have been another hang glider then, and probably would have made it into the top ten, if not for the speed run part of the contest. It required the pilot to get down as fast as possible, and was timed {a full collapse might do the trick!). That summer I traveled the country as a factory representative, flying The Easy Rider everywhere and promoting it as a kit built hang glider. One year later I went to Albuquerque, New Mexico to help build and test fly the Wonder Wing II by Electraflyer. Wonderwing One was built and destroyed during its first test flights, via Delt-Wing-Kites-and-Gliders Inc. In the second, the pilot {me) laid fully in the wing head first and hung from a roller on the center rib. There were hand

fly in exactly the same air, at the same speed as Rogallos, but do better. My best distance by 1987 was only a 14 mile out and return. Flying my Voyager in various cross country meets leads me to my best finish in the 1987 Region II Nationals Qualifier {west coast area}. The meet was typical of modern day Cross Country Meets, lasting a week or more. I final~ moved back into first place in 'my class' but only sixth again overall. Unknown to me, the meat's 1st place winner was an Australian, Ricky Duncan, who would soon become the World Champion. His world victory months later gave me a frame of reference as to where I stood competitive~, on the international scene. In 1988 I traveled to Australia to observe the World Hang Gliding Championships, and spot thermals for the U.S. Team. I fell in love with the idea of flying in it one day. I had my first 50 mile flight, which was christened by landing downwind through a barbed-wire fence, totaling the Voyager.

controls for turning, along with spoilers. On the first hair raising flights I was towed up behind a Jeep. Going down the runway I found myself almost completely out of control

Back to the States I took up with Brightstar Hang gliders and a new Rigid Wing,

but managed to fly it using all the control stops. Taking off and landing at 30 mph on

the Odyssey. It had a 43 foot wing span and promising performance. I competed

unsteerable little-red-wagon wheels was madness. I survived the six to eight flights

ferociously on this wing, and experienced some sobering meteorology in the deserts

and the wing was never flown again, because no one including myself was cra'l>j

and canyons of the mountainous American west. Once in the Manufacturers League

enough.

Meet, the winds had picked up to 50 mph. The Odyssey and I plummeted 800 feet straight down in a huge rotor with myself pinned negatively against the wing, until it

The next summer I worked for and built a Mitchell Wing. It was a cantalevered high performance flying wing {maybe 181 }. It was a twitchy wing and spun like a top. I unwittingly maneuvered into one of these spins like so many others, and broke my ankle. I moved on to a more stable and collapsible design called the Voyager - after may foot healed! For the next several years I moved into foot launched powered hang gliders and the Ultralight Movement. By this time Flexwing pilots had muscled control by sheer numbers, of the main hang gliding world, and did not like to compete against the rigid wings. The new and death defying sport of powered hang gliders, was where it was for me. I foot launched the Powered Easyriser for a season and then moved on to powering up the Voyager. The Voyager was a derivative of the Fledge, originally developed by Klaus Hill. It was literally a design that was in ccnstant flux, no two were alike. I worked with Klaus on Ultralights like the Hum Bug which fathered the Humming Bird, Vector, and others. Shortly after Klaus's death in a powered Voyager, I gave up Ultralights around 1979 and went back to college.

recovered in a high G pull up at 200 feet. I ended up crashing and temporarily destroying the Odyssey in a sandy desert wash. The important part was that I had gone the distance to win. I did not do well in the meet but by now had become a 'ranked' pilot. I had not won any wars but did earn the right to fly in the 1989 World Meet in Fisch, Switzerland. Things were really going well now, the 1989 World Meet would host a Rigid Wing Class. Being the highest 'ranked' pilot in this class, secured my right to go. Actually Rigid Wings had ceased to be a threat to Flexwings. Rogallos has come along way, and there weren't any Rigids flying competitively which flew better, except the Odyssey. Unfortunately, Eric Beckman {the the other Odyssey test pilot} and myself had been very inconsistent in our flying and the perception was that we, "never place higher than 20th". So this was it, I quit my job, took a year off and planned to fly the World Circuit. I went to Europe ultimately to fly the Worlds in Switzerland, and the French Internationals. At the last moment the Rigid Wing Class was canceled due to low turn out. I was allowed to compete just the same, for World Points. As Rigid Wing pilots, Eric

I returned to competitive flying and thus hang glider design around 1983 when

and I represented the United States in my transportable Voyager. Eight days of

I entered the Star Thistle Meet near Bend, Oregon. I was working a summer job

qualification dwindled to just two significant qualifying rounds. The entire US team

building Varios (rate of climb indicators} for Litek. I had been away from hang gliding

expenses were paid for by the USHGA. Eric and I of course paid our own way, with

long enough to be taken back by the concept of 'Cross Country flying'. Flying in Bend,

the promise of ground support, but that promise ultimately cost us $500 each or no

Oregon and the Star Thistle Meet, gave me my first taste and a renewed interest. I started flying air races like the Fort Funston and Marina Beach Air Races. In these races I always seemed to place fourth. Each year I would improve the Voyager, and fly it faster, but still end up in fourth place. Finally I managed a first place finish in my class at the 1985 Fort funston Air Races but it was still only 6th overall. I traveled to Grouse Mountain, Canada and ccmpeted against some really good hang gliding pilots (like Jim Lee and Randy Haney} and again I placed about fourth.

deal! The experience I sought to becoming a seasoned competitor, turned into a bitter lesson in experience. My two qualifying flights came down to one bad picture of a turn point, and I moved from around 14th in the finals to 78th and unable to make the cut. I also discovered again that the politics of power can diminish the sweetness of any endeavor. While in Switzerland I cam across my first High Performance Paraglider. Paragliders such as the Falhawk with better than 6:1 glides were unheard of in the

Now I really started to do a lot of design work. I started measuring the Voyager

States, in 1989. To observe a paraglider out thermalling a Hang glider was unbeliev-

down to the millimeter and working over every square foot. I moved the pilot up to

able, but yet there it was. In Europe, paragliders were floating out of the Swiss skies

within 18 inches of the wing and totally enclosed him {except his arms}. I changed the

like candy. A hang glider pilot, who had never witnessed such an event before, might

structure, the twist, the tips, and all the aerodynamics. I made it all collapsible so I

only turn his head like a dog and wonder. On my way out of town, after having sold

could use Flexwing transportation, and commute up the same mountains. I wanted to

my car of two months, I purchased a slightly used, sight unseen, Falhawk paraglider,

PAGE 30 • PARAGLIDING, THE MAGAZINE

The Difference Is THE SWIFT (cont.) of which I had never flown before. This glider would eventually send me on a two year detour from conventional type hang gliding. On to the French Internationals in south east France , a flying paradise, where

AIRWAVE

I recovered from my slump. With 160 entrants, I managed a fifth place finish in four days of flying. On one day they had an Aerial Start Race to goal, out and return. Flying over lhe razor-edged French Alps, all the way lo lhe ancienl Monastery lurn point perched on a crevice, and back. I landed half an hour ahead of the next fastest hang glider, to a champagne celebration. Returning to the USA, I entered and won the 1989 US Nationals. For the first time in years, a Rigid Wing was allowed to fly against Flexwings in the Nationals. When it was announced at the first pilots meeting , no one objected, as I was 'not' expected to win, but all my flying in Europe had improved my consistency and soon the trouble began. A midair collision with a Flexwing , and a come-from-behind move into second place, started the birds chirping. During the midair collision, the other pilot went down under canopy. After witnessing his safe descent, I flew on to win the round , . Pilots put up money, and attempted to disqualify me by way of the Meet Director and the FAI rules . These anempts were ruled against and put down by the Meet Director. The conditions during this meet were very weak, and the Odyssey was at a maximum disadvantage, making it a somewhat even match . Finishing first appeared, logistically, to be an impossible task, as I called my father on the last night to tell him so. But on the last day a long task for late summer was called in an unusual direction, and opened the door for winning. Again, with all the hub-bub, winning felt like losing. A month later the contest result had to be defended at the USHGA Board meeting. Some pilots wanted the meet voided , and others just the results changed, but most gave the unchanged result their support, granted it would not be allowed to ever happen again . In 1991, I went back to France in a successful anempt to qualify for the US Paragliding Team. I traveled to France twice, once to qualify and a second time to actually fly in the World Paragliding Championships. The event was definitely a wild experience. It was my first real cross country meet involving paragliders . Fortunately, I made the cut from 140 pilots to 80. There 's a lot to learn when flying paragliders cross country, and the lessons I learned in the hang gilding world did not always enhance my ability to do well in a paraglider. Experience is always your best teacher, and it's going to take a bit of that before I become an accomplished cross country paragliding pilot. I placed 65th overall. lately, I have migrated back into the Test Pilot and hang glider design world, putling my paragliding endeavors second. In my earlier preparations for competing in the Odyssey, I met two Stanford Aero Engineers, one a Professor, who when connected with Brightstar Hang Gliders, proceeded to develop a new wing . The wing we

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 rigorous R&D testing, the Voodoo has received impressive marks from 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.

all had been working towards for years but lacked the experience, knowledge , and seasoning to build . Out of our diverse experience , a team of five principal designers, have and are developing the Swift, a 25: 1 Sailplane.

ACPU L Certified

In the last few years, I like to believe that I've transcended hang gliding. Traditional hang gliding being an adventure along the way. I started with Open-CockpitPrimary-Gliders and worked my way from hang gliders to paragliders , and on to foot-launched-sailplanes. I can fly any and all of them without significant bias . In all actuality they are all just foot-launched-flying wings to me (with a few tailed ones) , only the speed dictates the design. ,.,

P.O. Box 4384, Salinas, CA 93912 Tel. 408. 422-2299; Fax. 408. 758-3270

PAGE 31 • PARAGLIDING, THE MAGAZINE

NEWS

AND

NOTEWORTHY

Lookout To Boulder submitted by Mike Reeder

Todd Bibler recently made the first suecessful paraglider flight from '1..ookout" near Golden, Colorado north to Boulder, Colorado. Not only did he make Boulder but went 3 miles north of town to land in a field, near Beech Aircraft. Bibler said the flight lasted a little over 2 hours. He took the first thermal to 11,800' but got low after crossing Coal Creek Canyon which is only about 8 miles from "Lookout." He ridge hopped the rest of the way, for a 25 mile flight.

long with sand beaches surrounding the lake. Using a pay-out winch mounted in a speed boat we can tow participants in any wind direction to altitudes more than 2000' above the lake for the practice of safety maneuvers. The broad sand beaches provide an easy spot for landings and launches. Camping sites are directly on the beach or overnight accommodations are available in Ogallala, some '5 minutes from the lake. Lake McConaughy is located near the Nebraska-Colorado border 200 miles northeast of Denver. Session 1: June 3-5 Session 2: June 5-7 Session 3 June 7-9

Emberger Site Closed Robbie Whiffal/ flying the Adidas AJh1c/1c

Robbie Whittall Sponsored By Adidas Adventure Firebird factory pilot and Paragliding World Champion, Robbie Whittall, has just signed a two-year sponsorship contract with ADIDAS ADVENTURE. The German sports giant has just launched a new outdoor range (fleece jackets, mountain wear, boots etc... ) and sees paragliding and hang gliding as an important market. Robbie joins climbers Reinhold Messner and Wolfgang Gillich in the Adidas team. The deal is a boost for robbie, but should also help the sport's image in general. For every Deutschmark Adidas gives to Robbie, they will spend about 10 on promotion.

Royal Aero Club Medal - Again On April 14th, 1992 in London, Robbie Whittall received a second Gold Medal from the British Royal Aero Club presented by Prince Andrew. Since 1908 only 60 of these medals have been awarded. During this time no pilot has ever won medals in two disciplines. Robbie's first Gold Medal was awarded for winning the 1989 World Hang Gliding Championships, his second is for becoming the 1991 World Paragliding Champion. PAGE 32 • PARAGLIDING , THE MAGAZINE

Unfortunately, the pressure of hang gliders, paragliders and even model fliers, has become too much for this attractive site in Austria, and the regional council have closed it completely for 1992. Anton Knes, the local 'flight liaison officer' is negotiating to build a ramp to allow controlled flying to resume, but warns that pirating the site in the meantime would jeopardize his efforts and offenders would be heavily fined.

Session 4:June9-n A non-refundable deposit of $100 is required by May 15, 1992. cost of the course is as follows: $225 on weekends; $195 on weekdays. Contact Parasoft Paragliding School at 770 Morgan Drive, Boulder, CO 80303; 303494-2820 for further information.

North American Paragliding New Zealand '93

1st Annual Lake Mcconaughy Safety Clinic The first safety clinic in the Rocky Mountain Region will be offered June 3rd to June 11th at Lake McConaughy, Nebraska. Here is a chance to practice recovery techniques over water. Greg Smith, Edel test pilot, will run the clinic. The clinic will be conducted according to APA Advanced Maneuvers Clinics guidelines (Class I rating required) with an additional requirement that pilots have at least 75 logged flights. Pilots will be encouraged only to perform those maneuvers that they feel comfortable with. The clinic is spread over four2 1/2 day sessions so that we may accommodate as many pilots as possible yet provide participants with as much airtime as possible. Lake Mcconaughy is an ideal spot for a safety clinic: It's a deep, warm-water lake approximately 4 miles wide and 20 miles

Escape the dreary North American water by joining NAP for two weeks in the "Southern Alps" from February 19-March 7, 1993. Mike Eberle, in conjunction with some of New Zealand's finest instructors/guides will host a tour of paragliding, bungee jumping, river rafting and much , much more. New Zealand's friendly people and summer weather welcomes all Class I pilots (or equivalent) to THE tour of the year. Contact NAP at509-925-5565 or write to PO. Box 4, Ellesburg, WA 98926.

Greece During the 84th General Conference of FAI in Berlin last fall, the conference members agreed to stage the first '1cariada" World Air Ga mes in Greece in 1995. This will be the first occasion in which all airsports will be competing in an Olympic-sty\., international contest.

'91 U.S. COMPETITIONS World Paragliding APARocky Mtn. Speed Races Regionals Torrey Pines, CA. Sun Valley, ID.

APADino-soar APA National Regionals Championship Dinosaur, CO. Owens Valley, CA.

3Greg Smnh 1. Circ Toepel 2. Andrea Kuhn 4 Mitch McAleer 4 Marcus Salvemini 5Chuck Smith 5Tony Domenico 6Circ Toepel 6Fred Lawley 7Ed Pitman BTerry Hawkins 10Mitch McAleer

1Chuck Smnh 2Greg Smnh 3Circ Toepel

1Mnch McAleer 3Cary Mendes 7Chuck Smith 1OGreg Smith

All Pilots fisted flew UP K

Take a step UP and fly with the UP team In "92. 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. Photogrllphy John Heiney· PHot-. Haley

NEWS

ANO

NOTEWORTHY

NEWS AND NOTEWORTHY (cont.)

Spanish (in Castejon de Sos or the new site Pena Montanesa) sides of the Pyrenres according to

Great Britain On February 28th, Bruce Goldsmith became the 1st paraglider pilot to fly across the Solent between England and the Isle of Wight. After finishing a testing session behind the Airwave jet boat (with hydraulic payout winch) he got a. final tow launch and released at 500 m before making his way across the strait to land in a colleague's field

weather conditions. Top pilots in both disciplines are invited to participate with 10French (5 para and 5 HG) and 10 Spanish pilots from each of the 3 neighboring leagues, for the title of Pyrenees Champion. Contact: Claude Ba ben (PG) or Francois Mathieu (HG): Ligue Midi-Pyrenees de Vol Libre 54 rue des 7 Troubadours 31000 Toulouse.

at Hamstead on the Isle. After an extremely successful season counting several world paragliding records, under the guidance of Nick Przybylski, Paragliding Expeditions International in collaboration with Ski Systems, are currently planning trips to South Africa for the winter/spring of 1992-93. Book with Paragliding Expeditions International c/ o Sky Systems Ltd., Edburton, Near Henfield, West Sussex BNS 9LL, GB (tel: 0273/857700; fax: 0273/857722).

Canada The schedule of 1992 competitions in Canada are as follows: 20th Annual Cochrane Meet (HG and PG) June 13-14 (Cochran, Alberta); The Golden HG/XC Classic, July 18-25; The Western Canadian Paragliding and Hang Gliding Championships (Golden, BC), August 1-3. For more information contact: Muller Hang Gliding RRE2, Cochran, Alberta TOL OWO, Canada (tel & fax : 403-932-6760).

France The renowned Airwave Challenge will be held for the first time this year (August 2329) at the Otto Lilienthal Center in Laragne, France. All pilots (or teams of 8 max.) and marks of hang gliders or paragliders are welcome to take part in this "famous fun event'' and barbecue. Entry fee is 150 FF. Contact the organizers: Alain Chauvet (33 / 92 61 3001) or Nick Lunn (33 / 92 61 3050). July 4-5, Startair will conduct a Trophy for paramotors on the ultralight platform in Viabon (Eure and Loire), 50 minutes from Paris. This encounter will unite paramotor manufacturers, instructors, pilots and spectators. The Trophy is not a competition but a secret un-timed itinerary to be discovered throu gh a questionnaire. Entries will be mad e on site, however, warnings of attenda nee will be appreciated. Contact Startair (1 61) 34 86 89 57 or in Viabon (37 99 11 54). The Pyrenees Championship for hang gliding and paragliding will take place June 20-21 on the French (in Vall>e du Louron) or PAGE 34 • PARAGLIDING, THE MAGAZINE

CIVL The European Paragliding Championships will take place as scheduled in Slovenia this summer.

Paraglider Flies Into Ski Lift On Bald Mountain submitted by Ed Simon

A Blaine County man paraglided into a ski lift just after launching his craft from the top of Ba Id Mountain, apparently forced into the cable by a strong gust of wind . The lift was halted , immediately by operators, witnesses said, possibly helping the pilot escape serious injury. As a result of the mishap, the Sun Valley Co. will review their policy on paraglider launches, according to general manger Wall y Huffman. One witness said the pilot appeared dazed immediately after the accident, but was soon up and walking and ap-

pea red all right. No ambulance was called, according to the Ketchum emergency dispatch office. Sun Valley Co. spokesperson Shannon Besoyan said the company does not release reports on accidents and declined to provide details of the incident. However, Huffman did say that the pilot could have been seriously injured if the lift had not been promptly stopped. The pilot, Edward O'Gara of Flying Heart Ranch, did not return a phone call from the Wood River Journal asking for information on the accident. Besoyan said if there is any change in policy regarding glider use, it probably won't be announced until the start of next ski season. To date, the company has consulted and cooperated with many paraglider pilots and have allowed them to use the ski lifts to travel to the top of Baldy Mountain, with limited launch restrictions. O'Gara launched from an approved site, Little Easter Bowl which is to the right of Christmas Ridge quadruple chairlift from the perspective of a pilot ready to takeoff. According to a witness, Bruce Hunstad, who was riding up on the chairlift, the wind gusts were very strong moments after the launch, apparently contributing to the accident. '1t (the gust) was at least 20 knots," Hunstad said. The paraglider went towards the lift on the side that was traveling with empty chairs, came into contact with the cable, but ended up on the ground, with part of his shredded paraglider left in the cable, and part still attached to his lines, according to Hunstad and another witness. The other witness said a lift operator shouted to a co-worker "Stop the lift, stop the lift," as the glider hit the cable. Pieces of nylon chute ended up lodged between the cable and the wheels on a lift tower, the witness said, and had to be removed before restoring the lift to operation. The other witness said some of the skiers who disembarked from the lift afterwards appeared angry and said they could have been hurt.

the

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ORffi US HPHDilE/FHH: 206/670-0266 • 7831196th St.. Suite 202 • Edmonds. WH 98020

NEWS AND NOTEWORTHY (cont.)

The accident is likely to cause the Sun Valley Co. to take a hard look at where gliders are allowed to launch. Paul Potters, one of the valley' s most experienced paragliders, said that to his knowledge no other serious mishaps have occurred on Baldy to date, but nevertheless he would not be surprised to see an outright ban. "Going into the lift was the worse-case scenario," Potters said. However, paragliders are allowed to launch from only two in-bound s sites on Baldy: The Christmas Ridge, Little East Bowl Area and the top of Limelight Run. They also launch out-ofbounds, occasionally from Seattle Ridge. In a policy instituted this year, according to Potters, pilots must show lift operators a card from the Sun Valley Paraglider Club to be allowed on. The card is given only to "Class I" pilots, but that rating is the most basic, Potters, said . He suggested requiring a Class II rating, which generally reflect more experience. Although Potters emphasized that he couldn't say for sure without having been at the launch site, the weather may have been too unsettled for flying. "If it was blowing 20 knots, you shouldn't be flying," he said. Potters himself has stopped flying entirely since breaking his back in a wind related accident at the national championships last year in California.

Storm USA Storm USA has been appointed importer I distributor for the Stom1 line of paragliders by the French manufacturer US Voiles. Storm USA is developing their US dealer network from their headquarters in Edmonds, Washington. All Storm paragliders will be sold exclusively through APA certified schools and only to APA certified pilots. US Voiles has develop a reputation for safety and design innovation throughout Europe. Des igner and technical director for US Voiles, Sylvain Peretti, helped lay the groundwork for the current guidelines used in the ACPUL testing program. Every paraglider manufactured undergoes inspection by three separate quality control technicians. US Voiles is one of the leading manufacturers of paragliders in Europe. Few companies have the resources at their disposal to design and manufacture three different models of paragliders with three sizes in each model. Parag liding has tremendous growth potential in the U.S. In order for this potential to be fully realized, safety must be the un-

SITTINC BUJ:L

derlying issue. Storm USA will be very active in the APA and in-

.iREBIRDJIG

tends on promoting the sport of paragliding as a whole, while helping it mature and prosper safely. Please contact Storm USA for any additional literature or for the dealer in your area : (206) 6700266.

FIREBIRD U.S.A.

5311 Western Ave., #D • Boulder, Colorado 80301 tel. (303) 440-0803 • fax . (303) 440-0823

North American Paragliding Become a pilot under the guidance of APA instructor Mike Eberle, as featured in the June 1992 AOPA magazine!

Post Office Box 4 Ellensburg, WA 98926 Phone(509)925-5565 FAX(509)962-4827

6595 Odell Place Suite C Boulder, CO 80301

(303) 530~4940

nounces The Model M22. The new standard for paragliding. Whether you compete or not, we'll help you be a soar winner. Comes with our standard 1 year warranty (void if submerged). See your local Ball dealer for details.

call 1-800-729-2602. ti Fax: (303) 530-4836.

STANDARD EQUIPMENT • 1,000 ft. or 5 MIS VSI Scale • 1 ft. or 1 Meter ALT Increments (MSL) • RF Shielding • Relative Altitude • 5 Stage Vario Damping • Barometric Pressure (Hg or Hecto Pascal) • Adjustable Audio Threshold • Choice of Piezo Audio Sound: VARI-PITCH - BEEP - INTERRUPT VARI-BEEP

, 4 Stage Averager • Mount (Velcro Strap, Steel Bracket, or Ball Clamp)

OPTIONAL EQUIPMENT • Barograph with Flight Linker and Software • Total Energy (T.E.) Probe

SPECIFICATIONS , Operation Altitude - 2,000 ti. to 27,000 ft. 609 Meters to 8225 Meters , Operation Temperature - 13 to 113 deg. Fahrenheit - 25 to 45 deg. Celsius

WARRANTY • M22 flight computer and accessories are warranted for a period of 1 year from date of purchase (with proof of purchase via warranty card) or 1 year from date of manufacture (including software updates). Submersion In Water Voids Warranty. , Specifications Subject To Change Without Notice.

M22 (Standard Model Shown) PAGE 37 • PARAGLIDING, THE MAGAZINE

NEWS AND NOTEWORTHY (cont)

SAFETY ADVIS RY Second Chant:z .. Special Bulletin To All Paraglider "Pocket Rocket" Users. We here at Second Chantz Recovery Systems Inc. have been hearing from customers that have had their "Pocket Rocket" bridles modified or shortened by their local "expert" parachute person. THESE UNAUTHORIZED MODIFICATIONS COULD LEAD TO A SERIOUS MALFUNCTION.

We are aware of the serious attention given in this business to the long-bridle, short-bridle controversy, and the beneficial effects of each configuration. We do agree in some aspects that a short bridle is better for paraglider recovery, especially with a hand-deployed parachute. We do not doubt the good intentions of people that are advising Pocket Rocket users to shorten their bridles. Our systems for paragliding are now designed for pilots with either short or long bridle preferences. "A long-bridle Pocket Rocket should not be modified in any way unless the proper (lower powered) rocket motor is also installed at the same time." Here's Why.. The rocket motor in our long-bridled system is designed to burn out before the point of maximum line extension. A shortened bridle could cause the still burning rocket motor to reach line stretch too early, over-stress the crown attachment lines, change directions because of the severe shock and subsequent rebound, and could easily thrust back at the pilot still under power. Second Chantz does offer a reasonable conversion on older systems. We will take any Pocket Rocket and shorten the bridle to a standard 5 feet, and at the same time replace the rocket motor with a motor specifically designed for short-bridled parachute extraction. The cost of this conversion is $150.00, plus return shipping. We would like to inform any pilots that have shortened the original bridles on our systems, to call us at once so we can fix the problem... Seriously folks .. modifying your "Pocket Rocket" in any way can lead to a system malfunction. If you would like to discuss the reasons for either staying with a long-bridle, or shortening yours, call us at (702) 829-2077.

Thanks for your cooperation, Second Chantz

APCO SAFETY NOTICE .. More on lines ... With news of suspension line failures around the world (not on APCO gliders), APCO conducted line strength tests on used gliders, which showed that lines failed at between 60kg and 20kg, (when new, the rating is 90kg). APCO is investigating the cause(s) but in the meantime advises: that the bottom' A' and 'B' lines should be carefully checked and replaced once a year or after 100 hours of flight, whichever comes first. APCO stresses that (they do not specify this "life-ing") for any other than their own product but point out that in the interest of safety, pilots should be aware that identical line material is widely used throughout the industry.

UP NEWS FLASH Uli Wiessrnier has just joined UP Europe (Team France) and will be flying the Katana. Team France consists of Patrice Bonnefond (Katana 51), Laurent Broisin (Katana 51), Xavier Murillo (Katana 53), and Phillippe Laville Le Retour (Katana 53). A young and talented pilot from the Pyrenees has recently come too close to a catastrophic situation due to a rupture of the suspension lines during flight on a Flash. Luck was there when his fall was cushioned by the snow in a steep avalanche area, covering him by three feet of snow. Then the most ridiculous rumors began to spread. First of all you must know that it was a competition glider with very thin lines (0.8 mm +0.4 mm) for the full length. Conditions that day were very strong which caused a severe collapse just before the rupture. The damaged glider has been sent to ACPULS for testing and the results should soon be known. A competition glider is not made from the same materials as a production glider and is also not in the same margins as an everyday glider. This line rupture is not a first and the Flash is not the only glider known to break lines. The moral of this story is that we still have a lot of things to learn. contributed by Guy Paul Reveyron (UP France) translation by Phillippe Renaudin

PAGE 38 • PARAGLIDING, THE MAGAZINE

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 be eligible to apply for any of the following special programs: • Theft of glider insurance • Participant accident insurance • USHGA's VISA Gold card • USHGA expanded merchandise program Your membership also helps support: • USHGA instructor certification programs • USHGA membership development programs • USHGA administrative operations • USHGA special projects and events A full Membership (U.S. Only) In USHGA Is only $49.00

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

NEWS AND NOTEWORTHY (cont.)

instruments, and accessories.

Ailes de K "The Passagair'' Tandem glider successfully passed the ACPUL tests and is rated 9 'A' and 1 'C', the 'C' being full-stall.

Owens Valley Schedule 1992 Cross Country Classic Paragliding Events September 26, 1992, is the start date for the biggest paragliding event yet in the U.S. The Paragliding World Cup Series Finals and the APA National Championships. These competitions, which run concurrently, will draw pilots from across America and around the globe to match their skills against each other and the clock high above the desert and alpine mountains of eastern California Owens Valley. TI ties for U.S. Champion, U.S.

October 10, fly during the morning and reserve the a ftemoon to party down with the competitors at the awards ceremony.

flights (a launch monitor will guide less experienced pilots). One truck for intermediate/ advanced free fliers (25 pilots) will be run up Gunter daily, weather permitting. Evenings, during the fly-in, lecture/discussion groups will be offered on a first sign-up basis. These instructional groups will be limited in size to assure individual attention. Scheduled for the last three days of the general membership fly-in (October 7, 8 & 9) is a manufacturers trade show and equipment demo. This show, for the benefit of all interested in the sport of paragliding will be open evenings at the Bishop Airport. Come talk to company representatives and factory pilots, see and demo the newest in wings,

PAGE 40 • PARAGLIDING, THE MAGAZINE

aviation enthusiast, you should join NM, "the National Aero Club of the United States."

October 11, is "Breakfast with the President", take advantage of this forum where you can speak with the APA president and regional directors over breakfast. Fall is a magic season in the high desert. Mild temperatures and the fall colors provide a perfect environment for outdoor activities from fishing the Owens River to skying out over the awesome White Mountains. Bring your friends and family to celebrate the end of the 1992 flying season. For information, and entry forms for competition, fly-in or trade show, contact Mark Axen, Cross Country Classic, P.O. Box 1632, Bishop, CA 93535, 619-873-8367. 16-

World Team, and World Cup Champion will also be decided. Saturday, October 3, eight days into this two-part (preliminaries and finals) competition, the 1992 APA General Membership Flyin will start. All APA members are invited to attend, regardless of rating. A good training site is available for instructors who want to expose their students to the world class flying scene. A shuttle will run laps on Flynn Launch, famous for spring and fall thermal

If you re a sport

Dear Editor Dear Editor, The Paragliding industry owes a great deal of thanks to author Richard Bach for his fantastic article in the June issue of A.0.P.A. Pilot Magazine!! (Aircraft Owners and Pilots Association) Written in a style that only the author of Jonathan Livingston Seagull could create, The nine page article gives a glowing review of our fledging sport. The circulation of this publication is three hundred thousand! Copies of the Magazine can be purchased from the A.0.P.A. by calling 301 695-2000.

Soaring <II Ballooning Ultralights <II Aeromodeling e Aerobatics ® Homebuilts ® Parachuting ® Helicopters ® Hang Gliding

ID <II

NAA is the umbrella organization for all majorairsportorganizations, 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 wel I 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 National Aeronautic Association. I have enclosed my check for$22 ( please enclose $37 for foreign mailing). Name Address City

State

Zip

Signature

Way to go Richard and thank you! Rob Kells Wills Wings Inc.

National Aeronautic Association 1815 N. Ft. Myer Dr. - suite 700 Arlington, VA 22209 • 703-527-0226

TARIF parapentes & accessoires 1992 fExport excluslvelyJ US Dollars

FF ht

Corvette "S" Edel 7335 F Mercury "S.M.L." 7841 F Corvette 2 "S.M.L." 8347 F 8347 F Silver Ghost tandem 15177 F Corvette 2 tandem Diablo "S.M.L." 11382 F Inferno 23 14334 F 14755 F Inferno 25 Inferno 27 15177 F Comet CX 2 "21,23,25,27" 16442 F

1333 1425 1517 1517 2759 2069 2609 2682

2759 2989

("Walter HOZMULLER" series}

Comet "SPORT" 265, 290

18550 F

3372

Emergency Chute F.16 - de 70 Kg 2318 F Emergency Chute F.18 + de 70 Kg 2740 F Emergency Chute FC.16 + de 80 Kg 3162 F Seat harness TREKKING* 1644 F Seat harness SKY ANGEL* 2065 F * With dorsal protection, safety buckles etc... Ascensional parachute 6745 F

420

(For competitors only)

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

498 575 298

375 1226

(harness included)

Polyester dorsal protection Playbak dorsal protection Alti-vario + Wasmer Small "Sport" kite large "Sport'' kite Maxi binoculars 10 x 25 Mini binoculars 8 x 21 Pocket-wind anemometer" Parapente back pack Small Parapente back pack Large Winkler radios (paire) Panoramic full face helmet Helmet "Classic" Helmet "Light" Gloves -30° Water 1-)roofradio bag Wciter prQof gourd 11

85 11S

420

106 122 110

100

27 35 145

:z9··

Wind sock ··• Srm,c:fna initrurnenfbag •· ~Clislmeter

CODE

I I I I I I I

:I COUNTRY: TREKKING • B.P. 41 • 1341 ~ LAMBESC • FRANCE :

PAGE 41 • PARAGLIDING, THE MAGAZINE

PARAGLIDING,

THE

MAGAZINE

amon1x, ranee Photo by Kai Schneider

•

...

•

Dai•id Frank flying Clumwnix

hamonix. The mere mention of her name to one who has been there, causes the heart to palpitate, as if an old lover has unexpectedly reappeared, and with her the winds of promise, danger, and possibilities. Long revered by world class extrerne skiers, aplinists, and rock climbers as the ultimate proving ground, it is also a paraglider's paradise! Thousands of athletes come here each year to exult in their conquests of difficult rock climbs, in their successful ski descents of dangerously steep slopes, or in paragliding many kilometers. On the other side of the coin, many die (about 100 people a year), swallowed by crevasses, buried by the rush of avalanches, rock-climbing falls, and in bungee-jumping, paragliding or base-jumping accidents. When I was there recently, even one of the most experienced helicopter pilots of the renowned search and rescue team, lost his life when he crashed his Alouette on Mont Blanc during a routine sweep. Few places on earth offer such a stark view of both sides of the coin and all of the emotion in between. It is a life/death micro-cosm and both are regarded as commonplace. I say this in preface, because it all PAGE 42 • PARAGLID ING , THE MAGAZINE

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CHAMONIX FRANCE! (cont.)

translates into something U.S. tourists may have never ex-

happy to help. (Paragliding pilots from the U.S. are still a pretty

perienced - freedom! In France, you and you alone are respon-

rare bird, so they may have just as many questions!) One real key

sible for your decisions and your subsequent actions.

to flying Chamonix: if no one is flying, neither should you! It's

Contingency fee lawyers trying to misplace blame are laughed

not the same as flying a low pilot population site like The Point.

out of the country! Rules and warnings are posted only for those

If it's do-able, other (especially local) pilots will be there! I say this

who would heed them. Consequently, you will see people get

because in the Alps there exists a phenomena called "foehn" (in

away with things that border on insanity, and you may see others

the German). Suffice to say that it is an avalanche of air that builds

who aren't so lucky! This environment will change you, whether

up on the other side of the mountain (which serves as a dam)

for better or worse is, again, up to you. It's a wondrous, liberating

until it suddenly spills over and rushes down one side of the

place but "beware the eyes of the valley." 'Nuff said!

valley and then up the other. The turbulence that this generates is

Chamonix is the Hollywood of the Alps, for several reasons.

nothing you want to get caught in! In the Alps, this condition can

It's centralized location (it virtually borders both Switzerland and

build or loom for days. If no one is flying for reasons that aren't

Italy), and the fact that it lies at the bottom of Europe's highest

obvious to you, this is probably why.

mountain, Mont Blanc (15,600 feet) gave it it's initial allure. Ac-

The second launch site, the Plan de l' Aigulle, is on the other

cessibility brought out the masses. The formidable task of drilling

side of the valley. It is at 7575 ft., and is the mid-point stop up the

a tunnel for a road through Mont Blanc to the italian side (11.6 km

Aiguille du Midi tram. There is a south-west facing hang glider

long), as well as the logistic nightmare of constructing the

launch here, and it is flown usually in the afternoon (though I

Aiguille du Midi and other cable cars, gave laymen their first

launched to the north in the morning). The LZ is the same one

opportunity to effortlessly enjoy summit views and the majesty

shared by Le Brevant... it lies just north of Le Brevant loading

of this otherwise elusive mastiff. For this reason, posers, film

platform in the valley. One need only keep an eye on the

crews and wanna-he's, as well as talented athletes, descend to

windsock and avoid the chairlift cables and the moving cranes,

Chamonix in force every year. Because the valley is so narrow

which lie on the perimeter of the grassy landing field. A secon-

and the mountains so steep, activities on and above the slopes

dary LZ, utilized often by the flying schools, lies just north-east

are easily observed. Indeed, the whole town could have

of the first, near a pond. Landing outside of the designated LZ's

watched extreme skier (and fellow parapente pilot!) Patrick

is highly discouraged.

Vallencent ski the north face of the Aiguille du Midi, in between their shopping and running errands! This kind of facile exposure brings out the "heroic" tendencies in many. For this reason, inexpensive rescue/recovery insurance called "Carte

The third launch site is from a glacier at the top of Les Grands Montets tram, up the valley a couple of miles in Argentiere (there are buses if you don't hitch a ride). The hang glider launch is metal grating that juts right off the summit station. It

Blanche" is available at the tourist office for alpinists, skiers and

slopes downward into nothingness 500 ft. above the glacier! To

rock climbers, but is yet unavailable for parapente enthusiasts.

reach the paraglider launch, one must descend the stairs (or the

If you get "hung up" on a cable or a tree or worse, the cost of your vacation could increase substantially! So pay attention ... There are three primary launch sites along the valley. The

boulders!), then trudge about 300 yards across the glacier to launch. Because there is snow, proper attire is encouraged, especially footwear with a grip. Now we're at 10,800 ft. This is the

first being Plan Praz, accessed by Le Brevant cable car. This

most popular afternoon launch, and the most spectacular! Les

launch is at 6562 ft. (Chamonix city elev. 4000 ft.) and, with a

Drus are so close you can see climbers (if there are any!) One of

differential of about 2700 ft., the lowest of the three. Though often

the days I was there, we were able to fly around Les Drus, above

flown throughout the day (depending mainly on your "pucker

the Mer de Glace towards the Glacier du Geant. I was told that

factor"), it is primarily a morning site, and definitely the place to

this a more rare flight. Usually one soars for a bit above launch or

begin your Chamonix adventure! Pay attention to the cable in

near Les Drus, then heads out toward the valley. You can then

front of launch (you'll have to fly over it or under it)! More than

cross right over the finger ridge of Les Grands Montets and go

a few pilots have had to be plucked off it! Because paraglider

north up the valley. I had a beautiful flight one evening crossing

pilots are plentiful in Europe, there are also plenty of new friends

over the Glacier D' Argentiere and following back up the ridge to

to meet who can familiarize you with a new site. Chamonix has

the Chardonnet. At any rate, the one thing to keep in mind is that

several paragliding schools whose pilots speak English that are

far below, the valley winds can be quite strong, so you want to get

PAGE 44 • PARAGLIDING, THE MAGAZINE

CHAMONIX FRANCE! (cont.)

above or towards the LZ in Argentiere with enough altitude that you can work your proximity, instead of coming in low, barely above the trees, slowly penetrating and wondering why you didn't buy that fa ster glider instead of the "boat" you're on now! The LZ here is the standard European grassy field, next to a campsite. You'll want to look before you leap (as always), because half of the field belongs to a landowner that doesn't want you there. There are a few places to set it down if you mess up and don't penetrate the valley flow. I saw one guy land flying backwards to touchdown in Les Grands Montets empty parking lot. Obviously, this wouldn't be a good idea in the winter with all the cars! Pilots have put in flights of more than 80km in this area. Two other possible launch sites are from the summit of Mont Blanc itself (which requires a serious, mountaineer-type ascent), or from the summit of the Aiguille du Midi (12,605 ft.) The mother of all lift-accessed launches (9000 ft. of vert. baby!), this one has been done for the past two years only by hiking to it, or riding to the summit up the tram from the italian side. The cable replacement work from the mid-station up on the French side was to have been completed by the '92 ski season . Chamonix is accessible by train or car from anywhere in Europe, though the closest airport is in Geneva, Switzerland. If you ride the train from the italian side, do so early in the day because the only way through the Mont Blanc Tunnel is by bus or to hitchhike, and the buses stop running around 16.00. Hitching isn' t easy because it's a border with passport control. There are many other places to fly not more than an hour or two's drive or train ride from Chamonix. Lake Annecy and Verbier, Switzerland are two popular nearby sites . Accommodations are plentiful, es pecially during better fl y ing months. I stayed in the Youth Hostel in Les Bosson s (about a mile south of Chamonix). It lies just below the Glacie r des Bossons (which they light up at night!) at the base of Mont Blanc. It' s one of the newer, nicer hostels in Europe and, for ten bucks a night (including a continental breakfa st), I'd wager that the view out my window rivaled that of any four-star hotel in the world! You can also get discount tickets for Le Brevant tram at the hostel. It works out to about five bucks a ride for a one-way pilot / hiker ticket. Flying in this magical, incredibly spectacular part of the Haute Savoie region of France will certainl y rank up there amongst life's greatest experiences! Fly an ywhere and everywhere you can, but don' t miss out on the wondrous gem ca lled Chamonix! ~

•

I by Claudia Stockwell

There is usually more than one factor which contributes to an

here has been an appalling number of unnecessary accidents and incidents in the past year. Most involve pilots of

accident. What we are learning is that it takes altitude to recover from a malfunction, a collapsed or spinning canopy drops fast. The best way to avoid accidents is to begin at the beginning. Instruction is not optional - get it - go to an established school

Class II or Hang IV level flying

with state-of-the-art equipment. The older wings may still fly okay

paragliders.

but evolution had changed the way we fly them When you get your rating buy a level A glider -your instructor will tell you what

The conunon thread is flying in mid-day thermals, the second

this means if you don't know.

most noticeable factor is lack of formal instruction. For the Class II pilots this is somewhat understandable, many of them were early pioneers - foot launched canopies were new and flying thermals was unheard of. But, there is no excuse for the hang glider pilots making the transition to paragliding, not to get instruction. There is very little mystery here, we know how to fly paragliders and we know when not too. The same Hang IV who jumps on the high performance glider of a friend, would never dream of sending a

Follow the APA recommended operating limitations for your skill level. Stay out of rowdy mid-day air, progress to higher skills gradually and under instruction, only do maneuvers over water. If you move forward in a logical progression on an appropriate wing you will enjoy your paragliding for the sport it is meant to be. How many of you would ski in an avalanche area, or roller skate on a freeway? Any type of aviation is risky but it does not have to be deadly. It's up to you!~

hang gliding student off on a Kiss or HP. These paragliders are a different craft than you are used to flying. Your hang glider will not generally fold a wing in turbulence and you have a much greater speed range to enable you to fly out of the turbulence. When in the same air a paraglider a pilot may experience full or partial collapse

Claudia Stockwell is an advanced hang gliding instructor Tandem rated in hang gliding and paragliding. She has been teaching paragliding since 1988 and has taught over 500 students. Claudia is currently chairman of the APA Safety & Training Committee and the chief examiner for the association.

of the wing, this many times leads to a spin. The limited speed range of a paraglider can hinder your escape from the turbulence and sink, which sometimes takes you all the way to the ground. Pilot II Hang Hrs IV PG

Mid

Day lheomals

Meet

Pro Inst to Class I Lvl

Doing Reserve 1\/lan· Deploy, menI

Injuries

euvers

NOTE: Hosp. Severe· moet common Injuries are compression fractures of the aplnal column, broken femur or pelvis. Hosp. Minor • usually ere broken ankle or wrist.

Mid II Hro Day PG Theomals

Pilot Clas•

Al Meet

Pro Inst lo Class I Lv1

Reserve Deploy, ment

lnjuriee

euvers

Doing Man·

YES

Hosp. Severe

100+

YES

Hosp. Severe

SOME

YES

UNSUC

Hosp. Minor

50+

YES

Hosp. Severe

50+

YES

Hosp. Severe

100+

YES

Hosp. Minor

YES NIA

NONE

Hosp. Severe

100+

YES

Hosp. Severe

100+

YES

UNSUC.

Hosp. Minor Hosp. Minor

NIA

Fatal

100+

NIA

YES

Hosp. Severe

100+

NIA

YES

None

100+

NIA

SOME

Hosp. Severe

100+

YES

None

100+

YES

SOME

Hosp. Severe

Minor

100+

YES

None

50+

YES

Lucky

7 8 9 10

100+

NIA

YES

SOME

YES

UNSUC.

Hosp. Severe

50+

YES

SOME

YES

Minor

100+

YES

SOME

YES

Minor

50+

YES

SOME

YES

None

50+

YES

SOME

Hosp. Severe

NIA

Hosp. Severe

100+

YES

SOME

YES

Minor

100+

YES

NONE

Hosp. Minor

50+

YES

None

50+

YES

SOME

YES

Minor

100+

YES

Minor

YES

Hosp. Minor

50+

YES

None

YES

Hosp. Minor

16 17

100+

PAGE 46 • PARAGLIDING, THE MAGAZINE

PARAGLIDING,

THE

MAGAZINE

BEYOND THE LIMITS (cont.)

Controlling The Risks by Fred Stockwell Participating in most recreational sports is not likely to kill you. Some can hurt you; but if you practice them with reasonable prudence - which means sticking to the accepted progression from beginner to experienced player - you can simply have a good time, which is all you're looking for anyway. TI1e best way to do that is to asses.s logically how dangerous any sport is and who is most likely to get hurt. Injuries or death usually happens to certain types of people, as veteran hang gliding pilot Erik Fair points out in California Thrill Sports (May 1992, foghorn Press): beginners who get off on the wrong foot by teaching themselves the basics or trusting an unqua:ified friend or relative to show them the ropes; exhilarated intermediates who are so obsessed with developing advanced skills that they ignore well-established rules of safe progression with the sport; and the advanced participants who yearn to redefine the sports' outer limits, and end up paying the ultimate price. Take it easy and make sure you have one level undff control before advancing to the next Controlling the risk is key for most experifflced athletes.

Limitations by Brin11 Porter Paragliders have an invisible and often unexpected stability

limitation, which every paragliding pilot will encounter one day. This limitation is dictated by the quality of the air and could be easily exceeded at any given moment. The ability of a glider to recover, or circumvent such an event, is significantly influenced by the pilots paragliding expertise. Experiencing a collapse in a controlled situation, where it's cause is known, is a far cry from experiencing it for the first time in clear-air turbulence. A pilot's lack of experience can tum a routine maneuver, into a life threatening situation. In my opinion there is no substitute for experience, although study and thought are nearly as good. Preferably, a Paragliding-Advanced-Maneuver type clinic (over water) is a must for every developing paragliding pilot.

Think Smart by Mike Meier Safety will oftffl be as simple an act as just deciding not to fly; because on that day, at that site, the ronditions or the site are just not romfortably enough within your capabilities, or the capabilities of your equipment. If you can avoid stupid mistakes, and if you consistently make the tough conservative decisions in your flying that keep you on the safe side of your limitations, you can have a safe aviation career. And if you insist on a clever quotation about safety in aviation, try this one:" Aviation has made the world a lot smaller, but it is still pretty hard to miss it if you fall.",..

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PAGE 48, PARAGLIDING, THE MAGAZINE

May 12, 1992

t my Of A Whack by Dick Benoit

was airborne for less than a minute before the first frontal collapse, a minute or two later, this was surpassed by the first full stall of the day.

layout on the less populated north launch. Conditions remained light and pilots were waiting for some upcycles. Perhaps 15 minutes after Chuck launched, I had a consistent light cycle into which I forward launched. I just knew this was going to be the first big flight of the summer season. Five minutes later all I really wanted was to be safely down on mother earth. After the second major collapse getting away from

Shortly after that bit of unpleasantness, I heard a radio trans-

the hill seemed logical so I headed east. A couple gliders in the air

mission to the effect that Chuck had crashed in the LZ at Pea vine,

remained closer to Pea vine and seemed to be having calmer rides,

and that the Care Flight Helicopter was being called. Now I knew

but now I wanted lots of air between me and the ground. Going

this fine late April morning was something out of the ordinary.

east didn't help much as I continued to hit big lift, big sink, and

After another full collapse and stall I knew I was someplace I

turbulence. The variometer covered two or three octaves as it was

shouldn't be, and for the first time, found myself wishing I was on

running the scales. Perhaps I should have tried to work the lift and

the ground rather than vice versa.

go anywhere else, but after my third full collapse I had lost en-

On Saturday, April 25 the Sierra Sky Surfers (the Reno area

thusiasm for these thermals. Why couldn't I have one nice small tip

hang gliding and paragliding club), sponsored the second Reno

tuck for a refreshing change of pace? A forth full collapse followed

Rampage, which is basically a fly-in followed by a barbecue and

by a full 360 degree spin just south of the LZ got some attention

keg of the Truckee Brewery's finest. I had a previous commitment

from the LZ crowd.

until 9:30 am, but knowing conditions were good at 9:00, I made

Now Care Flight was flying south up the gentle ridge to the

haste for the landing zone. Even driving through Reno, pilots were

LZ and I was about 1500' away headed north on final approach to

visible launching to the east and maintaining altitude. At 10:00 the

the LZ. A minute or two earlier I watched Greg and Jeff Dean land

LZ conditions seemed ideal with a light northeast wind. Pilots

several hundred feet south of the LZ on the road with no problems

were getting good rides and circling over the LZ with 2000' of

and was thinking my wish of being safely on tierra firma was about

ground clearance. Having the largest pickup truck, I was obliged to

to be granted. Wrong! About 100' up I had my fifth full collapse.

wait 15 or 20 minutes for some passengers. At last I accumulated 5

Either furiously working the toggles or luck got the wing back

or 6, the minimum number justifiable and drove up as fast as the

above me. Then, about20 or 30 feet above the ground, I got hit from

old truck would go.

behind and rapidly accelerated forward and down. I came in like

On top the first people I ran into were Dave LaPlant and Bob

Rickey Henderson headed for second base feet first knowing full

Ost, each carrying tangled gliders to a flat area for sorting. I asked

well there was plenty of bone breaking momentum. Three

what happened and Dave said a dust devil came through launch

sagebushes and one rock later I ground to a halt. My first thought

and tangled them up. On the launch Greg Smith and Chuck Smith

after the dust cleared was whether the Care Flight pilot who had to

were anxious to get in the air. Greg launched first, and shortly

be watching, thought he had been called out in advance of the

thereafter headed up to join a couple other pilots about 1000' above

injury. I must have resembled a real goof falling out of the sky in

launch. Conditions on top were exceptionally light and variable.

front of him.

After some minutes, Chuck launched in a light north cycle. I waited

Nothing hurt. I started wiggling fingers, toes, etc. and every-

at the top of the east launch for 10 minutes or so before deciding to

thing worked. Remembering the others up on launch, I radioed up PAGE 49 •PARAGLIDING.THE MAGAZINE

ANATOMY OF A WHACK (cont)

that the LZ was too dangerous for anyone else to launch. The

If we didn't break any cardinal rules, perhaps there are some

response was that when I looked up the next time, another glider

hints that were overlooked. In hindsight, the pilots who launched

had launched. Was my radio broken? No way to know, so I pulled

around 8 a.m. got exceptional lift for that time of day. Maybe when

my glider out of a thorn bush, discovered a nice bruise growing on

this happens, the time most pilots might want to shut down should

my thigh where I bounced off the rock, and hiked the several

be moved forward from afternoon to perhaps 10 a.m. Obviously, if

hundred feet to the LZ. By now the medics, fire trucks, etc., were

nobody is flying at 8 a.m. it will be difficult to detect this

swarming over the LZ and I watched as Chuck was carried to the

phenomenon. At the party that evening Dave told me that the dust

helicopter one ridge over. The helicopter flight to the hospital was

devil that tangled his wing actually lifted the wing 40 feet into the

slightly delayed due to others helping the pilot who launched after I

air and deposited it in a Mountain Mahogany bush. This was more

radioed, recover his glider out of the bushes next to the chopper.

of a dust devil than I had seen in my mind's eye while on launch.

After the pilots on launch drove down, I found out that my radio did, indeed, work and most of the pilots put their gliders away after watching my landing from launch. Later that night,

But, after20 clam minutes, do you put the glider away or conclude that the dust devil was a fluke and accept the chance statistics might rear its ugly head?

nursing the keg, we found out that Chuck was in intensive care and

On a different level I now have to wonder if there may be

had surgery to repair his diaphragm but, there were no broken

something inherently unpredictable or dangerous about the LZ we

bones. That evening, as we watched the videotape in horror, we

have been using at Pea vine. Chuck Smith is currently the number

witnessed Chuck flying on final approach into a dust devil without

two ranked pilot in the country and is the first to be injured in the

dust. The video clearly shows a rag doll being whipped around by

Pea vine LZ. Last fall John Bouchard, the number one ranked pilot,

an out-of-control glider before the glider provided one last bit of

had to throw his reserve 300 feet off the deck at Pea vine. What

acceleration into the ground. The fact that there were no broken

would have happened at 60 feet? If these guys are getting beat up,

bones may qualify as the only "miracle" this atheist has seen on a

what will be the fate of the normal parageek? Have I and other local

paragliding video. It may also be a miracle that something worse

pilots just had an exceptional run of good luck at Pea vine for the

didn't happen.

past three years? This was definitely my worst landing in 100

Now, on to the rationalization and morals of the story. One obvious moral is, when there is an injury and a helicopter may be coming, get out of the air; no ifs, and, or buts. There is no way to know where the chopper pilot is coming from or where he may go as he searches unfamiliar hilly terrain for the victim. Secondly, do

flights. Can we expect that there may be a one percent chance of crashing hard in this LZ? Personal opinion - but I regard a one percent chance of major injury or worse (most paraglider pilots, myself included, seem to have a hard time saying the F word) as terrible odds.

not land anywhere near the helicopter and get all gliders stowed

For the optimists, or those who might denigrate statistics,

away so that they aren't blown away or worse, into the chopper. In

there is one bit of evidence that I have saved for last. This may seem

defense of myself let me say I was only 100 or 200 feet above the

to be outrageous, but the turbulence in the LZ occurred about the

ground when I first spotted the chopper and I didn't have the

same time as the large earthquake that hammered Eureka. If this

option of deciding to land further away.

earthquake had something to do with kicking off thermals and tur-

Several weeks later I am still wondering what the rules were that Chuck, myself, and others violated that day. It was a warm, but not hot day. We flew in the morning. The LZ was calm and normal less than one hour before I tried landing. The temperature on

bulence in the LZ, then I can sleep easier knowing that the statistics for this must be similar to being hit by a meteor. Please don't ask me to prove this idea or to develop a radio patch to some seismological network in order to keep track of earthquakes in the air.

launch was comfortable so I did not suspect a high lapse rate. For

Until many more years of collective experience is gained,

an hour after I crashed landed conditions in the LZ were light. I

some safety questions remain unanswerable but, for now, I have a

hc1ve made perhaps 100 flights from Peavine over a three year

nagging queasiness that some element of the trust that I had

period and have never had a flight anywhere near as turbulent as

developed with Pea vine has been violated, much like discovering

this one. Once I knew the LZ was wild, should I have flown to some

some previously unsuspected flaw in an old friend. 1e-

other piece of the desert with no flagging or wind socks and taken my chances getting hurt, possibly out of sight of the others?

PAGE 50 • PARAGLIDING, THE MAGAZINE

Accidents The first accident reports are being published in this issue. With these reports we hope to provide knowledge and an increased awareness of common mistakes. Unfortunately, reports about accidents are being received at a rapid pace. We have to ask where our safety conscientiousness and records went.

New Rating Program The complete rating program was mailed at the beginning of May. With these new ratings, new written tests have to be taken. These tests require studying of the subjects. It is expected that the written test will increase the pilots' basic knowledge. We welcome your comments of the new tests.

of President shall be completed by the end of July. It will take additional action and a lot of time at a special Board meeting or at the next regular scheduled Board meeting. Headquarters shall be up to its competence In providing the services to which you as a member are entitled.

ICC Soboba Canceled Due to the strengthened requirements it was impossible to have enough qualified candidates to hold the first ICC of 1992. The lack of clinics offered is the major obstacle. This is surprising since the membership survey indicated the huge desire to attend such clinics to improve skills and knowledge.

Restructuring of APA Following the Spring BOD meeting several events led to a major restructuring process. The first phase of separating HQ and the Office

0 A 44 year-old lady with a total of 6 previous flights was in school taking a training flight in light conditions. Just after landing properly, she stepped on a rock twisting her ankle suffering a sprain. ANALYSIS: 1) I'm not sure incidents such as this can avoided. 2) Beginners remain at highest risk for injury both minor and maJor. 3) Footwear with good ankle support is encouraged. (No mention was made of footwear in the report.) @) A 38 year-old female student with three previous flights drifted sideways while watching (staring at) her canopy and unexpectedly landed

twisting her ankle. She suffered a fractured fibula (ankle). ANALYSIS: 1) Beginners remain at highest risk for injury in paragliding. 2) Would radio contact with instructor have prevented this accident? 3) Proper footwear encouraged.

© A 37 year-old male student with 12 previous flights apparently experienced sink just after takeoff and continued running in an attempt to launch. He caught the inflated canopy in a tree and was swung into rocks suffering an ankle fracture and minor abrasions. ANALYSIS: 1) Would radio contact with instructor have prevented this accident? 2) Beginners remain at highest risk for injury in paragliding. We've all "saved" launches that were nearly "blown". Knowing when to stop comes with experience.

Cl A student on a tour in Mexico did a downwind launch but in doing so hit his buttocks and fractured his coccyx and ultimately did a water landing. ANALYSIS: 1) Downwind launch. 2) lnsuHic'lent data. Report not complete.

0 A 43 year-old male who had approximately 8 hours of paragliding flight time and who had not flown in the previous 10 months; was persuaded by a factory pilot to fly an advanced wing in gusty ( 12 mph gusting to 18) conditions. At 20 to 30 ft AGL a significant wing tip collapse occurred and was not corrected. The pilot tried to do a PLF. He suffered multiple vertebral compression fractures, multiple rib fractures, a pneumothorax (collapsed Jung), a fractured femur and dental injuries. ANALYSIS: 1) Lack of experience for conditions. 2) Currency. (lack of recent experience) 3) Gusty conditions. 4) No experience on glider. 5) Advanced glider. 6) Lack of proper input for malfunction. 7) Improper/unsuccessful PLF. 8) Poor Judgment on the part of the factory pilot.

PAGE 51 • PARAGLIDING, THE MAGAZINE

OFFICERS, DIRECTORS AND COMMITIEES 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

1 2 3

4 5 6 7 8 9 10 11

STATES AK So. California, HI Northern Calllornla OR,WA UT, ID, NM, MT CO, WY, ND, SD TX, LA, OK, MO, KS, NE, IA OH, IL, IN, WI, MN, Ml WV, VA, KY, TN, AL, MS, GA, FL, NC, SC ME, NH, VT, MA, RI CT, NV, NJ, PA, DE, MD AZ,NV

DIRECTOR Vacant Ken Baler, 564 San Dieguito, Encinitas, CA 92924, (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 Butte, 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, N f 10314, (718) 698-5738 Dick Benoit, 4185 Christy Way, Reno, NV 89509, (702) 747-0683

DIRECTORS AT LARGE Ed Pitman, P.O. Box 188, Shasta, CA 96087, (916) 359-2392 Curtis Woodman, P.O. Box 245, Sausalito, CA 94966, (415) 332-1928 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

COMMITIEES AND CHAIRPERSON Safety & Training Tandem Competition World Team Accidents

Claudia Stockwell, (801) 254-7455 Fred Stockwell, (801} 254-7455 Circ Toepel, (303) 670-0301 John Bouchard, (603) 359-6907 Mark Shipman, (509) 663-5238

APA/I, PILOT 1276 · Mike Hennessy, Freedom. CA 1055 - Michael A. Gottlieb, San Francisco, CA 1283 - Gregory P. Kelley, Vail, CO 1287 - Elan A Schultz, New York, NY 501 - Joel G. Greger, San Francisco, CA 1228 · Peter Toot, Cambridge, MA 1200 - Jeffrey J. Ryn, Minneapolis, MN 1201 - R. Clark Brown, Memphis, TN 362 - William L. Coffman, Houston, TX 1191 - Brad L. Lamson, Chico, CA 1244 - Mark T Hatasaka. Menlo Park, CA 1239 - Stephen Kunh, Dawson City, YT Canada 1264 - Wayne E Davis Jr., San Bruno, CA 1181 - Bruce A James, Seattle, WA 1241 · Joseph P Emm, Ocean City, MD 1225. John M. Climaco, Hunting Valley, OH 1127 - Scott C Wall, Olympia, WA 1277 - Jeff A. Jobe, Redmond, WA 1062 - Jose Escobar, Laguna Niguel, CA 996 - Steven P Roy, Garden Grove. CA 1227 - Pierre-Jean Picar1, Pumavia, Tahiti 1251 . Kevin L. Carambot, Spokane, WA 1231 · James L Grefsrud, Casaic, CA 1234 - James F Allsup, Mesa, AZ 1235 · Cyril J. Rosenthal, San Francisco, CA 1041 · Don M Saxby, Piedmont, CA 1063 - Elsa A Penaranda, Temecula, CA 1 265 - Scott Seebass, Berkely, CA

PAGE 52 • PARAGLIDING, THE MAGAZINE

RATING DATE Class 3/11 /91 Class 4/12/91 Class 4/24/91 Class 6/10/91 Class 6/17/91 Class 8/25/91 Class 9/11/91 Class 9/11/91 Class 11/8/91 Class 11/8/91 Class 1/1 /92 Class 1/3/92 Class 1/19/92 Class 2/1/92 Class 2/1/92 Class 2/2/92 Class 217 /92 Class 2/18/92 Class 2/21 /92 Class 2/23/92 Class 2/27/92 Class 2/27/92 Class 2/29/92 Class 3/1/92 Class 3/2/92 Class 3/4/92 Class 3/8/92 Class 3/8/92

By law SOP Sile Access Awards Election

Ed Pitman, (916} 359-2392 Vacant Curtis Woodman, (415) 332-1928 Dick Benoit, (702) 747-0683 Gregg Pujol, (408) 736-1222

INSTRCUTOR APA/I- PILOT B. England 1243 - Christine Van Erp-Matyk, Vail, CO USHGNJ.Gr 433 - Bruce C. Tracy, Omak, WA USHGNBank 1211 - Gene C. Davies, Los Angeles, CA M. Wright 1245 - Tina A. Pavelic, Portland, OR USHGNC. B. 933 - Dennis Fuller, Dalis, TX M. Wright 1260 - Jeffrey L. Teal, Juneau, AK M. Wright 1141. MarkS. Dale, Seattle, WA M. Wright 1223 - Joachim J. Hagemann, Santa Barbara, CA C. Fontenot 1268 - David Bettger, Tacoma, WA P Blackburn 61 O · Kent E. Grigg, Sacramento, CA G. Pujol 1134 - Donald S. Kavanagh, San Francisco, CA J. Gluzinsk1 1254 - H. Lee Shapiro, Aspen, CO 1 249 - Adam W. Graham, Laramie, WY G. PUJOi M. Chirco 1280 - Ken Tanimura, Churla Vista, CA J. Stenstadvold 1285 - Terry A Zakotnik, Teton village, WY G. Derouin 1232 - Gunter Wbrlein, Germany M. Chirico 794 - David P. Bridges, Lake Arrowhead, CA J. Stenstadvold 982. Thom Switzer, Solinas, CA M. Wright 175 · Phil Pohl, Bend, OR K. Baier 557. John Hubbard, Escondido, CA J. Greenbaum 839 - John W. Tabor, Venice, CA M. Wright 717. John LeTourneau. San Diego, CA M. Salvemini 739 - Roben E. Cureton PH.D, San Diego, CA M. Salvemini 965 - Jesse Smith, La Jolla, CA H. Hub 460 - Roben P. Bryson. San diego, CA S.Amy 1191 - Brad L. Lamson, Chico, CA M. Salvemini 1014 - Kevin Scholes, Crestline, CA R. Leonard 858 - William J. Gordon, Hood River, OR

RATING Class I Class I Class I Class I Class I Class I Class I Class I Class I Class I Class I Class I Class I Class I Class I Class II Class II Class II Class II Class II Class II Class II Class II Class II Class II Class II Class II Class II

DATE 3/9/92 3/12/92 3/13/92 3/14/92 3/15/92 3/20/92 3/27/92 3/27/92 3/29/92 3/29/92 3/31/92 4/4/92 4/5/92 4/12/92 4/14/92 2/2/92 3/2/92 3/11/92 3/14/92 3/14/92 3/15/92 3/20/92 3/20/92 3/29/92 3/31/92 4/5/92 4/10/92 4/11/92

INSTRUCTOR C. Stockwell K. Baier T Boyse P. Pohl M. Osowski J. Kreinheder M. Chirico K. Baier M. Eberle P. Blackburn J. Greenbaum J. Stenstadvold D. Whaley M. Salvemini C. Stockwell K. Schweiger M. Wright J. Yates E. Pitman K. Baier M. Wright F Lawley K. Baier F. Lawley AL Kaiser S. Blackburn J. Stenstadvold C. Stockwell

The following companies are APA members supporting the paragliding community with their membership. While the APA takes no position on the value of equipment offered by these members it 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)6Q1-1275, Fax:(609)6Q1-3028 Manufacturer; Bird wing 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, AccQssories KITTY HAWK KITES P.O. Box 1&'19, Nayes Head, NC 27959 Phone:(919)441-4124 Sale, School Canopi()s, Harnc•ssc>s, Instruments, Accessories ABOVE & BEYOND PARAGLIDING SCHOOL 3314 West 11400 South, So. Jordan, Ut 84065 Phone:(801)254-7455, Fax:(801)254-7701 School, Sale, Canopies, Harnessc>s, Instruments, Accessories, MC'dia, Specialized in Instruction, Soaring Clinics and Towing

Jan 1 - Dec 31:

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)%2-4827 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 SKYWALK 447 L1mbert Ave., Palo alto, CA 94306 Phone:(415) 493-3192; fax:(415) 493-3192 Manufacturer, Dealer Spirit Canopies and Harnesses

ICC, Soboba, CA - CANCELLED

Sept 5 · 7:

Dino-Soar XC - CANCELLED

Oct. 15 · 16: Oct 8 · 11:

PERFORMANCE DESIGNS PARAGLIDING 425 W. RJder St, suite B8, Perris, CA 92571 Phone:(714)657 -2664, Fax:(714)657 -4062 Manufacturer; Importer, Pistributor, Sale, School, Loft Excalibur Canopies, Hamesses, Instruments, Flywear, Accessories, Media OREGON PARAGLIDING ASSOCIATION, INC. 1012, N.W. Wallstreet, Bend, OR 97701 Phone:(503 )389-5411 School, Sale, Instructions Specialized in Novice to advanced instruction and certification, technical support, tours, travel

APA 1992 XC Challenge. Contact APA Headquarters .. Registration fee is $25 per submitted flight.

May 15 • 18:

Sept 26 - Oct. 10:

PARAPENTE USA 2442 NW Market St/131, Seattle, WA 9810'7 Phone:(206)GOSKYHI School, Importer, Distributor, Sale Canopies, Harnesses, Instruments, Flywear, Accessories, Media, Travel, Instruction, Guides, Specializing in Instruction and Adventure Tours.

Paragliding Nationals and Paragliding World Cup Finals, Bishop, CA. Contact Marl< 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.

My sincere apologies to Seth ForC'ster and Bob England for their misplacement in the pilot ranking system. I used last year's ranking found in vol. 2 no. 1 of Paragliding, TI1e Magazine to determine a pilot's points for meets llC'ld in 1990. Seth was not on that list and he should have been since he placed fourth at Soboba. TI1at fourth place finish would have put him C'lcVQnth last year. With an 8th place finish at the 1991 Nationals, Seth ranked 8th owrall in 1992 instead of 12th. Bob Engbnd finished 2nd at the 1991 Nationals which placed him 11th ovQrall. Sorry for the mistak() guys. I hope these were the only oversights.

Nationals. The Nationals are being held in conjunction with the World Cup. So as not to create any problems with the World Cup event, there will be no Dino-Soar this year. At the Spring BOD meeting on Miami, the Board voted to implement the USHGA's pilot ranking system. It is the fairest, most equitable system available. Each competition will have a point value assessed to it based on how many of the top pilots attend and how many days/hours are flown. NaturaUy the Nationals will get the most points because the most pilots will be there. I know Mark will do a great job and make us proud as he did last year.

Tiw organizers of the World Cup have demanded that we cancel the Dino-Soar this year because it was scheduled 3 weeks prior to the

Check the schedule for all the other great places to be this summer. Have fun and fly safe!

PAGE 53 • PARAGLIDING, THE MAGAZINE

school Name:

Address:

~itll, Slat!/!, Z:i12;

Golden Eagle Paragliding Robert French Adventure Wings Alaska Paragliding

Bruce M. Hamler Robert French Alan Chuculate Jack Kreinheder Helmut Walder Karl castle Brian Porter Scott A. Amy Fred Lawley, Jr. Ken Baler Scott Gressltt Jack Hodges Marcus Salvemini Mark Wright Christian Welk Norma Jean Joo Gluzinskl Jr, Don Mills Robert I. McKenzie Marc Balzac Cary D. Mendes Ed Stein Josh COhn Michael W. Meier Robert M. Pelletier Ken Wayne doRussy Joachim J, Ed Pitman COJin C. Perry Sob England Glenn G. Oerouin Jan StenstadllOld Dave Whaley Granger Banks Ronald 0. WIikinson Circ Toepel Robert R. Wardlow Steve B)lers )ians Hub WIFtor Dale Covington Roger G. COxon Jeffrey T. Nicolay John Bouchard Ray Leonard Samuel W, Nowling Patrick Sugrue Phil Pohl Kev Arends Marl<us W. lndermaur Nancy Jo Stanford Marie K. Osowski Charles Fontenot Richard D. Johnson Chuck Smith Dr. Kory Branham David Frank Fred Stockwell Claudia Stockwell Michael E. Eberle

500 W. 42nd Ave 685 Birch St. Sox 83305 9850 Nine MUe Creek Rd Amening 185 B 2298 Baskerville 121 Solano Dr 15 Seaview Dr PO Sox 1226 564 San Dleguito Or 639 Camino ol Dorado 190 Coral Reef 2 800 Torrey Pines Scenic Dr 14080 HWY 215 23229 Hemlock Ave Apt# 12 488 Manor Plaza PO Sox 353 17591 Yellow Pine Rd 4231 Sepulveda 8911 COmplo,c Or. #E 1271 Avd. Florlbundll 6 30 N. San Mateo Or 1 Fai,way Or. 13381 Sow Place 1202 'M' E Walnut 613 N. Milpas St 29 State Str PO Sox 188 14312 Edgemont Acres 12701 Gridley St, Sox 2662 PO Sox 1936 5 311 Western Ave 770 Morgan Dr 3509 summer Breeze Or 29007 Richmond Hill Rd POBox 1871 P08ox213 Box 1094 1509 E 8th St PO Sox 7843 PO Sox 1839 RFD 2 Box 109 PO Sox 1100 3680 Research Way PO Sox 782 1770 N. Green Valley Plcway, Apt PO.Sox 812 1012 NW Wa!I St Hrntergasse '" 12602 Andromeda cove 12602 Andromeda cove 13252 Kerrville Folkway 1 2006-6 ArrowwOOd Dr 295 5 North 400 W #2105 715E.3900S. #109 PO Sox 185 3314 w. 11400 3314W. 11400S. PO Box 4

Anchorage Anchorage Fairbanks

Awesome Air Pro-Flight Accelerated Flight Systems Airjunkies Skydance Paraglding Copany of Southern Cal. Airtel< Tom,y Pines Performance Designs Paragliding School Performance Designs Paragliding School Chundello San Francisco, Inc. Air Amelie• Paragliding Ed Pitman's Paragliding School High Adventure Compact Wings A Place of Wings

Hang Glider & Paraglider Emporium Santa Barbara Hang Gliding & Paragliding Ed Pitman's Paragliding School A Place of Wings Aerial Action Rocky Mountain Paragliding Aspen Paragliding Parasoft Paragliding School Eagle's Nast School or Hang Sky Oimbers Peak Performance Paragllder Peak Performance Paragliding Sun Valley-Ketchum Paragliding School Traverse Oty Hang Gllder/Paraglider Big Sky Kitty Hawk Kites Morningside Flight Park Adventure Sports Inc. Sierra Paragliding British School of Paragliding Sky Hook Sports Oregon Paragiding Assoc., Inc. Hill Country Paragliding Hill Country Paragliding To,cas Paragliding Inc. Texas Paragliding Inc. Kory Branham Papa Tuna Paragliding Cuisine Above & Beyond Above & Beyond North American Paragliding

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Juneau A-6233 Kramsach Bishop Blisbane Daly City Del Mar Encinitas Encinitas Half Moon Bay I.a Jolla Morano Valluy Morano Valluy

Pacitlca Perl1s Redding San Bernardino San Otego San Jacinto San Mateo San Raf""I Santa Ana Santa Ana Santa Barbara Santa Barmra Shasta Sonora Sy Canmore Alberta Basalt Boulder Boulder COiorado Springs COnWer Crested Butte Crested Butte Sun Valley Tra-City Missoula Nags Head Claremont North COnway <:arson City Carson City Henderson Bend

mar

Band

l;H-1:1640 Rapperswil Austin Austin Austin Austin Lattone Salt Lake City Salt Lake City South Jordan South Jordan Ellensburg

~ AA AK AK AA Austria CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA

CA CA CA CA CA CA canada

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Ml MT NC

NH NH !',Iv !',Iv !',Iv

swltzer1and TX TX TX TX UT UT UT UT UT WA

99503 99501 99708 99801

(907) 563-4359 (907) 277-9420 (907) 455-6379 (907) 586-2465

93546 94005 94015 92014 92024 92024 94019 92037 92553 92557 94044 92572 96003 92404 92123 9il583 94401 94901 92705 92701 93103 93101 96087 85370 91342 TOL-0 81621 80301 80303 80918 80433 81224 81224 83353 49684 59807 27959 03743 03860 89706 89702 89014 97709 97701

(619) 872-2087 (415) 467-2383 (415) 992-7369 (619) 481-7400 (619) 753-2664 (619) 632-7762 (415) 728-0939 (619) 452-3203 (714) 697-4466

78727 78727 7872978727 84041 84107 84020 84065 84065 98926

U P1 $

The following instructors. directors, and members signed up new members in the period of November 1, 1991 to December 31, 1991. Mike Eberle, North American Paragliding Mark Wright, Peak Performance Paragliding Claudia Stockwell, Above & Beyond Jan Stenstadvold, Aspen Paragliding Greg Pujol, A Place Of Wings Bruce Hammier, Golden Eagle Paragliding . Jack Kreinheder, Alaska Paragliding Larry Hixon, Altadena Charles Fontenot. Texas Paragliding Ken Baier, Airjunkies Phil Pohl, Sky Hook Sport Patrick Sugrue, British School Of Paragliding

5 4 3 3 3 2 2 2 2 1 1 1

Fred Lawley, Del Mar. Klaus Schweiger, Germany. Ray Leonard, Adventure Sports, Inc. Ed Pnman, Ed Pitman's Paragliding School Joe Gluzinski, Air America Paragliding. John Blasko, Anchorage . Marie Osowski, Hill Country Paragliding Nancy Stanford, Hill Country Paragliding Dave Whaley, Boulder Mark Chirico, Parapente USA . Bill Frter, Traverse City Hang Gliding & Paragliding

(415) 359-6800 (714) 943-6664 (916) 275-4535 (714) 883-6488 (619) 277-6425 (714) 654-6559 (415) 343-0300 (415) 485-1012 (714) 547-1344 (714) 542-7444 (805) 965-3 733 (805) 962-6999 (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

(503) 389-5411 055·27 71 59 (512) 832-0516 (512) 832-0516 (512) 335-4837 (512) 873-7131 (801) 776-5383 (801) 268-8090 (801) 484·2848 9801) 254-7455 (801) 254-7455 (509) 925-5565

'l.

FOR SALE New Konig 3 cylinder radial 24 h.p. engine. Large finned heads, upgraded fly wheel, electric start, alternator. 42" - 13" wood prop $1700. Phone 306-7342456 or 403-627-3806.

FOR SALE UP Easy 19. Excellent condition, weight range 100 - 150 lbs., 3 hrs total airtime, ineludes harness, backpack, and helmet $800. San Diego 619291-4434.

FOR SALE APCOHIUTEIII Very stable high performance glider in great condition. Less than 20 hrs total time, 24 m2 (150 - 180 lbs). Hilite Ill placed 2nd in 1991 Nationals. Over $3000 invested, will sell for $1500 080. Call Don (310) 541-5494.

FOR SALE 1991 Wills Wing AT 123 and Wills Wing Deluxe Paragliding Harness. Original owner, both in perfect condition with less than 3 hrs airtime. Includes bag/pack, owner's manual and Wills Wing paragliding manual. Paid $3,409 (incl. tax) in June 1991, selling for $2,600. (818) 841-9239.

FOR SALE Excalibur 33 267 sq. ft. Excellent condition, crisp fabric, with harness, pack and Aerolite 18 gore reserve $1900. (303) 6411754 or 641-5592. HOT DEALS ON DEALER DEMOS!! Both gliders in pristine condition. Flown primarily in Alaska on tundra and snow ... negligible wear or U. V. UP Katana 25 (24.2 m2) yellow, improved '91 model (built 4/91) with new UP harness and backpack $2500 OBO. Pro Design Corrado 12 (24.2 m2) yellow with new harness and backpack $1800 OBO. Contact Golden Eagle Paragliding, 500 W. 42nd Ave., Anchorage AK 99503, (907) 563-4359. SAFE

& FUN WING!! 2 small Storm 22 U.S. Voiles Class I, yellow/blue. Weight range 11 O - 145 lb, 65 flights $2000 OBO/trade. Bigger glider, harness and reserve ineluded. John 206-827-8194. FOR SALE 1991 ITV SAPHIR MUST 105 Approximately 15 hours of use. New harness and lines $1800. Ask for Paul Bottage. Home 206-527-9936; work 206-4414900.

STOP GETTING RIPPED OFF They can't touch this! Save $ mail orders. UVEX full face $280. New MAXON SP2000 10 ch. w/tone $367., vox $105. Ham Radios, YAESU FT 411E $309., MOD $30., ICOM 2SAT $309. MOD $40., VOX ubit $74.00. Dealer for Aircotec Alibi varies, Ball, BAS, High energy, Safewheels, V Mitts, Raymond, Second Chantz. Tow rope 1/4" poly $30 per 1000', 3/16" poly $25 per 1000'. Call with your best quote! Send S.A.S.E. for sale flyer or call Kentuckiana soaring, 425 Taggart Ave., Clarksville, IN 47129 (812) 288-7111. Calls returned collect. FOR SALE 1990 Comet CX-25, blue. Excellent condition, 180 - 300 lbs (for big pilot) $1800 080, call Jay (801) 566-2551. FOR SALE North C. 28 w/harness. quality Swiss made, 75 - 100 kilos. Excellent intermediate/advanced canopy! Call David at (801) 484-2848.

FOR SALE Harley Magic-9 with seat harness $650. (503) 788-0571.

FOR SALE Helmet and wings. Dyneema full-face helmet $230, nearly new (white). Airbow 23 must sell $1300, with used speed seat and new paramotor harness. Birdwing II, stable 1st wing $250. Call Josh at (415) 485-1012.

GREAT BUY Corvette 25 like new. Has less than 25 hrs, excellent Class I wing, harness, stuff pack ineluded $1400. Ron (415) 3648214 or (415) 327-7668.

FOR SALE UP Stellar, new, call; Brauniger P Ill demo $495; Brauniger P II demo $395; Ball M22, new $490; Kevlar Uvex full face $159; Kevlar helmet $259. (805) 962-8999.

FOR SALE SAPHIR MUST 285. Steer seat replaced with very comfortable 4 riser non-integrated seat. Leading edge cell vent flaps have been removed for increased stability. Protective contact strips added to leading edge seams to reduce wear. Rad colors. Glider is in mint condition with under 20 hrs total flight time. Call Ken at 603-356- 7992. FOR SALE 1991 pink and blue Stellar 27 m2 demo - includes speed bar and harness $2000, approx. 70 hrs. 1991 20 gore pocket rocket reserve $600; For $2800 we will include a demo m22 with barograph, the Stellar, and the reserve. For more information contact Paul or Mark at Ball Vario (303) 530-4940 or (800) 729-2602. FOR SALE Katana 25 - 11 flights. Low airtime, great condition glider for a great price $2600 080. Call Mark at (206) 328-3182. FOR SALE Hilite II - orange/purple, ideal for light pilots (110 - 160 lbs), excellent condition, low hours. Popular European paraglider with dependable stable flying characteristics $1800. Also APCO Mayday Reserve and Davron 300 AltiNario $400 each. My business needs the cash so call and deal! Matt 303-443-2790. GREAT BUY! Edel Corvette 25 with harness and bag only $1450. Like new, with less than 15 hours. Great beginner glider. Ron 415-327-7668. 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 hrs airtime $1500. 1989 U.S. voiles Storm - yellow/silver 65 flights, less than 1O hrs airtime $1500. David Masuda, 2855 Mountainview, Sandpoint, ID 83864, 208-2630035.

FOR SALE Ailes de K A2, excellent condition, only 65 flights with approximately 6 hrs airtime, good condition. Includes 2 Air Bulle harnesses, spreader system on the risers, regular single person riser system, and bag $2750. Wayne (604) 765-2359. FOR SALE New UP Stellar under retail. (801) 254- 7455. FOR SALE 265 Saphir Must like new $2000. 801-254-7455. Corvette 25 great for 1st glider. 801-254-7455. LICENSE PLATE FRAMES "I'd Rather Be Paragliding". Black plastic with white letters, $?/pair. Classy, durable log books, $5 ea. S&H included, quantity discount, custom work available. Firebird dealer, Apaches now available! Visa/MC. Over The Hill Paragliding (503) 667-4557, fax (503) 666-6979. FOR SALE AILES DE K PANTAIR Demo 1991 glider. Excellent condition, Class II only $1800 080 (801) 254-7455. FOR SALE Firebird F1 24, pink, low hours, excellent condition. Pilot weight 140 - 195 lbs. With pro comfort harness $1600 080. (303) 530-4434. FOR SALE Comet CX 21, excellent beginning/intermediate canopy, very good condition, 40 hrs airtime, w/harness and bag $1700 080. Jesse (619) 452-2446. SWISS MADE WINGS Advance paragliders for sale, new/used. Rico Provasoli (415) 927-2831. TO PLACE A CLASSIFIED AD Send text and $10 per, per issue to: 3314 West 11400 South, South Jordan, Utah 84065.

FOR SALE U.S. Voiles Storm 22, too small for me, very new condition, beginners glider $1500. (206) 827-8194. PARAGLIDING, THE MAGAZINE