APA Paragliding Vol3/Iss4 1992 by US Hang Gliding & Paragliding Association

Thirty -five years of flying, and I know that love's a process , not instant delight between a pilot and a flying machine. Yet the first time I pulled up my AT-125 and stepped into the air ... it was a mighty quick process. From that moment my rainbow Wills has turned out to be more stable, more straightforward forgiving high -quality dependable smooth-flying bulletproof than I dared hope. Hurray to everyone at Wills Wing for building such lovely nylon sorcery, and for charming old dreams of flight into my here and now! Richard Bach Author, Pilot As the longest continuously practicing holder of an instructor card in foot launched flight, I can say that the most important criteria in selecting a paraglider are safety , quality and service. In my nineteen years of experience , there is one company with an unmatched track record in each of the above : Wills Wing. Before you spend good money on anything else , give me a call. Ken deRussy Hang Glider & Paraglider Emporium (805) 965 3733 USHGA I APA Instructor 2000 Hrs Hang Gliding - 1500 Flights Paragliding My involvement with the APA over the past six years has given me ample opportunity to fly most paragliders on the market today. Much of my time is spent on instruction and development of new safety and training techniques. Wills Wing paragliders are our top selling canopies; they are stable and reliable, and lend confidence to the new pilot. They provide incredible performance when used with the speed system. Wills Wing has Jed the industry in their involvement in safety and training and in customer service. Norma Jean Saunders Chandelle San Francisco APA Instructor I Examiner Paraglider Pilot Since 1986 I fly a Wills Wing because I demand the best of myself and of my gear. No other company offers that confidence inspiring feeling. The quality is unsurpassed. It has been said that "you can't buy happiness," but you can buy a Wills Wing. Andy Whitehill Chandelle San Francisco 1300 hours Hang Gliding - 200 Hours Paragliding USHGA Paragliding Instructor Thanks Wills Wing for designing a paraglider that gave me the performance and the confidence to safely fly 88 miles and break the United States Open Distance paragliding record. Ted Boyse LA Paragliding 2900 hours Hang Gliding - 210 hours Paragliding I've come to the conclusion that I have been spoiled by my Wills Wing AT 123. All the other canopies I have flown since have disappointed me ; none has given me the feeling of confidence and security in soaring flight or canopy control maneuvers. Rob McKenzie High Adventure Paragliding & Hang Gliding 2900 hours Hang Gliding - 300 hours Paragliding

Photo by Linda Meier

If you had over 100 years and multiple thousands of hours of flying experience...

Which Paraglider Would You Choose?

LU~

Nti

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[AB[I

~0~11~[1

When To Throw You Have to Know by Mike Reeder

2 Flights in the Owens Valley by Ted Boyse

Gutesigle and ACPLS Tests by Robbie Whittal

Published Six Times Per Year Publisher and Editor - Fred Stockwell Assistant Editor - Claudia Stockwell

Overseas Correspondents Wille Tacke - Germany Urs Haari - Switzerland Phillipe Renaudin - France Willi Muller - Canada Ian Currer - Great Britain U.S. Correspondents Mike Reeder - Colorado Ken Baier - San Diego

Center Fold Photos: Ted Boyse launching at Horseshoe Meadows Owens Valley Calif. Cover Photo: Apco Astra on tow in Israel

Paragliding, The Magazine Editorial, Subscription and Advertising Information:

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FEATURES 3

Under the Rainbow by Richard Bach

USHGA New Pilot Ratings

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 Para~liding 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, advertisin~, or for the opinions in the magazine by its contributors. Paragliding, The Magazine is published six times per year for a subscription price of $26.00 per year by: PARAGLIDING PUBLICATIONS, INC. 3314 West 11400 South, South Jordan, Utah 84065. Absolutely no articles, advertising, photos or other published materials of the magazine may be reproduced in any manner without express written permission of the publisher. © Copyright 1992 PARAGLIDING PUBLICATIONS, INC. All rights reserved.

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DEPARTMENTS 0 31

10 14

2nd Paragliding Championship Slovenia by Michele Morisetti

News & Noteworthy

Sunlight Can Be Hazardous by Jay Shuman

Move About Reserves A Rebuttal to John Bouchard by Bruce Goldsmith

John Bouchard responds to Bruce Goldsmith

Wing Tips by Ian Currer

APA News .~ New Ratings APA Calendar of Events

Classifieds

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PAGE 3 •PARAGLIDING.THE MAGAZINE

UNDER THE RAINBOW (continued)

tom, pointy, sharp stone teeth waiting in the jaws of Saddle Mountain, Washington, hungry for a meal of fool. Is this, I wondered, what suicide feels like? What happened to aeronautical judgement? All my life, I've been a flier, not a crazy .... Three steps-run hard, run as if I want to die, right now, over the edge. The giant rag behind me, the structureless nothing of prism-color nylon, instead of dragging crumbled off the cliff burst into the air overhead, a curving rainbow shield, a dream between me and insanity. Instead of dying, I flew. "Aaaaa-haaaaay," I said to the mountain, to the teeth, to the sky. The rocks listened. "Hey," they echoed back. You're not a suicide, you're a paraglider! More and more these day, American mountains and hillsides and shoreline bluffs are echoing the launch cries of pilots in flying's newest sport. Some 50,000 people fly the bright canopies in Europe, some 15,000 in Japan. How many in the United States? A thousand, maybe 2,000 at the outside. A few weeks after my Saddle Mountain adventure, I was certified by the American Paragliding Association as a Class I pilot, the sport's equivalent of a private pilot, the l,005th person on the list. Practically a pioneer. Why so few in a country that overwhelms nearly every other statistic in aviation? Beats me. The best I can come to an answer is that American fliers just haven't heard about paragliding. The thistledown aircraft are utterly simple, learned in a day. They pack aviation's death penalty for terrible mistakes, of course, yet students from what other domains of flight can safely go solo after an hour's instruction?

1. Open bag, and unfold wing on launch site, bottom side up. 2. Buckle harness on, turn and face into wind. PAGE 4 • PARAGLIDING, THE MAGAZINE

3. Check suspension lines clear, rear risers over arms, front risers and brake toggles in hands. 4. Run downhill five steps or until feet leave ground. 5. Left brake turns wing left, right brake turns right, both brakes up for fast, both down for slow and stop. 6. After landing, stuff wing into bag, climb or drive to top of hillside. 7. Repeat steps 1 through 6 for remainder of career.

Where I've flown, running those steps is the closest yet to the magnet that drew me to the top of the garage in the first place, to flying airplanes in the second: Paragliding is the nearest to flying without wings this side of an out-of-body experience. A paraglider is a 30-foot parachute without jump-plane, without free fall, without wondering after launch if the nylon is likely to open today. It's a wing that can soar, that can take us up in lift as well as softly down on still mornings. It's a low-performance sailplane without runway, winch, or aero tow. It's a foot-launched hang glider without spars, kingpost, steel cables, or downtubes. It's an ultralight without cockpit, wing, fuselage, empennage, wheels, or two-cycle scream. It's an open-air helicopter-no moving parts. It's a steerable hot-air balloon without flames and dragon roar. It's a 25-pound VFR airplane that stuffs into a backpack and fits in a car trunk with room left over. No noise, no smoke, no runways, no planetary damage. A paraglider leaves one set of footprints going up toward higher ground, nothing coming down but a wide slow brush stroke in the air, color of her

choice. A perfect landing touches earth lighter than a walk. September afternoon, a wind breathing 13 knots up a hillside near Ellensburg, Washington, Peter Buck and I quizzed our instructor, Mike Eberle of North American Paragliding. How could he stand there in this wind and fly the wing so easily, charm it to be so docile over his head? "Pressures, guys," he told us. "You don't fight the canopy; the brakes aren't here to tug on or haul around, they tell you the pressure in the wing. After a while, you don't even think, and feel it, like so ... " As he spoke, Eberle pressed the brake toggles at his shoulders and ascended, his body lifting slowly to an altitude of 4 feet. Our heads pivoted upwards, beaks open, baby birds hungry to know. "When the wind's right," he said, "you can slide back and forth ... "We watched as he floated to our left, talking with us as though we were seated in the classroom. A touch of brake, and he skated 5 yards right, down to within a foot of the ground, grass tops brushing the sides of his boots. "It's called ridge dancing." This is how Zen students feel, I thought, when teacher levitates. As though he had lost interest in us, our instructor moved soundlessly away, 10 yards, 30, SO-then came slanting back at high speed, never more than 3 feet in the air, following the contour of the hillside. He slowed and stopped, sank till he was sitting in the grass, all the while his canopy a great condor wing overhead. No sound, save for the airy hush of wind through Kevlar suspension lines, an occasional rustle and fluff of the wing flexing above. He ascended once more, drifted far away down the slopes until we could see only the top of his wing, fire-colors against the grass. "I don't know, Pete," I said. "Think we're going to learn this?"

PARAGLIDING,

THE

MAGAZINE

UNDER THE RAINBOW (continued)

"Not likely," said my attorney friend. "Not until we've practiced as much as he has."

convinced that they don 't need instruction to fly anything so artless as a big inflated wing. Bad cliche'.

After a time, the wing turned and floated back up the hill, and here was our instructor once more, hovering just above eye level.

Stalls and spins, those mechanical entry textbook-recovery maneuvers for conventional airplanes, are not so tame for paragliders-they are major advanced maneuvers, more the equivalent of outside loops and flat spins than a Cessna l50's basic training events. One paraglider test pilot told me there's no practical reason for a sport paraglider ever to spin an inflatable wing. Watching paragliders spin on videotape, it's easy to agree.

"Practice," he said, as though he had been listening. "And you need the right wind." He eased the pressure on the brakes, barely, and stood on the ground again. Then abruptly, he turned and pulled the rear risers, changing the wing in seconds from graceful airfoil to quivering bright nylon pond. "You try it." It's easy to imagine on a calm day: A sport this simple, I can read the book and teach myself. Possible but not often true. Aviation safety has its cliche' about doctors in Bonanzas; paragliding has one about skydivers, hang gliders, and ultralight and airplane pilots

Every student practices asymmetric wing collapses, from small tip folds to larger ones to ''big ears," in which the pilot effectively changes the canopy from straight to swept wing and back in midair. Later may come practice collapsing the center of the canopy, allowing the tips to fly forward and

meet overhead in a front horseshoe, turning a soaring wing into an oval parachute, sinking nearly straight down. For all its serene tranquility, paragliding is a judgment sport of the first order. Launch on calm days, or days into a 5- to 10-knot wind, and you're guaranteed the slow, gentle adventure that is the essence of the sport. Launch in winds of more than 15 knots, or launch downwind into rotor air on the lee side of a hill, and you're lighting the fuse to an explosive learning experience. "We get the question all the time," says Rob Kells, president of Wills Wing in Santa Ana, California, one of the country's biggest paraglider manufacturers. "How safe is it? Because everybody knows people get killed flying, whether it's commercial airlines or ultralights. It's not that paragliding is safe or paragliding is dangerous, because

PAGE 5 • PARAGLIDING , THE MAGAZINE

UNDER THE RAINBOW (continued)

paragliding is absolutely both. You can choose any level of danger or safety in-between those two places. "The only way I can see that somebody can participate with any reasonable level of safety in paragliding is if they get the best equipment, they get the best instruction, and they fly with in their own limitations. As long as they do those three things, they can fly every day till they're a hundred, and they'll do fine." Aviation's old-timers told each others to keep their noses down; the IPR pilot remembers to keep the airplane shiny side up. The paraglider's maxim is keep the wing over your head, as it's hard to do much serious soaring after you've plummeted into a canopy from above. My wing is placarded against pitch angles of more than 30 degrees and banks of more than 45; to stay certified, it needs a factory annual inspection. For any flying above a few hundred feet, a reserve parachute is standard, and in some countries, required. To learn paragliding, you need an instructor, a wing, and a smooth 100 foot hillside facing into the wind. All three usually come in a rented package, at prices from $150 to $300 for a weekend. Schools and instructors in these early days are still few. There are more of them in the West than in the East, and learning could require a visit to a school hundreds of miles away. Chandelle of San Francisco may not be typical because it's been around for a long time as a hangglider school. It is typical, though, that the owners and chief flight instructors live at the edge of nearobsession about paragliding. Andy Whitehill has been flying hang gliders and paragliders most of his 27 years, but he's as swept with flying as any kid with a J-3 Cub. The cool reserve we airplane pilots cultivate is lost in the fun he takes from showing other people what paragliding is all about. Norma Jean Saunders, who was PAGE 6 • PARAGLIDING, THE MAGAZINE

the first woman to climb Mt. McKinley solo, moved south from Alaska to instruct with Whitehill. A dear sight: Norma Jean running just below a student's first flight down Chandelle's soft emeraldand-flowers training hill, her hair flying sunlight behind her, outstretched hand reaching high toward his harness, calling praise, instruction and encouragement all the way to a landing. the summer image stays slow motion in the mind for a long time afterwards and many an onlooker has been charmed into flying by the scene. It doesn't often happen in conventional aviation that students and instructors go on flying together for the fun of it after the rating has been earned. It happens a lot in paragliding.

Notes from a flying journal: My first high launch today, from 500 feet. Why have I never noticed? 500 feet is high up! My fellow students aren't the school-kid-sky-surfers I had expected. They're business people, for the most part, late 20's to mid 40's, salaries to match. They say they don't have time to learn to fly airplanes. Except for a little hush of wind through the suspension lines, the wing's as quiet as a helium balloon-you can talk to people on the ground when you fly, hear dogs barking away off.

me that ridge-dancing is not dangerous! I meant to miss it by inches, but today I flew through the top of a five foot cactus, the kind with the round flat ears and long thorns. Cactus was more surprised than hurt, but those spines were sharp, some sank through the nylon web and a quarter-inch into the wood. Was it a close call? Can't tell--it's hard to be frightened when you're laughing midair. Nearly every time I fly, someone's seeing a paraglider for the first time. They ply me with questions, ask what it feels like, where they can learn. Paragliders, like airplane pilots, share two major mental states: love of flying and fear of heights. The former ever will overcome the latter, but there are adrenaline moments along the way for that familiar whisper: What am I doing here? The answer is what makes this sport so much fun. Today a rabbit startled out from cover below, dashed twenty yards topspeed, saw I wasn't a rabbithawk, stopped and calmed her little heart. A multi-point buck looked up puzzled as I floated past, tilted his head: Last year it was mountain bikes, now they're hanging from rainbows. All the journal notes aren't so pleasant, for paragliding has its trials and disappointments:

How I'm coming to trust that big rainbow overhead! Do paragliders have soul, same as airplanes?

Too bad you drove those hundred miles to get here. You should've been here yesterday, when the wind wasn't this calm, when it wasn't blowing downhill, when the lift was so smooth even the students stayed up for a hour and a half, when it wasn't raining and snowing and pouring down hail this way.

I'm cutting some of these slopes pretty fine, these days; lightly bashing the wooden seat 15 knots against low grass and loose rock down a hundred yards of mountainside. Yet I'm still Captain Chicken ... could be it's dawning on

Upscale paragliders like me whine and complain when there's no stretched white limo waiting at the landing zone to whisk us back up to launch. though we suspect that climbing hills is our trail back to teenage physique, I for one am not

Takes courage, a hundred feet in the air, to slip forward out of the swing-seat and hang by leg-straps under the canopy. I look down when I do it because it's so scary, treetops turning below.

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

Ball Variometers, lncm 6595 Odell Place Suite C Boulder, CO 80301

(303) 530-4940

Ball Proudly Announces 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. ~ Fax: (303) 530-4836.

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

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

SPECIFICATIONS • Operation Altitude - 2,000 ft. to 27,000 ft. 609 Meters to 8225 Meters • Operation Temperature - 13 to 113 deg. Fahrenheit - 25 lo 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 7 • PARAGLIDING, THE MAGAZINE

UNDER THE RAINBOW (continued)

disappointed to find some way to hitch a ride back up. Terrible first flight today. Couldn't believe it can be dead calm on the ground and blowing so hard in the air. Landed in the swamp. The best and the worst of downsides to paragliding sometimes blend. Your landing gear, for instance, are your feet. Awake and practiced, you can step out of the sky on a rock 2 feet square, then reach for the risers and guide your wing gently to ground. Misjudge badly, though, or land downwind, you can hit very hard. Do this without good boots or good luck, and you'll be one more paragliding l(}wer limb injury. When you know all this and decide to become a paraglider anyway, it's time to go looking for a wing of your own. There's a raft of then available, most of them European designs, from manufacturers as numerous as airplane companies were in the 1930's. Instead of Cessna and Stearman and Beech and Taylor and Kari-Keen, the manufacturers in this mirror-world of flight go by names like Ailes de K (El d'Ka, in Swiss), Apco, Comet, Firebird, Glidell, ITV, Nova, Pacific Airwave, Paraflite, Performance Design, Pro Design, Skywalk, UP, Wills. Behind the names wait a bewildering choice of paragliders, from first-flight trainers through standard Class Is to cutting-edge Class II and III competition/ experimental wings.

publish the magazine; they were the sport in the United States in its early years; they're still a strong guiding force. You can reach them at Above and Beyond, their school and paragliding fixed-base operation in South Jordan, Utah, 20 miles south of SLC. When you go for it, make sure your instructor can take you through the 30-some flights required for an APA or U.S. Hang Glider Association Class I rating. No certificate is required from the Federal Aviation Administration, and you can pioneer your own launch places without one, but the sport is serious about safety and you'll need the rating to fly from established sites or in competition. Wills Wing has the largest dealer and instructional network of any manufacturer. "We're all airplane pilots here," said Steve Pearson. "We love flying, any kind of flying, and hang gliding was our first love. But every year, we'd ask our European distributor, 'What's going on in paragliding?'" "At first he'd say, 'Well, they're making it to the bottom of the hill...' Then, 'Hey, they managed to soar this year.' A few years ago, he said, 'They're flying around now and they can ... sometimes they get above hang gliders!' Not long after that, we decided to get into paragliding." So are a few other people. Last winter, Mike Eberle mentioned he'd be flying on January 18 at Saddle Mountain, just for fun.

You'll spend about $3,000 for a new wing and harness; you can find them used at half the price. The difference is that wings deteriorate in ultraviolet--100 hours in the sunlight and it's time to send them back to the factory for a check of canopy and suspension lines. If frayed or broken, if any seam is loose, if the nylon is so porous that you can blow through it, the wing's in no condition for serious flying.

Frozen gray sky looked like fireworks, for all the wings in the air; the colors forced a crowd of passerby to turn off the road to watch.

Fred and Claudia Stockwell

Wait till summer.

PAGE 8 • PARAGLIDING, THE MAGAZINE

"You're talking ice, guy!" I told him, "you're talking snow!" "Yeah," he said. I went to Ellensburg out of kindness, so he wouldn't have to fly alone, and found that 29 other pilots had done the same thing.

Richard Bach is a longtime pilot, novelist and aviation writer. His books include Jonathan Livingston Seagull, Biplane, One, Stranger to the Ground, Nothing by Chance, A Gift of Wings, There's No Such Place as Far Away, Illusions, and The Bridge Across Forever. He is a commercial airplane and helicopter pilot with instrument, seaplane, glider and multiengine ratings. Over the years, he has flown some 125 different types of aircraft, from warbirds and classics to ultralights and aerobats. When not under the rainbow of his Wills Wing paraglider chasing rabbits, he regularly flies his P337 Cessna Skymaster.

Paragliding In America A Guide For The Traveling Pilot? •

WHere To Go?

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Who To Contact?

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Which Site To Fly?

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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?

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Will Transportation Be Provided?

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Do I Need A Permit?

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What Season Is Best?

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Is Insurance Required?

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Do I Need A 4-wheel Drive?

47 Sites In 12 States...

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Where Will I Camp Or Stay?

and growing. DEALER INQUIRIES WELCOME

Price $16.50. (Includes $1.50 for First Class Postage)

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-.SAN FRANCISCO ~Phone: 415 359-6800 0 Fax: 415 359-0553 488 Manor Plaza e Pacifica, California 94044 PAGE 9 • PARAGLIDING, THE MAGAZINE

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I June 26-July 12 here were 10 European countries competing in the second European Paragliding championship. Each country was allowed to enroll 4+2 pilots according to the new provision made by the FAI which intends to abolish the qualification tasks at this meet and at the World Championship also. All pilots were pre-selected by their country and were therefore able to participate in all of the tasks without the usual cut. There was some unnecessary fear concerning the political situation in what used to Yugoslavia, but that did not prevent Europe's best pilots from attending this years Championship meet. Slovenia, a newly formed country was also celebrating their first year of independence during the competition. The atmospheric conditions also played a decisive roll during the championship proceedings. The training task and the first official task were to be held on June 27 and 28, but were cancelled due to bad weather, but the next day a high pressure pocket allowed the execution of six tasks rich in technical content. Two elapsed time to goal tasks and four races. The tasks had remarkable distances of 63, 74 and 83.5 km; with the last bearing the taste of record possibility. PAGE 10 • PARAGLIDING, THE MAGAZINE

There were three different launch sites during the competition. To reach the take off point in Kriska Gora, the organizers had to transport all of the competitors and staff assistants in police force Augusta Bell helicopters, another feat which had the taste of a record. But lets get around to the competition. After the first task the best pilots of the moment had confirmed their places in the top ten spots. The score system and the remarkable tasks leave one with the premonition that it will be these pilots who will compete for the title as European champion. None of the near leaders are demoralized knowing that the slightest error by one of the top pilots would allow him to quickly advance in the ratings, but one also needs to bear in mind the tactical ability of the leaders. The Germans, Austrians, and Swiss all seem to be interpreting the conditions of the terrain without too much difficulty, keeping the local idol DOMEN SLANAPOOL HONEY, winner of the 1991 World Championship, under tight control. In the next five tasks the more determined leading pilots changed positions, Eder Armin won the first and second task of 63 and 74km. Ernst Strobl won the third at 83.5 km and also the fourth and sixth of 46.5 km in 1:45:22, with a

24 minute lead over Darnen Slana. After 6 completed tasks a greatly needed rest day is given. the score sheet shows Strobl and his UP Katana in the lead, the Slavanian "artist" pilot Darnen Slana in second and Urs Haari in third. The German, Barbara Lacrouts leads the ladies. After the rest day the weather conditions and the climate change, the cloudbase is low, and the take-offs are perpetually into the clouds. Two really bad days cause some people to think that Ernst Strobl probably did a raidance before going to bed the night of the rest day. The weather does not want to change, although the organizers try extremely hard to squeeze in one more task, all efforts are in vain. The final placings remain unchanged until the final scheduled day of the competition. Six valid tasks were flown, one more than the world championship finals. Organizers, pilots, and people put in charge by the FAI are all pleased, a great Championship! Let's listen to the opinions of some of the competitors. Q) Ernst Strobl, what is the secret to your flying canopy that is 38m2 with 35 kg of ballast. A) It's no secret that I fly a 38m 2 canopy with a 14.4m 2 wing span and with eight to ten kg of water as ballast. I feel that I'm a pilot who goes on instinct, certainly

Paragliding World Cup Championship 1st Place Ernst Strobel surrounded by Austrian and German team

Photos and Story by STUDIO MICHELE MORISETTI AND C.

!DING, THE

#~4~~

MAGAZINE

SLOVEN IA (contin ued)

determined but tactically quite careful while I fly. I prefer not to be in the first few places so that I can take off when I feel it's the right moment to do so, thus fighting for the first place. Q) Domen Siana, do you feel that flying in your homeland in places that you are familiar with was an advantage to you. A) Not to a great extent, pilots that participate in a European championship are at an extraordinary level and soon made up for the gap which separated us, many of them interpreted the conditions excellently and decided to take off at the correct time during the open window , it was often quite difficult. Q) Urs Haari, please give us your opinion of the championship, the weather conditions, flying areas like this and your present condition!

never emitted any stress on the competitors. I think that this competition was more difficult than the world championship. All of them are very competitive, the top raters have definitely improved. Local conditions were excellent, I had some problems crossing certain va lleys, my wing was too big for this competition, I didn't have enough weight or speed. My present condition is good, even though I had a lot of la te nigh ts. Q) Wolfgan g Gerteish, German team leader, Great results, three gold m edals: mens individuals, wom ens individu als and team? A) Yes great satisfaction, apart from th e outstanding individual pilots we've succeeded in creating a nice a tmosphere in our team, we work together for a team result always com paring our experiences. The bottom line is that we believe in team work.

A) An excellent championship, six great tasks, and a competition that was very well organized, which

FINAL STANDING Po. of 45 No. Name

Nat. Paraglider

Total

1 1 Strobl Erns!

D Up Ka1ana

5673 710 982 1000 1000 981 1000

2 30 Darnen Siana

SLO Racer 27

5625 963 972 938 958 991 803

3 25 Urs Haari

CH Nova

5504 981 935 899 941 963 785

4 6 Tors!en Hahne

D Edel Racer

5316 784 913 931 968 991 729

5 11 Eder Armin

A Edel Racer 26

5169 1000 1000 878 946 1000 345

6 26 Vonlanthen Erik

CH Nova

5144 966 954 848 697 1000 679

7 27 Kobler Michi

CH Swing Prisma 29

4866 972 911 939 250 991 803

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HANC CLIDINC --A

YAU

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A Challenger C25

4387 550 911 920 250 981 775

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10 21 Richard Carter

GB Up Katana

3998 80 838 883 520 963 714

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11 16 Ronny Helgesen

N Edel Racer

3911 951 355 873 250 972 51 0

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PAGE 13 • PARAGLIDING, THE MAGAZINE

you 1re a sport aviation enthusiast, you should join NM,

"the National Aero Club of the United States."

Jay Shuman

good way to increase the risk of line failure is to leave the lines of a glider exposed to the sun. The necessary time of exposure is remarkably short. It makes little difference if the lines are vertical, as in flight, or laying on the ground before or after a flight. The graph below tells the story. The study was based on six segments of line each exposed to the sun in both a horizontal and a partially shaded vertical position for each amount of line. The exposures were made between September and October of 1991 at latitude 18 N and at 500 feet above sea level. Exposure was from sunrise to sun set on consecutive non rain days.

The vertical, partially shaded lines had 14% less loss of strength than the horizontal lines. A control set of lines kept outside in complete shade but exposed to heat and air pollution showed a 6% loss of strength compared to the starting batch at the beginning of the expiriment. Close to 25% loss of strength occurrred in the first 100 hours of exposure. For many pilots 100 hours of glider exposure can occur in a couple of dozen flying days. Thanks are given to John Yates and Pro Design Distributors for supplying enough lines to give a good sample control in the experiment. · Jay Shuman is a class one pilot and a registered professional engineer in California. 6%, 395 hr

Control 10

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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 thousandsofother 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 $24 ( please enclose $39 for foreign mailing). Name Address City

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Bruce Goldsmith's rebuttal to John Bouchard's article Vol 3 No 1 Today I read John Bouchard's article in "Paragliding" magazine. I was astonished to read that the conclusions of this article are the exact opposite to my own experiences with reserve canopies and their use with paragliders, and I feel strongly that in the interest of safety it must be made clear that these conclusions are at best questionable. I have thrown a paraglider reserve twice myself over water, I have placed my barograph on three different pilots who used three different types of reserve and I have watched approximately thirty reserve deployments by various pilots so I feel that I am well qualified to express my opinion. Firstly let me tell you the results of my barograph tests (SEE THE CHART BELOW). I was quite surprised to find out that the pulled down apex canopy gave the slowest sink rate despite the fact that the canopy was only half the size (in weight and volume). Note that the loading was slightly less in the pulled open canopy, but even taking this into account the results are dramatically different to those in John Bouchard's article. All these tests were done with a collapsed main canopy. This brings me to the second point. After ACPUL had studied dozens of parachute deployments they came to the conclusion that it is better to completely collapse your paraglider once your reserve parachute has deployed. If not you risk the two canopies tying themselves in knots, which could be catastrophic. In my own reserve deployments I have always pulled PAGE 16 • PARAGLIDING, THE MAGAZINE

one line of my paraglider until I am holding part of the sail in my hand (preferably the tip). This results in the reserve stabilizing above you and the paraglider streaming from your hand.

figures for your canopy.

FOR TRICONIC/ TRADITIONAL l. More stable descent rate without penduluming. Also probably more safe if pilot does not collapse the paraglider.

ACPUL states as a result of their experiments that it can be dangerous to leave the paraglider flying particularly after deploying a pulled down apex reserve. This is totally contrary to John Bouchard's conclusions.

2. Good descent rate, yes but do not be fooled, just because a canopy is big it does not necessarily have a better sink rate. Again check the Guteseigel descent rate figures, because they are the most reliable.

There is quite an argument raging between the pulled down apex lobby and the triconic/traditional lobby. Both designs have advantages and disadvantages.

In conclusion let me say that you should always collapse your main canopy. Check that the official de-

I prefer the pulled down apex, but I am biased, John Bouchard clearly prefers the triconic, but then he is biased. Let the readers of "Paragliding" read the pro's and con's and make their own conclusions:

scent rate figures for your reserve (on its own) with your flying weight, it is less than 20 ft/ sec. there are many types of good reserves.

Bruce Goldsmith

FOR PULLED DOWN APEX

Bruce Goldsmith designs paragliders for Airwave Gliders, is in the British Hang Gliding and Paragliding Team and is a member of the British Paragliding Airworthiness panel. Airwave Gliders do not sell reserve parachutes in the USA although they do sell pulled apex chutes in Europe.

1. Lighter more convenient and easier to throw. 2. Much quicker opening time (most accidents happen close to the ground). 3. Good descent rate, but this depends on the design, best to check the official Guteseigel sink rate

CANOPY TYPE

SIZE FT/DIAM

APPROX CANOPY LBS

OPENING TIME SEC

TOTAL LOAD LBS

RATE RATE FPS

PULLED APEX

1.5

170

TRIONICAL

190

TRADITIONAL

200

r s We've been waiting for several months for someone to write your response. Your observations are entirely correct. The two issues you noted should be reexamined. 1) The size of the reserve is immaterial - the sink rate is what counts. Last October at Bishop airport we opened some reserves and ran with them near the hangars noting reserves with similar given sink rates produced sensibly different amounts of drag. this prompted the test drops in Florida. 2) The paraglider must be pulled in to prevent wild oscillations, entanglements etc. to make sure the pilot lands upright. After I had to throw mine at a contest in May, it was instantly obvious that the reinflating paraglider flopping around in the turbulent air was not about to work in harmony with the reserve to produce a soft landing. I landed with a good portion of the trailing edge in my arms. I'd also like to bring to your attention six points which I hope explain the basis for my seemingly outlandish conclusions on "fast" reserves: 1) Right now in the US the given sink rate on certain widely used reserves differs from what we measured as described in the article. the main point of the article was just that. As for flying the paraglider with the fast parachute - this was a coy suggestion to the surveyors of the fast reserves that perhaps they should go out and try their own products! And, believe it or not, one well known but unnamed American paraglider pilot/ dealer called to tell me that he has thrown his reserve while his paraglider was inflated and steered the paraglider around with the reserve trailing behind!

2) The secondary point concerned "downplaning." the excuse given for the seemingly fast reserve descents is that the reinflated paraglider is "downplaning", in other words accelerating the system to the earth. We introduced our model to simply show that downplaning doesn't make much sense. Attached is an example of this widely held US belief as described in the Aerolite reserve manual. 3) What is most unfortunate in the US paragliding scene is the disregard for the ACPUL/DHV programs. The entire point of these bodies is to give real data to pilots so that they don't have redo the testing for themselves. Unhappily we seem determined to reinvent the wheel and will not be satisfied until we have our own system in place. In the mean time it's survival of the fittest.

hill at a velocity which definitely exceeded the given sink rate. But happily for me, after I pulled in my paraglider, I landed on my feet relatively softly. 6) Mark Axen makes a deployment bag which speeds up the opening time on the big conicals. But, it is also quite clear that you have tested some PDA's which give more than satisfactory results - who wouldn't want a small, light, fast opening reserve with a 15 fps sink rate? If the PDA's you tested don't swing, there is no need for big heavy and expensive triconical canopies. Thanks for your careful response. John Bouchard

4) Our data in the article is correct probably to within 10%; the unnamed reserves tested were Wills Wings, lfigh Energy Sports, and Charly. the drops were also filmed so that the viewer can time the descents for himself. What is clear is that the PDA's in the test oscillated up to 25% off vertical and as a result of some of the drops, the dummies hit rather hard in spite of low overall sink rate. I had hoped that these results would be so startling that the average pilots would demand more serious testing on the reserves they were about to purchase. Evidently this has not been the case. 5) Nonetheless, at the Elsinore contest where I threw my reserve in May, there were two other deployments, both 20 gore PDA, 24 meters, sink rate 15.5 fps (?). Neither pilot walked away. I watched one of them slam face first into the PAGE 17 • PARAGLIDING, THE MAGAZINE

WING TIPS

by Ian Currer, U.K.

Reserve Parachutes

Most paraglider pilots are now sensibly following the trend in Gliding and Hang-gliding and flying with a reserve System. However it has become apparent that there are a few misconceptions and problems that a few pilots are coming across. 1. "I don't need one". If you are soaring with other people, thermalling, trying instability exercises or flying in mountainous terrain, you do need one. Of these four, soaring with others on ridges is arguably the most likely scenario for a mid-air collision and therefore the need for a reserve. 2. "I am not usually high enough for one to work anyway". I have seen two deployments and done one myself which resulted in the pilot being under the inflated canopy at less than 150ft below the point where it was thrown. In all three cases the canopy was flying OK or spinning when it was thrown, it is quite true that a damaged canopy is likely to be descending much faster than thisbut the reserve will also open more quickly at higher velocity. 3. "Once it is packed I can forget about it until it is needed". The parachute itself should only need packing once or twice a year, but it is VITAL that your pre-flight checks include checking the pin(s) and or velcro that retain it in place. Two of the deployments mentioned above were accidental and due to inadequate pre-flight checks. You must also practice snatching the handle- if you cannot grasp it instinctively then it will cost you vital seconds when you need it. Much is often made of the merits of one system over another; but in practice it is the pilots familiarity that makes the most difference. (With some exceptions). 4. The exceptions! A. Pins. If your reserve only has a PAGE 18 • PARAGLIDING, THE MAGAZINE

single pin you need to take great care that it is properly seated before each flight. To ignore it is to risk serious injury. I have also come across a single straight pin put in the wrong way around when a "right handed" reserve handle was switched to a left handed by moving the handle to the other side. The pin was then in a position where the harder the handle was pulled the tighter it would become. In any case ANY pin retaining a reserve should be curved. A curved pin is virtually impossible to jam as it will pivot to follow the direction of pull. Loose pins: If your retaining pins are easy to slide in and out then you are risking accidental deployment. they should need a firm pull to deploy the reserve. B. Velcro boxes. If your system relies on velcro alone to hold the reserve in, then it is inadequate. This has been clearly shown in hanggliding harnesses where this was once normal, but is now fortunately less common. To overcome this manufacturers use lots of velcro. You then have the opposite problem - the thing is very slow and needs excessive effort to use. C. Handle position. You should be able to see it. If you cannot, it is inadequate.

D. Mounting position. It does not matter in the least if the reserve is on your front, back, or side as long as you can see and grasp the handle easily. A word of warning here though, if you put the reserve on your front or side, you may have to use a long bridle to attach it to you shoulders and the longer bridle may allow the reserve to deploy high enough to foul your main canopy when it opens. E. Connection point. You must always connect a reserve to both shoulders so that you descend vertically and land feet first. Any other position (connecting to one

side or both hang-points for example) is far more likely to result in an injury should you come down under it. F. Choosing a reserve. Firstly bearing in mind all the points above make sure that the whole system including the harness is suitable. Make sure you choose the right size. The 16 line (24 sq. meter) pulled apex canopies commonly available are likely to let you down at a very fast rate if you weigh 85 kg or more flying weight. The Guteseigel test specifies 106kg max load but that is a strength test and the max allowed descent rate of 6 meters per second is well over 1,000 ft. per minute- if you actually hit the ground at that rate, you are quite likely to sustain an injury. There is a growing trend in countries where pilots have had plenty of opportunity to test their reserves to use somewhat larger models. G. Repacking it. Many clubs run repack nights and several commercial concerns will repack your reserve for you. However you do it , make sure that for the first couple of times at least you have an experienced eye checking your handiwork. A wrongly repacked reserve is not much use.

I make no apologies for repeating myself here. PREFLIGHT CHECK YOUR RESERVE & PRACTICE USING IT. -If you can get onto an over water instability course and do a live deployment- so much the better. If your reserve comes without a twin shoulder attachment, or with a straight pin, or the handle is hidden behind you, or some other problem then hassle the manufacturer, there is nothing like customer feedback to improve the quality of the products we use!

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PAGE 19 • PARAGLIDING, THE MAGAZINE

When to Throw? You Have To Know! By Mike Reeder

hree of us are at the "Lookout" south launch, facing east over Denver. We're ready to go, thermals are coming directly up launch with good consistency and strength and being pushed by light southeast winds. What concerns us however, is that winds aloft at 9000 MSL are out of the southwest at 26 knots directly over the back, and with our launch at 7000 MSL, we know the potential for a rotor condition exists. Ninety percent of the time we fly "Lookout," winds aloft are some component west, but not usually this strong. We always joke about, the rotor, and say "that all we ever fly, is a G.D. rotor." As long as the convection is strong enough, the westerlies are lifted, and we usually have light east winds. Many times we are able to climb up to and punch into the westerly flow as long as the thermals are strong enough, and the winds are light enough. Paul Ferguson of Ball Variometer leaves launch first, flies straight to a known thermal generator, finds one and begins to climb. At this point I turn my back and prepare to do a reserve launch. Had I been watching I would have noted that Paul climbs about 300 feet then gets trashed in some extreme turbulence, gets away, and heads for the LZ. Some cumulus have PAGE 20 • PARAGLIDING, THE MAGAZINE

covered the sun now and the thermals get light and short. Todd Bibler and I discuss the potential, and decide that the clouds are going to be around for along time and that we might as well launch fly down and go back to work. I launch first, fly out in a light thermal and gain about 100 ft. the air feels real weird, sort of lumpy, and turbulent. I call Paul on the radio and ask for wind direction at the LZ, he says its due south almost southwest, and because of that he failed to make he primary LZ. I immediately realized what is happening, and its not good. Since the clouds came over, the lift has weakened significantly, and the westerlies are dropping and beginning to spill over the back. I immediately head toward the LZ but before I travel even half way, I feel a forward and downward push against my canopy, the leading edge rolls under, and I hit the brakes to recover. As I re-inflate the wing I tell Paul on the radio I just had a leading edge tuck. I'm instantly hit again, then again and the canopy goes into "parachutage." I shout on the radio twice "I'm in the rotor," I'm in the rotor." I want Paul to watch the whole event, so he can learn what being rotored is all about, and so we can compare notes later. Since I'm probably only 150 ft AGL, I only have a couple of seconds to attempt to get the wing flying before I impact! I'm way to low for the sure fire cure which is a full

stall and re-inflation, so I pound the brakes and leap forward in the speed seat. All I get for my effort is a slow spin to the left back into the hill. Suddenly, my right hand leaves the controls. I marvel at this, I hadn't told it to move but it does anyway, like it has a brain of its own. Not only a brain but eyes, because it sees where it is going. The pilot brain is still looking at the glider and trying to make it fly. But the hand knows, sees, and moves. Quickly as a rattlesnake strike, it grabs the reserve handle on my reserve, built into my harness, and the reserve is gone. Later Paul would tell me that I was so close to a very nasty rock out cropping on the side of "Lookout," that the reserve actually bounced off and into the air. Now the glider, as gliders always seem to do when they near the ground in these circumstances, suddenly re-inflates and instantly dives toward the ground. Again Paul would tell me that at the moment, I shouted the ever popular Oh s~ on the radio, but I don't remember that. My attention is suddenly riveted, to the spot where I will impact. My 180 lbs of bone and tissue, is about to become a poor substitute for a wrecking ball. Just as I accelerate downward, I hear a loud pop, the reserve has opened, and instead of acceleration, I'm greeted with wonderful deceleration. I could probably make a stand up landing, but I'm already prepared for a hard, probably injuring PLF, so I hit roll to my right and jump to my

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

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WHEN TO THROW? (continued)

feet, so that anyone watching will know I'm okay. I'm down and safe and the reserve worked. People have asked when and how I did decide to throw the reserve. The decision certainly wasn't result of some great midair intellectual discourse. I made the decision months ago after watching, four other pilots in similar circumstances, continue to fly the canopy, all the way into the ground with the score ground 4 pilots 0. Only one of the four was able to walk away, and even required assistance. By observing and experiencing I have learned some basic lessons. First, when you are in a big down air, whether it is a rotor, the back or sink side of a thermal or just a microburst of down air, and the glider collapses or parachitage's it is extremely difficult to get the canopy flying forward again. If you are high enough at least 500

DR. RICO's

AGL you have a descent chance. Lower than this and you usually ago all the way to the ground. In all cases I watched, and in my own case, when you near the ground probably around 30-40 feet, the down air sort of splashes against the ground and back up, and the canopy will re-inflate, dive, and the pilot will surge, becoming that very poor substitute for a wrecking ball. Surge and pendulum is no problem when you're hundreds or thousands of feet up. We do it all the time. But when you're close to the ground it is extremely dangerous. Second lesson, you're never too low to at least attempt to throw the reserve. I probably didn't start my throw until I was well below 100 ft., I with I had started sooner, but it still worked and stopped my blast into the ground. Thirdly, reserves do work! In last years statistics, 7 of 11 pilots who deployed where not injured. Much better odds than the 4 out of 4 I

witnessed who didn't throw. However, the bottom line of when to throw, is you have to know.

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Flights in Owens Valley by Ted Boyse I'd spent many hours thinking about trying to set a distance records flying a paraglider. I thought It could be done at the right site (the Owens Valley), on the right day, with an experienced pilot, on the right glider (Wills Wing 224) but I had never flown a paraglider in the Owens before. Though I have been flying hang gliders there since 1987. I know the Owens can be a great place to fly cross country, but you need to have a tremendous amount of respect and caution with regard to the weather conditions. On the wrong day the Owens can be an extremely turbulent and dangerous place. Checking the weather forecast was going to be very important! I only had one or two days a week to try for a distance record. We would leave Los Angeles late sunday night and arrive the night before, flying monday and tuesday if the weather was good. First Record Attempt • Monday • June 22nd When I woke-up in the morning I started having my doubts, the wind was blowing north west. It did'nt look like the conditions would be good for flying cross country today. We had breakfast, checked the weather, the forecast looked good. We headed up to launch at 7:30. Talking to the hang glider pilots at launch, we found out that the conditions the day before were very windy and turbulent (not good for paragliding). The wind at launch was light from the south and there were some high clouds moving into the valley. Decided to launch as early as possible, I was the first to launch at 10:00am. I headed for the saddle to PAGE 24 • PARAGLIDING, THE MAGAZINE

the right of launch and started to climb then sink, the thermal was small and weak (maybe I launched to early?). Leaving the saddle I headed down the road towards the valley half way out I started to climb first 200 fpm then 400, 500 and then 600fpm to 12,000 ft. Heading north in smooth buoyant air I flew in front of the larger mountains trying to avoid some of the stronger more turbulent thermals. Jumping from spine to spine, I was staying between 9,000 and 12,000 ft. most of the time, with thermal strengths around 1,000 fpm with some as strong as 1,500 fpm. As I approached the town of Independence at 12,000ft. (20 miles north) I checked my watch it was only 11:15. Maybe today was the day. Trying to stay in front of the high clouds I started heading across Onion Valley, sinking fast, half way across I was down to 9,000ft. The high clouds slowly caught up to me, I decided to head out away from the mountains towards a small hill with a little sun shining on it. As I approached the small hill I found nothing, then just downwind of the hill my vario started beeping I quickly climbed to 12,600ft. and I headed north again. The air was smooth and buoyant but the high clouds were getting thicker. I glided a long way slowly losing altitude. With lots of high clouds and no sun I started getting low behind Crater Mtn. things were not looking so good

anymore. Down to 9000ft. then, 7000, then 5700 and wham 1000 fpm lift back to 12,500. It was 12:30 and I was approaching the town of Bishop (60 miles north of launch) the wind was 10-15 out of the southeast so I chose to stay on the Sierra's and head toward Crowley Lake. The high clouds now completely shading the valley and mountains. Gliding down Hwy 395 getting lower and lower, at 5300ft (300ft. AGL) as I turned into the wind to land my right wingtip quickly collapsed and reopened and I started to climb in a strong small thermal. Cranking and banking as I quickly drifted downwind climbing slowly back up to 7,500ft. before I lost it. I glided to the base of the Wheeler Crest and landed 5 miles short of Crowley Lake at 1:38pm for a total distance of 77 miles. Second Record Attempt Tuesday • July 7th ( New U.S. Distance Record) Arriving to launch at 8:30 the wind was blowing down at about 5-10 mph. I started to get my gear ready for what I hoped would be a decent day. By 9:00am there were small cumulus clouds starting to form over the Sierra's, and the wind started blowing up at launch. Barograph sealed, radio, camera, instruments (thanks George), gloves, flight suite, I was ready. Launching first at 9:50 I climbed to

PARAGLIDING,

THE

MAGAZINE

OWENS VALLEY (continued)

12,000ft, but I was drifting out into the valley. Heading north I quickly lost altitude, just past Mt.Whitney I was down to 6,200ft. Heading out for a landing area near the road, at 500ft AGL I found a small w eak thermal and slowly climbed to 9,500ft. The next 20 or 30 miles I struggled, getting low time after time. Approaching the town of Big Pine I knew that now was the time to get high. I slowly climbed to 11,500ft just west of Crater Mtn. A cloudstreet was starting to develop from Crowley Lake to Benton. I desided to take the same flight path I did on the 77 mile flight on June 22nd. At 1:00pm I was at 10,500ft and passing the town of Bishop.

100 miles from Horseshoe Launch Mona Lake

Lee Vinin g

6797Jt - - .

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Boundry Peak

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14, 246 tt.•

Lake

, June 22nd 77 mi.

1 1 X I\

Chalfant

4000 tt.

'\ ' I

Gunther Launch

•

Mt.Tom e

13, 652ft.

The day looked like it was improving, dust <levels in the distance snaking up to 2,000 or 3,000 ft above the ground. Just past Crowley Lake at 2:30 pm, and at the beggining of the cloud street I quickly climbed to my highest altitude 12,600 ft. Heading towards the town of Benton under the cloudstreet I started sinking 1,000 fpm, where theres sink there must be lift, not this time 2,000 fpm sink as I quickly sank down to 7,000ft and landed just northwest of White Mountain Ranch at 3:00 pm for a total distance of 88.13 miles (A new U.S. distance record) .

........ ' \

Black Mountain

4000ft.

~'>l

Maourka Launch

•

Split Mountain

14, 058 tt.

tC.

%, Mt. Whitney 14,493 tt. o

p _,

Horses hoe Meadows / Launch

9, 200ft.

Date: July 7th Site:' Owens Valley Launch: Horseshoe Medows . Pilot: Ted Boyse Paraglider: Wills Wing 224 Flight Duration: 5hrs 1Omin . Distance: 88.13 miles Average Speed: 17 mph Maximum Altitude: 12,600 ft. Maximum Climb Rate: 1300 fpm

PAGE 28 • PARAGLI DI NG , THE MAGAZINE

9, 083ft.

Big Pine

Ted Boyse Heading for a record

• / Owens Ory Lake

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

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

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

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

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

?'~:;LCUSCO 92

::c::~':i. .

David Jankowki winner of the "Grand Prix Sisel de !'Adventure" has crossed the USA from East to West. He covered 7000 kilometers starting in New York and finishing in Los Angeles. The trip took less than five weeks. More details to come on this unusual accomplishment. His team was followed by another team undertaking the same journey in a different but nevertheless surprising manner: Alain Boor was riding a motorcycle backwards! ...

IN INDIA STRAGIC! French pilot Jacques Richard took his last flight May third, in (Billing, India). After arrival in this new environment, quite a few of the pilots from many countries were not feeling their best because of food and altitude related problems. Jacques was flying toward his target above a plateau in calm conditions when he suddenly veered in the direction of the landing area, tips folded big ears style and from that point on, it seems that his system just shut off. He was unable to react and did not do a thing when his paraglider began to spiral more and more rapidly to the point of impact at full speed. He was taken by helicopter to the hospital in Chandigarth where he was pronounced dead. He was a good pilot who had been flying since 1987 and his family and friends will miss him. We will never know what happened.

EWDEVICE , ITZERLAND! Jean-Daniel Carrard has developed a device called the "Porosimeter" that allows one to measure the porosity of a paragliders by calculating the speed of a given amount of air passing through the material.

PAGE 30 • PARAGLIDING, THE MAGAZINE

The second annual International Championship, "Alcusco 92", The Flight of the Condor, in Cusco City Peru has been postponed from Sept. 24 thru Oct. 4 until Oct. 4 thru Oct. 14. The entry fee is $720 (U.S. dollars) for an eight person team and $100 for an individual, this includes transportation from hotel to launch, drivers for XC flights, emergency medical assistance, an event t-shirt, closing ceremonies dinner and all competition fees. During last years competition several records were broken by both hang gliders and paragliders and we expect to see several more broken this year. The title's pilots will be competing for include: South American altitude record (set last year at 6250m a.s.l.), Peruvian open distance record, Mens International Champion, Women's International Champion and to the first place team the "Trophy Flight of the Condor". A tourist package has also been organized, which includes airfare, hotels, airport transfers, tours of several ancient ruins with the possibility of flying over Machu Piccu and cover charge for several different night clubs. This entire package is only $550 (U.S. dollars). For more information contact Josue Rodriguez at Av. Santa Maria No 160 Urb. Aurora - ATE LIMA 3 Peru, Fax (0051-14) 741470.

UAL FLYING The cost of supplementary insurance for dual flying in France is likely to go up in the future. However, this is not because the actual risk or chance of accidents has increased. The underwriters have decided that the premiums must increase to reflect the very large claims that are being made by injured passengers and their families against the pilots and the FFVL US insurers beware of this one.

On May 12, 1992, SHV Certification was issued for the Wills Wing AT 123 model paraglider. This canopy design had been previously certified under its European designation of AGT 121 XL). The Wills Wing AT 123 canopy was submitted to the SHV for complete re-testing, and both the full range of flight tests and structural tests were performed. The canopy passed all structural tests, and received a grade of A on all flight maneuvers except asymmetric collapse, on which it received a grade B. During the testing, at Wills Wing's request, the SHV attempted to produce a failure of the canopy in the static load structural test. The attempt was not successful at producing any failure of the canopy or lines. A peak load of 3140 lbs. was measured, and a load in excess of 2690 lbs. was achieved for a cumulative duration of more than five seconds. The Wills Wing AT 121 (AGT 121M) and Wills Wing AT 125 (AGT 121 XL) are being submitted to the SHV for examination. The SHV has indicated that these Wills Wing models will receive certification following inspection to confirm their conformity to the respective ACT models. The Wills Wing AT 123 canopy submitted for re-testing was in the original production configuration which was released by Wills Wing at the end of 1990. Both AGT and Wills Wing have since upgraded in strength a number of lines on all three sizes of the One Series canopies. AGT has received official extension of the certification for these line upgrades, and Wills Wing is applying for and anticipates receipt of the same certification extension. Canopies returned to Wills Wing for their periodic 50 hour I annual airworthiness inspection and service are being refitted with the upgraded lines and certification placard.

THE RIVER Date of Accident: July 13, 1992 location: Daly City California Time: 3:05pm Rating2: Student As many of you have heard, on July 13 we lost a fellow pilot due to a tragic accident. Andrew Norman was electrocuted after flying into high tension wires at approximately 3:05pm. Andrew and his brother-in-law launched off the lower cliffs south of Fort Funston and flew south to the higher cliffs at Westlake. The Westlake Cliffs range between 450-700 feet above the coast. The wind was west at approx. 14 mph. The two pilots proceeded south to the southern most portion of Westlake which placed them above the Daly City Dumps. Andrew, who was flying lower but still above the cliffs flew in closer to the cliffs for stronger lift. When Andrew flew back over the top of the cliff he got into the laminar air flow. At this point Andrew could not penetrate forward and was being blown back slowly. Mark was within talking distance and told Andrew to release his trim tabs for maximum speed. Andrew did so, but this did not increase forward penetration. Now back over the power lines Andrew started to sink. Mark then told Andrew to lean on his front risers, but Andrew seemed to be in shock and froze. Mark seeing that Andrew was dropping towards the wires, turned down wind and flew at Andrew hoping to knock Andrew and himself clear of the wires. Mark Hovered over Andrew for a moment and realized he was in the same situation now and turned back towards the houses. Mark hit the edge of the third roof and dropped to the driveway. Mark sustained some bad bruises from this crash but was otherwise unharmed. Andrew left behind a wife Micky, and a son Tevan (1 yr old), and a second child on the way. The club has started a fund for Andrew's family. If you would like to contribute, please send a check to: BAPA, 373 Northgate Ave. Caly City, CA 94015 David Sondergeld (Pres. BAPA)

by Mike Reeder

On Sunday July 12, 1992 Alan Bradley of Boulder and I were flying "Lookout" near Golden Colorado. Mid afternoon cycles were alternating from the southeast to the northeast. This is not an uncommon condition this time of the year at "Lookout." However, one may launch in a southeast cycle then have the wind switch to the northeast. This makes for some extremely interesting technical flying. At Lookout it is standard practice to take a thermal over the back and into Clear Creek Canyon, if our climb rate is considerably higher than our horizontal drift. Alan had launched into a southeast cycle, got low, but made a good save and climbed back over launch, he was circling and drifting back into the canyon. At this point, the wind switched to northeast and I caught a cycle coming that way. As I drifted and climbed over the back, I noticed Alan had lost his cycle and was dangerously low in the canyon. He was at least a half mile back with no hope of making it out. As I made 360's, I watched what he would do. He first tried a side hill landing, but as he neared the ground he entered a terrible rotor, and was nearly slammed into the ground. He then flew

directly out over the bottom of the canyon, where only the highway and Clear Creek are located. I thought good, he is going to land on the shoulder of the road. the canyon is so narrow and steep sided that his only option would be the road or the river. As I watched he crossed the highway and was then over the river. He would later say that he saw a small clearing along the creek bank and was headed for that. At any rate, as he neared the creek he again met up with a fierce rotor, and was thrashed about, collapsed, and spun into the river. From my altitude I could only see the canopy hit the water and begin to charge down stream pulling Alan with it. I heard screams of "help me, help me" on the radio but from 3000 AGL I was totally unable to provide any assistance and l knew time was of the essence. Clear Creek is fast and turbulent in this area and claims one or two kayakers a year. As it turned out, luckily three hikers were right near the creek and heard Alan's cry for help, rushed to the water, grabbed both Alan and his canopy and dragged them both ashore. Alan stated later, that if there had not been any help nearby he would have drowned. Bottom line; land anywhere but in the water, unless you are prepared for a water landing.

P.O. Box 8300, Colorado Springs, Colorado 80933 (719) 632-8300 (719) 532-641'1' FAX

PARAGLIDING RATINGS GIVEN IN JULY (Name: City, State; Instructor name)

Class I

Class II

Gore, Andrew: Pacifica, CA; N. Saunders Warren, Matthew: Westlake Village, CA; T. Boyse Murphy, Hugh: SLO, CA; J. Gluzinski Anderson, J. Chris: Burlingame, CA; C. Bolling Skeie, Richard: W. Des Moines, IA; N. Saunders

Norell, Todd: Anaheim Hills, CA; C. Mendes

Class m Stein, Ed: San Mateo, CA; G. Smith

PARAGLIDING RATINGS GIVEN IN JUNE (Name: City, State; Instructor name)

Class I

Class II

Amy, Steve: Palm Desert, Ca; S. Grey Bower,Richard: Pleasant Hill, CA; J. Greenbaum Greenway, Harold: Bonita, CA; L. Love Sikkens,Bart: Amsteveen, Holland; A. Whitehill Wynter, Scott: Pleasant Hill, CA; J. Greenbaum Harman.Alex: Los Angeles.CA; T. Boyse Kowalski, Brian: Fontana, CA; R. McKenzie Frediani, David: Burbank, Ca; T. Boyse Meier, Linda: Santa Ana, CA; M. Meier

Saint Onge, Paul: Grosse Pt. Wds, Ml; M. Chirico Prassinos, Andre: Santa Monica, CA; R. England Fiebig, Klaus: San Francisco, CA; J. Greenbaum Stiver, Shawn: Novato, CA; N. Saunders Greenway, Jody: Bonita, CA; L. Love

PAGE 31 • PARAGLIDING, THE MAGAZINE

Dear Editor, I am writing to inform you that there will be a Paragliding Flatlands Competition from 13 to 21 February 1993. It must be emphasized that this competition will be run separately from the Hang Gliding Forbes Flatlands competition being conducted from 20 to 29 January 1993, although we will use the same format and venue. All pilots intending to compete must possess a low endorsement and in addition all overseas pilots will be required to take out short term membership of the H.G.F.A. ($45Aust). The entry fee of $120Aust may be sent to the above address. A minimum of four pilots per team will be required to allocate a tow strip. Yours sincerely, Geoff Robertson.

CLINICS Advanced Maneuvers Clinics sometimes called Safety Clinics have been keeping Greg Smith busy this summer. Greg is one of 5 US administrators for these clinics. So far he has worked with Granger Banks at Lake McConaughy in Nebraska where the pilots were towed off the beach. Greg and Christoph Kirsh worked with the Pro Design Team in Shasta, where pilots completed all the maneuvers, including a reserve deployment. We have received several letters from pleased participants, who feel they learned a lot. One report noted that on the Nebraska clinic there were a few problems with the tow system. The line went in the water, causing problems with the rewind. A pilot who landed in the water had to wait 20 mins. for retrieval. An emergency retrieval boat separate from the tow boat should be mandatory equipment on these clinics. At least the pilots who have attended these clinics can now claim

PAGE 32 • PARAGLIDING, THE MAGAZINE

to be pioneers. As no other country requires maneuvers to be done for any rating. Maneuvers required to pass the clinic are 1. Small asymmetrical tip fold 25% or less 2. Big ears 3. Minor A riser wing fold of less than 40% 4. Front horseshoe stall 5. Major A riser wind gold of more than 40% 6. Front collapse 7. B-line stall Optional Maneuvers 1. Full stall 2. Spin 3 Rear riser constant stall 4. Constant stall with brakes 5. Steep spiral

B'UWRECORD On Monday, July 27th, Kari Castle set a new women's world record flying a Wills Wing 123. Distance: 60 miles. She launched off Horseshoe at 10:30 a.m. and landed around 3:00 p.m. near Bishop, CA in the Owens Valley. The record is still unofficial. We're waiting for the F.A.I. approval. The world record attempt was documented by a Bra uniger LCD VII barograph. According to Kari, a 100 mile plus flight is possible. Congratulations Kari.

FLY IN

ELEASE

Pneumatic Addict 3rd Annual Halloween and Jackpot ($) Paragliding Fun Fly In Date: Oct. 31st & Nov. 1st Tasks: Poker ($) Fly-in and costume contest

Edel USA announces the introduction of the Space, a new generation paraglider which offers uncompromised security while still delivering superior performance. The Space was designed and airflow tested in Edel's new airflow simulator, an elite computer program utilized by major car manufacturers. The Space is available in three sizes and is a completely scaled paraglider - all sizes are identical in aspect ratio.

To win the jackpot ($): earn poker cards for certain flying tasks such as launches, time aloft, spot landings. The one who draws the best hand wins the jackpot ($)! fly in a costume and earn a wild card! Pilots of any skill level invited to play. Other awards included. Entry Fee: $7.00 towards jackpot($) $45.00 in advance or $55.00 day of event Includes: -T-Shirts - A wards Group Photo - Happy Hour P.A. Directory Sites considered: 1) Soboba (Riverside) 2) Marshall (San Bernadina) 3) Horse Canyon (San Diego) 4) Elsinore or other So. Cal. sites -Rides to launch available -Volunteers & drivers/vehicles gladly welcomed (& will be compensated!) For more information call Debbie/Fred (619) 481-7400 or write: Pneumatic Addict/Debbie Olea 7420 Clrmnt. Ms. Bl. #103-119 San Diego, CA 92111

Greg Smith piloted the new Space on July 28th 82 miles/6.5 hours in the Owens Valley, CA on a point to goal task, falling only 3 miles short of a new world record. Christoph Kirsch, German, also piloted an 88.5 mile/7 hour flight on the Space on the same day at the Owens, setting a new US distance record. Both pilots experienced lift of up to 2,200 fpm. (An interesting note is that a hang glider tumbled shortly after their departure from Horseshoe Meadows, while Greg and Christoph experienced only one collapse during their flights.) Greg is quoted as saying "It's just such a pleasure to fly this type of glider in strong thermal conditions. You just pull it over your head, fly, and forget that it's even there." Currently, the middle size Space (24) is DHV certified Class II with speed system, and the smaller space (22) and larger Space (27) are expected DHV I ACPUL completion at the time of this publication.

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Kari Kastle after setting women's world record.

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5311 Western Ave. , #D • Boulde/ Coi~-r~do.80301tel 303 440-0803 • fax. 303 440-0823 PAG E 33 • PARAGLIDING, THE MAGAZINE

IAN RECORD Finally a windstill day. The previous three had tested my nerves with strong north winds resulting in shredded thermals, rotor scares and time spent hitchhiking from well down range. The task for June 25th would be different with a 100 km speed out and return. It had been cycling up for the past half hour on the Mt. 7 launch in Golden B.C. but I was still completing documentation. Once launched it took only minutes to go from 1800 m to 3500 m and soon there after the first valley crossing was complete. Down range a large cloud was blocking out my future thermal points. I pushed through this shady area finally receiving some lift from a sunny forested patch on the valley floor.

Arriving at my intended turnpoint of Mt. Spillimacheen (50 km) I noticed that in fact a north drift was prevalent. I chose to abort my task and go for open distance. The flying wasn't difficult up until Mt. Swansea (105 km) where I dropped below 2000 m. I decided to head out in the valley as the mountains were some distance from the road. I managed to gain 500 m in very light lift in the valley but that was it. 1 followed the highway looking for landing fields knowing that I also needed a landing witness. Nobody around except for vehicles on the highway so that was my best bet. 1 waited for a clear stretch and put it down on the shoulder. I flagged the next motor home which thankfully stopped. The occupants agreed to be my landing witness and took pictures of my Edel Racer on the side of the highway. The flight took 4 hrs 20 min and covered a distance of 120 km. It also took me another 3 hours to hitchhike back to Golden (I hope we get some out and return type weather soon!) Peter Maclaren

record of 47 miles. Bob said he launched just after 1:00 and took hist first thermal to 13500 when he decided to head for the Monument Highway. I was at 12000 MSL at 16 Monument junction. I flew out to Hwy 40 and was down to 7000 MSL at the Blue Mountain turnoff, and thought that I was going down. Then I hit the best thermal of the flight, it started slow, but got stronger as I worked my way up to the top at 14800. As I crossed over the Desperado Mine at cloud base I had both brakes in one hand, trying to shield my face from the hail

with the other, and still going up. As I cleared the edge of the cloud I could see Rio Blanco Lake and figured I could make the glide. I landed a few miles shy in a mosquito infested field. Margo was there to pick me up, and we headed to Mike's to pin the official Dinosaur map. The flight worked out to 46.9 miles, I'll call it 47. Thanks to my great wife and driver Margo for being with me all the way.

AMERICAN PARAGLIDING ASSOCIATION, INC. 25 Goller Place, Staten Island NY 10314, Phone/Fax (718) 698-5738 Office Hours: TUE & FRI 12:30 PM-2:30 PM, WED 9:00 AM-3:00 PM Weekday Evenings 8:00 PM-9:00 PM ET MEMBERSHIP APPLICATION Application Type (Check One) . _New _Renewal _Expired _Commercial (Please mail application form) Membership Type & Dues Individual. Annual dues include subscription to "Paragliding, The Magazine", liability insurance, ratings, and other available benefits, services, and programs. USA $49.00 Canada & Mexico $55.00 International $60.00 Family Membership (Must reside with Full M-;;-mber). Annual dues include liability insurance, ratings, and other available benefits, services, and programs. (no subscription to the magazine) _per additional Family member $34.00 Trial Membership (USA only). Dues include subscription to "Paragliding, The Magazine", liability insurance, ratings, and other available benefits, services, and programs during the period of membership. 3 months $15.00 Air Mail Subscription to Magazine. For Airmail shipping please add the following amount to the dues: _ Canada & Mexico $7.00 _Europe $12.00 _All other countries $20.00 Make check or money order payable to American Paragliding Association. Payments from outside the USA only by international Money Order (Foreign bank checks with US bank name AND bank routing code printed on check or money order). Membership Information Sponsor's APA#: _ _ _ _ _ _ _ _ _ _ _ _ First and Middle Name:

Last Nan'Le: _ _ _ _ _ _ _ _ __

Mailing Address: _ _ _ _ _ _ _ _ _ _ _ _ _ __ City: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ State: _ _ _ _ _ _.Zip: _ _ __ Country (for foreign membership only) _ _ _ _ __ Home Phone: _ _ _ _ _ _ _ _ _ Work Phone: _ _ _ _ _ _ _ _ Fax: Date of Birth· Sex: Flying lnformat~------Flying Since (Year): _ _ _ _ _Total flights to Date: ________Total Flight Hours to Date: _ _ _ __ Injuries related to Paragliding in the past 12 months: Current canopy flying (Model and Size): If flying with an emergency (backup) parachute, what model, type and size:

With which instruments do you fly?: Other Aviation Activities:

Well the word is out, Blue Mountain in Dinosaur National Monument is becoming one of the west's leading cross country sites. On June 28 1992 Bob Schick set a new Utah/ Colorado paragliding PAGE 34 • PARAGLIDING, THE MAGAZINE

Other Recreational Activities: _ _ _ __ I certify that all statements in this application are true and correct to the best of my knowledge. Applicant's Signature:___ Date: Insurance Information The cost of the insurance is included in the membership fee with the member as additional insured. APA provides a Combined Single Limited Bodily Injury and Property Damage Liability Master Policy in the amount of $1,000,000 per claim which covers all recreational flying. APA's insurance is only valid while flying in the U.S., U.S. Properties and CANA

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 m/s 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

We have good news and some bad news to report, we might as well start with the bad news. what appeared to start as a very good summer has degenerated into the worst summer in Wellington in 50 years and in some parts of the country it has been the worst in over 100 years. The continuous high winds and drought have been so bad that without any rain soon New Zealand will start to come to a grinding halt. We only have six weeks of hydro storage left in our dams. With 90% of our electricity coming from hydro generation things are very grim indeed. As a result TV stations now close at 11:00pm and possibly earlier in the near future, which will no doubt cause a baby boom in nine months time. The effect of all this is that our tandem joy ride operation, introduction courses and training have operated at minimum levels. Many hours have been spent with students and staff standing around waiting for the wind to drop just 5k or so, and it rarely did. People went away not getting a chance to fly, and sick of waiting for the wind to drop. We also faced difficulties and dangers trying to teach beginners in high winds. Consequently the planed development of the market in our area has been adversely effected, and in turn has hindered our product sales. We have advertised and direct marketed nation wide but with the bad weather ·across the country we have had minimal results. There is some good news though. We have done very well at the elections for executive/ management positions for the New Zealand Hang Gliding Paragliding Association. I am the secretary I treasure for the association which puts me at the hub of everything that goes on in New Zealand. Pip Visser is in charge of public relations, promotions and international competition funding and John Nelson is the executive for maintenance paragliding. We have moved into the NZ Hang Gliding and Paragliding PAGE 36 • PARAGLIDING, THE MAGAZINE

Association at a very exciting time. The NZ Air Transport Department has given us the opportunity to self govern our own sport with no interference from them, we only have to prove to them that we can set up the ground rules for safe and efficient running of the sport, and we are our own. This has involved a lot of work for all the new executives organizing and setting up a new safety manual for ADT. I have also been busy setting up a national data base and a nationwide flow of communication, so there is nothing that happens that I don't know about.

John is setting up a certificate of airworthiness and a maintenance program for paragliders. Every glider sold in New Zealand by the end of this year will have to be supplied with an operators manual which will include a description of how it performed in the twelve standard tests, plus a line rigging plan to check for line stretch. Every glider will have to be checked every 12 months and before any second hand sale. So although it's been a slow summer and it is now winter in New Zealand, we have set up a solid foundation for the sport of paragliding and Parasports and we are here for the long term.

WS FLASH Northern California 45 mile X-Country flight. Pilot: Josh Conn Date Saturday July 25 Launch: Whaleback Mt. located 15 miles north of Mt. Shasta, CA. Launch Altitude: 7500 Ft. Maximum Altitude during flight: 13,900 Ft. Maximum rate of climb: 1800 ft/min. Landing location: 2 miles south of Midland, Oregon. Total air time of flight: 3.5 hrs. Paraglider: Pro Design CHALLENGER C 23 Flight was verified by a local sailplane pilot who "Buzzed" a paraglider at 1300 ft. near the Oregon border. Length of flight: 45 miles, longest recorded flignt in Northern California and Oregon.

T REPORT The annual glider Demo Days at Ellenville, NY gave me the opportunity to try a Iew new toys. Sunday, April 25, began with a promise of little wind, little sun, and much rain, but a few enthusiastic types went up the mountain for sled rides. I was offered a Stellar 23 to try. This glider is normally too small for me, but after discussion I was convinced that it would be fine if I ran a little faster on takeoff. Several pilots flew first, then it was my turn. The launch slope at Ellenville that we used is a medium slope that flattens out a bit before it drops off steeply. The other gliders 1ifted off early and cleared the flatter part. On the smaller glider I became airborne further down the slore and couldn't clear the lip so took a few more running steps as I touched down. this action unloaded the glider and the right side collapsed. My momentum carried me over the lip until I was about ten feet up with a severe collapse that swung me to the right. I hit the ground flat and unfortunately landed on boulders about the size of an expensive television. My injuries were mainly bruises to my ego and less than expendable body. It could have been much worse. The lessons I learned are: Peer pressure and the desire for airtime (even if it was dead air sled rides) overcame my natural caution that normally would have prevented me from flying a new site on a new glider that was too small for me at fhat. The Stellar doesn't require as much brakes as my Meteor on takeoff, so that may have been part of the problem. Furthermore, we found out later that in such conditions, local pilots inflate before the slope so they are off the hill even sooner. Local wisdom could have helped in my case. The important thin& I learned is to constantly momtor my decisions to factor out the impulses that say "I can do this" due to my extensive exrerience in hang gliding. A lot o the judgement from the two forms of flying does not translate. Dennis Pagen

.., -

AILES DE K

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BRIZAIR - EVEREST

5.6

Glide Ralio V-Min-Max In km"1 Surface In m2 Aspect Ratio

al 2.6

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5.6 28 3.4

Easy, rugged , compact. First choice as a trainer , first

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GENAIR Glide Ratio V-Mln-Max in km"1 Surface In m2 Aspect Ratio

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PANTAIR Glide Ratio V-Mln-Max In km"1 Surface In m2 Aspect Ratio

FLYAIR Glide Ratio V-Mln-Max in km"1 Surface In m2 Aspect Ratio

6.5

6.6

20-47

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PASSAGAIR

6.7 17-46 24.6 3.6

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ILL BECOME EDIRECTOR President Malvern J. Gross today announced the appointment of William Ottley as full-time Executive Director of the National Aeronautic Association, effective December 1st. He currently serves as the chief executive officer of the United States Parachute Association, a position he has held since 1978. "We are fortunate that Bill Ottley is retiring from USPA in late October," said Gross. "He will bring to the NAA many years of experience dealing with air sports in both the United States and at the international level, as well as great success in managing USP A. "He has a rich and varied background in aviation and air sports. He is an instrument-rated commercial pilot with over 3,500 hours logged and owns his own Bonanza 33A. He is also a glider and commercial hot air balloon pilot;; but perhaps his most significant contribution to air sports has been his 32 years as an active skydiver." Ottley's connection with NAA stretches back continuously to 1967 when he was chosen to head the Washington office of the National Pilots Association, then NAA's general aviation arm. He served in that capacity for 11 years, before becoming USP A's Executive Director. While employed by USPA, Ottley has also served as a member of NAA's Air Sport Relations Committee, Finance Committee and most recently he has spoken for all air sports groups as a member of NAA's Executive Committee. Ottley has also served as a US Delegate and 1st Vice President of the International General Aviation Committee of the FAI since 1975. He has received the FAI's Paul Tissandier Diploma for his work as the executive Director of the National Pilots Association between 1967 and 1978 and holds two world records, one in skydiving and a second in power flying.

PAGE 38 • PARAGLIDING, THE MAGAZINE

The National Aeronautic Association, founded in 1905, is recognized by international treaty as the official "National Aero Club of the United States" and serves as the US national umbrella organization for all air sports (such as ballooning, soaring, acrobatics, skydiving, etc.). It's primary mission is the advancement of the art, sport and science of aviation and space flight by fostering opportunities to participate fully in aviation activities and by promoting public understanding of the importance of aviation and space flight to the United States.

more than an hour, with Peter Mac Laren just 45 seconds behind and newcomer Eric Oddy third. Overall standings: 1st: Chris Muller, Cochrane, Alberta, Apco Astra, 1200 points 2nd: Peter Mac Laren, Vancouver, BC, Edel Racer, 1129 points 3rd: Bill Gordon, Oregon, Nova Phantom, 1115 points 4th: Sean Daughterty, Calgary, Alberta, A pco Astra, 1091 points 5th: John Bouchard, E. Coast USA, ITV Alcor, 1036 points

MS FACED BY

SS FEDERATION

by Stewart Midwinter Possibly the best day of the year arrived on the first day of this contest, to the delight of the 34 competitors from across Canada, the USA, Britain, France and Switzerland. A planned short race was dropped to allow pilots to go for distance - and distance is what they got. At day's end, there were six pilots over 100 km, with Chris Muller leading the way at 119 km. Bill Gordon from Oregon was second with 108.5 km and Sean "In Search of Cold Beer" Daughterty was 3rd at 107 km. Several pilots were in the air over 6 hours, and John Bouchard appeared a little hypoxic after a stay at 14,000' ASL. More than half the field logged their longest, highest, farthest flights ever. Day two brought thunderstorms with it, so pilots rested and tried to recover their strength. Day three had a similar forecast but stayed sunny longer, so a 25 km race to Parson was called. Meet head Stewart Mid winter used a mass start, so most of the field was in the air at the same time, which added to the excitement for the competitors. With the aid of a north wind, Chris Muller smoked across the finish line after a little

Things are not running smoothly in the Swiss Federation (the equivalent to our APA). Although membership quadrupled from about 5000 in 1987 to 19000 in 1990, numbers since then have remained static. paragliders out number hang gliders by more than 2:1. Stagnant numbers have meant that competitions have not attracted the amount of sponsorship expected, even with the paragliding world championship taking place in Switzerland last year. The Federation ended last year with a deficit of about 400,000 dollars.

IONAL VIDEO FICAIRWAVE "INSTABILITY" nowmg ow to control a surging, spinning or diving canopy is essential to any pilot that is planning on thermalling, soaring, or doing extreme maneuvers. The British Paragliding Association (BAPC) in cooperation with Airwave have developed "Instability" an instructional video that goes thru the way of performing big ears and B-riser stalls and more importantly lays down three basic principles of how to deal with a collapsed canopy. Copies of this video will be distributed to all Pacific Airwave dealers. Additional copies can be ordered from the dealer or directly from Pacific Airwave.

To achieve the consistant quality we demand for all of our products, EDEL's engineers have invented manufacturing techniques, designed and built machinery, and created new concepts in quality control. EDEL offers alevel of service that is unparalled in the industry. Service means: ~ Glider and line repairs within 48 hours ~ Established U.S. and International dealer and service network ~ Technical advice from factory trained professionals For more information on EDEL products or for the EDEL dealer nearest you, please contact us.

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PATENT

IN ITALY

Recently, the elliptical planform patent was brought to the attention of US manufacturers and distributors. The patent is a US patent and applies only to paragliders sold in the US. Licenses for the design are being offered to the entire industry for $75 per glider. 10% of the total revenues from the patent will be used to set up a paragliding foundation whose first project will be the testing a reserve canopies to determine a minimum safety standard.

There are about 5000 pilots in Italy, roughly half hang and half para. They are members of about 170 different clubs. nearly 50 schools cater to beginers. There must be some avid readers in Italy since the Federation publication, Vol Libero, apparently has a print run of over 50000! Maybe the schools should prepare themselves for an influx.

This patent has excited controversy among the manufacturers and importers, who have organized as a group to investigate the patent. The main focus now is to find prior art. If prior art is found this will most likely reverse the patent decision. Prior art loosely defined would be if someone could find proof of an elliptical paraglider prior to John Bouchard' s date of invention 11/86. At this time Up International appears to be the 1st to challenge the patent The Feral E Series was first introcl uced in 1987 and claims to be the 1st the Elliptical paraglider. Patenting an innovative design is not unusual in '87 and '88 2 other U.S. paraglider manufacturers patented their designs. These were the Summett Majic Painteting dual centers of pressure 1987 and Performance Design with their internal crossbracing 1987. The patent office rejected John Bouchard's patent at first saying that elliptical planforms were known. John appealed reasoning that elliptical rigid wings were different and explaining why. This process took several years, until finally the patent examiner was convinced that the elliptical planforms for ram air canopies was an innovation. The patent was finally issued in September 1990. Greg Smith won the first North American Championship on an E-9 in July 1988 and an E-10 cam in fourth in 198

PAGE 40 ° PARAGLIDING, THE MAGAZINE

SANCTION A 50 Swiss Franc per pilot sanction fee will be charged on all Category I Competitions (World Meets) with 200SF per meet charged to Category II competitions. This results in a fee of around US$7,500 for the World Meet to be held in the Owns Valley. This fee was heavily protested since the sanction package had already been proposed and accepted with he budget set. The way this matter was handled was highly irregular and is sure to generate continued controversy.

The following paragliding world meets are announced: 1992 European Championships, Slovenia, Norway - 1993 World Meet, Verbier Switzerland - 1995 World Meet, Kyosho, Japan. A World Cup Series is being planned for this summer (the last meet is in the Owns Valley in September). There is some problem with these meets as they conflict with the European Championships. Hang Gliding: 1992 Women's PreWorld Nanyo City, Japan - 1993 Women's World Meet, N anyo City, Japan - 1993 Open World Meet, Bishop, CA - 1995 Open World Meet, Azur, Spain. Bids were also presented for two additional Women's World Meets: 1994 - Bishop, CA; 1996 - Australia.

New CIVL President: Per Cristian Daehlin (Norway) Vice Presidents: John Pendry (UK), Dennis Pagen (USA), Paul Mollison (AUS) Secretary: Noel Whittal (UK) NEXT MEETING March 19-21, 1993 in San Francisco, CA. ACTION ITEMS 1) The DHV standard for hang loop to basetubes is 1.2 meters. 2) The NAA must be contacted after the FAI meeting to determine what former Soviet Union countries are to be allowed in meets. 3) Manoeuvre requirements and glider structural information are being acquired for paragliding interests. 4) Monitor the ICAO (International Civil Aviation Organization) rewriting of international airspace rules through the NAA. The ICAO is currently working on rules for large aircraft and will eventually turn to sport aviation. This could adversely affect hang gliding if airspace is restricted. Already Austria has greatly restricted airspace access and this may spread throughout European community and spill over to North America. - Dennis Pagen in Hang Gliding.

iegel an L te ts

by Robbie Whittall

large proportion of my work is in the testing of paragliders: usually in preparation for the German Gutesiegel certification or the French/Swiss ACPUL certification. Having two standards in a supposedly unified Europe is illogical but we have to put up with it for the time being. In this article I hope to clear up some of the confusion about paraglider testing.

DHVGu The DHV (German Association) safety and strength test for paragliders is called the Gutesiegel. It is illegal to sell a paraglider in Germany which does not have the Gutesiegel! It consists of 2 strength tests (shock test and static load test) and a stringent flight test. Each glider is flown by two DHV test pilots and put through the following maneuvers: takeoff, landing, handling, straight flight, front stall, bstall, full stall, asymmetric full stall, asymmetric leading edge closure, negative turn (slow and fast), wingovers, spiral and search for deep stall.

The glider is then given a grade as follows: Grade 1: glider recovers from all situations quickly without pilot input and is considered very safe by the test pilots. Grade 2: glider recovers from most tests without pilot input. Even if it recovers from all tests without input, it can still be given a grade 2depending on recovery time. PAGE 42 • PARAGLIDING, THE MAGAZINE

Grade 3: glider is for experts only. Pilot input is needed to regain normal flight, but Grade 3 is not for anything that does not make 1 or 2. Gliders frequently fail the tests altogether. There are also grades 1 /2 and grade 2/3. However, the final grade given to a canopy is only as good as the "worst" grade in any tests was a 1 /2. It does not mean that the glider had grade 1 in some maneuvers and a 2 in others. A video recording is made of the tests, but the test pilots always have the final say. </'.,;/'~'...:.'

The ACPUL is an optional certification carried out in either France or Switzerland. Like the Gutesiegel it consists of 2 load tests (static and shock) as well as a flight test. The flight test consists of 12 rigidly specified maneuvers: takeoff, landing, max air speed, aptitude to turn, search for deep stall with brakes, search for deep stall with rear risers, symmetrical leading edge tuck, asymmetric leading edge tuck, full stall, spin, asymmetric stall and wingovers. Then each maneuver is awarded a grade A, B or C depending on the recovery time. The system of grading is extremely rigid and based on careful timing and observation of the video. The opinion of the test pilot is of minimal importance. At the end of the testing, the canopy is not awarded an overall grade, but simply a grade in each maneuver (for example 9 A's and a C).

Pros and Cons Gutesiegel+ The tests are very severe. The canopy is always taken to its limits. If the test pilots feel there may be a problem, they will try repeatedly to find the problem. + Not just separate tests, the whole "feeling" of the glider is tested.

- No strict timing on recovery.

Comments I am constantly working with both systems of certification. On the whole I consider the Gutesiegel to be a superior test because the canopy is thoroughly tested in all aspects. The test pilots look hard for specific problems if they have the slightest doubt. On the other hand, I like the strictness of the ACPUL tests. Still, canopies have failed to get a grade 3 from Gutesiegel but have passed the ACPUL quite well. The most important thing is to look carefully at both certifications when buying your new glider. m

SKY WINGS

7. T- Launch 0- Will the glider inflate from level ground with no wind in less than ? meters. R- Passes as A or doesn't pass.

2. T- Straight flight at minimum speed and maximum speed. 0- The glider is stable through the speed range-no LE tucks at top speed. R- Passes as A or doesn't pass.

3. T- 2-360's a r"'""'r"1noO- The glider is maneuverable and will not collapse in a hard change of direction. R- Passes at A or doesn't pass.

T-

much tendency does the glider have to rotate with more than 1/2 the wing gone? How big is the surge if any, and how does it affect recovery? R- Pilot initiates and holds collapse for 4 seconds or 1-360 degree turn, then releases. If trajectory changes less than 90 degrees-the rating is A. If trajectory changes greater than 90 degrees and glider instantly returns to normal flight-then rating is B. If glider spirals or remains in a turn after release or needs pilots intervention to return to normal flight-rating is

T- Search for deep stall using brakes. If a trim adjustment is present, the test is done at both ends of the range. 0- Will the glider deep stall while the pilot is scratching at min. sink? If so, will it stabilize in deep stall? R- Spontaneous recovery in less than 4 seconds-Level A. No Level B if pilot intervenes-then rating is C.

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

risers. 0- Will the glider deep stall? Will

it stabilize in deep stall? R- Spontaneous recovery in less than 4 seconds-Level A. No Level B if pilot intervenes-then rating is C.

6. T- Symmetric The test pilot pulls down the LE to simulate a full frontal collapse. 0- How fast and how easy will the glider recover? How big, how uncontrollable is the surge? R- Spontaneous re-opening and return to normal flight in less than 4 seconds passes at A. No Level B if pilot intervenes-then rating is C.

0- Here the stall is observed and

the surge is noted. The surging glider can not go below the horizon for Level 1,45 degrees below for level 2. Whether the wing tips fold behind or in front is also of interest. R- If the surge is greater than 135 degrees off vertical it does not pass-period. If surge is less than 90 degrees and returns to normal flight instantly-rating is A. If surge is less than 90 degrees with pilot intervention to return to normal flight-then rating is B. If surge is more than 90 degrees but less than 135 degrees, with or without pilot intervention-rating is C.

9. T- Negative turn. minimum sink then release one brake while applying the other to the max. 0- Is there a tendency to spin? How quickly will it return to normal after spinning? Is there a surge? Are there any closures?

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

10. T- Asymmetric Stall. The pilot flies at minimum sink rate and stalls one side. 0- How easily can the pilot stall a tip? How fast is the recovery? R- Pilot initiates and holds collapse for 4 seconds or 1-360 degree turn, then releases. If trajectory changes less than 90 degrees-the rating is A. If trajectory changes greater than 90 degrees and glider instantly returns to normal flight-then rating is B. If glider spirals or remains in a turn after release or needs pilots intervention to return to normal flight-rating is C. Note: 7-8-9 or 10, the pilot's reactions are according to the flight manual or normal and usual techniques. Only the amplitude of the closures are important, not how they were obtained.

11. T- Wing Over. cillating turns so body is at least 45 degrees off vertical. 0- Are there any closures? Do they affect the return to normal flight? How fast does the glider stop swinging and return to normal flight? R- If no closures-rating is A. With closures-rating is B.

12. T- Landing 0- Can the pilot land on his feet? R- Passes at A or doesn't pass. ~ V

T· TEST MANEUVER IO· OBJECT IR- REACTIONS PAGE 43 • PARAGLIDING, THE MAGAZINE

Ct"i

A~~~ICAN F'2A~AGLILllNG A~~CJCIA'rl®N, INC. APA Commercial MEMBERSHIP UST July 1992 The following companies or commercial operations are APA members supporting the paragliding community with their membership. While the APA takes no position on the value of equipment or service offered by these members it is important to remember and recognize that they actively support and promote the sport of paragliding and the APA.

Mariposa Sports Inc.

Type of Business

Product/Service

Importer, Loft

Comet, Inferno, Edel and Para-Delta Canopies, Harnesses, Reserves, Accessories

Manufacturer, Importer, Distributor, Sale, School, Loft

Canopies, Harnesses, Instruments, Flywear, Accessories, Media

Sale, School

Canopies, Harness, Instruments, Accessories

School, Importer, Distributor, Sale

Canopies, Harnesses, Instruments, Flywear, Accessories, Media, Travel, Instruction, Guides

Manufacturer, Dealer

Spirit Canopies and Harnesses

Manufacturer

UP Canopies

2649 Park Marina Drive Redding CA 96001 Phone: (800) 759-7456 Fax: (916) 245-0738

Performance Designs Paragliding 425 W.Rider St. Suite BB Perris CA 92571 Phone: (714) 657-2664 Fax: (714} 657-4062

Kitty Hawk Kites PO Box 1839 Nayes Head NC 27959 Phone: (919) 441-4124

Parapente USA 2442 NW Market St. #31 Seattle WA 98107 Phone: (206) GOSKYHI

Skywalk

Specializing

Excalibur and Sabre canopies, Aerolite Reserves, Paraporter and Stealth harnesses

Specialized in instruction and adventure tours

447 Lambert Ave Palo Alto CA 94306 Phone: (415) 493-3192 Fax: (415} 493-3192

UP International 4054 West 2825 North Mountain Green UT 84050 Phone: (800) COME 2UP Fax: (801) 876-3003

Oregon Paragliding Assoc., Inc.

School, Sales, Instruction

1012 N.W. Wall Street Bend OR 97701 Phone: (503) 389-5411 Fax: (503) 389-801 O

A Place of Wings

School, Instruction, Sales

1484 Falcon Street Sunnyvale CA 94087 Phone: (408) 736-1222

North American Paragliding

School, Sale of Canopies, Instruments, Accessories, Reserve

P.O. Box 4 Ellensburg WA 98926 Phone: (509) 925-5565 Fax: (509) 962-4827 f'.

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The following instructors, directors, and members signed up new members in the period of May 1st to June 30th 1992 Claudia Stockwell, Above & Beyond . . . . .. 12 Mike Eberle, Nori American Paragliding ......... 8 Mark Wright, Performance Designs Paragliding ... 7 Granger Banks, Parasol! Paragliding School ..... 5 Phil Pohl, Sky Hook Sports . . . ..... 3 Dave Whaley, Firebird USA . . . . . . . . . . ...... 3 .. 2 Jan Stenstadvold, Aspen Paragliding Bruce Hammier, Golden Eagle Paragliding .... 2 Kev Arends, Oregon Paragliding Ass. . .......... 2 .... 2 Richard Johson, Hill Country Paragliding .2 Bill Fifer, Traverse Hang Gliding/Paragliding Ed Pitman, Ed Pitmans Paragliding School .1 Jeff Greenbaum, Airtime of San Farncisco ... 1 Ken Baier, Airjunkies . . . . . . . . . .. 1 Bob England, Aerial Action . . . . . . . . . . . . .. 1 Charles Fontenot, Texas Paraglidng Inc. . ........ 1 Marcus Salvemini, Airtek Torrey Pines .......... 1 Joe Gluzinski Jr., Air America Paragliding ........ 1 Don Mills, Free Ride Paragliding . . . . . . . . ... 1 Marie K. Osowski, Hill Country Paragliding ....... 1 Nancy Joe Stanford, Hill Country Paragliding ..... 1 Randall Liggett, Santa Barbara . . . . . . . . ... 1 PAGE 44 • PARAGLIDING, THE MAGAZINE

Lessons, Alpine Flights., Ski Launch, Soaring Seminars

Specialized in National & International Tours

mt X

COMPETITION

The first ever U.S. Paragliding World Cup. Has a nice ring to it, don't you think? I can't wait to see how the big boys handle the infamous Owens Valley. It sure kicked my butt! Beg borrow or steal some vacation time because this is one you don't want ot miss. On your way out there, be sure to stop at Dinosaur for a warm-up. Jan Stenstadvoid is organizing a pre-nationals, informal, competition for those who want to rock and roll before the big one. Distance tasks with turnponts, cameras, the whole bit. Call Jan for dates and details (303) 927-3258. If you would like to see the formula for figuring the world team, send me a self addressed stamped envelope, and I would be happy to send you a copy. Have fun and fly safe! CIRC TOEPEL

Golden Eagle Paragliding Robert French Adventure Wings Alaska Paragliding

Bruce M. Hamler Robert French Alan Chuculate Jack Kreinheder Helmut Walder Awesome Air Kari Castle Brian Porter Scott A. Amy Pro-Flight Accelerated Flight Systems Fred Lawley, Jr. Airjunkies Ken Baier Skydance Paraglding Company of So. Cal. Scott Gressitt Jack Hodges Airtek Torrey Pines Marcus Salvemini Performance Designs Paragliding School Mark Wright Performance Designs Paragliding School Christian Walk Chandelle San Francisco, Inc. Norma Jean Saunders Air America Paragliding Joe Gluzinski Jr. Free Ride Paragliding Don Mills Summit Magic James M. Yates Robert I. McKenzie High Adventure Marc Balzac Debbie A. Olea Debbie Olea Air Time of San Francisco Jeff Greenbaum Compact Wings Cary D. Mendes Ed Stein A Place of Wings Josh Cohn Michael W. Meier Robert M. Pelletier Ken Wayne deRussy Hang Glider & Paraglider Emporium Santa Barbara Hang/ Paragliding Center Joachim J. Hagemann Ed Pitman's Paragliding School Ed Pitman Colin C. Perry A Place of Wings Aerial Action Bob England Glenn G. Derouin Rocky Mountain Paragliding Aspen Paragliding Jan Stenstadvold Dave Whaley Parasoft Paragliding School Granger Banks Eagle's Nest School of Hang/Paragliding Ronald 0. Wilkinson Robert R. Wardlow Peak Performance Paraglider Peak Performance Paragliding Steve Byers Colorado Paragliding Center Gire Toepel Sun Valley-Ketchum Paragliding School Hans Hub Bill Fifer Traverse City Hang Glider/Paraglider Dale Covington Big Sky Roger G. Coxon Kitty Hawk Kites Jeffrey T. Nicolay Morningside Flight Park John Bouchard Adventure Sports Inc. Ray Leonard EDEL USA Greg Smith Samuel W. Nowling Sierra Paragliding British School of Paragliding Patrick Sugrue Phil Pohl Sky Hook Sports Markus W. lndermaur Richard D. Johnson Nancy Jo Stanford Hill Country Paragliding Marie K. Osowski Hill Country Paragliding Texas Paragliding Inc. Charles Fontenot Chuck Smith Dr. Kory Branham Kory Branham Papa Tuna Paragliding Cuisine David Frank Above & Beyond Fred Stockwell Claudia Stockwell Above & Beyond Michael E. Eberle North American Paragliding

500 W. 42nd Ave 685 Birch St. Box 83305 9850 Nine Mile Creek Rd Amerling 185 B 2298 Baskerville 121 Solano Dr 15 Seaview Dr PO Box 1226 564 San Dieguito Dr 639 Camino el Dorado 190 Coral Reef 2800 Torrey Pines Scenic Dr 14080 HWY 215 23229 Hamlock Ave Apt# 12 488 Manor Plaza PO Box 353 17591 Yellow Pine Rd 2765 Bechelli Lane 4231 Sepulveda 8911 Complex Dr. #E 7420 Claremnt MS. B. #103-119 3620 Wawona Street 1271 Avd. Floribunda 630 N. San Mateo Dr 1 Fairway Dr. 13381 Bow Place 1202 "M" E Walnut 613 N. Milpas St 29 State Sir PO Box 188 14312 Edgemont Acres 12701 Gridley St. Box 2662 PO Box 1936 5311 Western Ave 4445 Hastings Dr. 3509 Summer Breeze Dr PO Box 1871 POBoxB11 PO Box 11701 Box 1094 1509 E 8th St PO Box 7843 PO Box 1839 RFD 2 Box 109 PO Box 1100 3680 Research Way 3650 Research Way #25 PO Box 782 1770 N Green Valley Pky, #4134 PO Box 812 Hintergasse 14 12006-B Arrowwood Dr 12602 Andromeda Cove 12602 Andromeda Cove 13252 Kerrville Folkway 2955 North 400 W #2105 715 E. 3900 S. #109 PO Box 185 3314 w. 11400 s. 3314 w. 11400 s. PO Box 4

Anchorage Anchorage Fairbanks Juneau A-6233 Kramsach Bishop Brisbane Daly City Del Mar Encinitas Encinitas Half Moon Bay La Jolla Moreno Valley Moreno Valley Pacifica Perris Redding Redding San Bernardino San Diego San Diego San Francisco San Jacinto San Mateo San Rafael Santa Ana Santa Ana Santa Barbara Santa Barbara Shasta Sonora Sylmar Canmore Alberta Basalt Boulder Boulder Colorado Springs Crested Butte Crested Butte Denver Sun Valley Traverse City Missoula Nags Head Claremont North Conway Carson City Carson City Carson City Henderson Bend CH-8640 Rapperswil Austin Austin Austin Austin Lattone Salt Lake City Salt Lake City South Jordan South Jordan Ellensburg

AK 99503 (907) 563-4359 99501 (907) 277-9420 AK AK 99708 (907) 455-6379 99801 (907) 586-2465 AK Austria CA 93546 (619) 872-2087 94005 (415) 467-2383 CA 94015 (415) 992-7369 CA CA 92014 (619) 481-7400 92024 (619) 753-2664 CA CA 92024 (619) 632-7762 CA 94019 (415) 728-0939 CA 92037 (619) 452-3203 92553 (714) 697-4466 CA 92557 CA 94044 (415) 359-6800 CA 92572 (714) 943-8664 CA CA 96003 (916) 275-4535 CA 96002 (916) 222-4712 CA 92404 (714) 883-8488 92123 (619) 277-8425 CA 92111 (619)481-7400 CA 94116 (415) SKY-1177 CA CA 92583 (714) 654-8559 94401 (415) 343-0300 CA 94901 (415) 485-1012 CA 92705 (714) 547-1344 CA 92701 (714) 542-7444 CA CA 93103 (805) 965-3733 93101 (805) 962-8999 CA CA 96087 (916) 245-0736 85370 (209) 536-1940 CA 91342 CA Canada TOL-OMO (403) 678-4973 81621 (303) 927-3258 80301 (303) 440-0803 80303 (303) 494-2820 80918 (719) 594-0498 81224 (303) 349-6384 81224 (303) 349-5961 80211 (303) 278-9566 ID 83353 (208) 726-4774 49684 (616) 922-2844 Ml MT 59807 (406) 728-2876 NC 27959 (919) 441-4124 NH 03743 (603) 542-4416 03860 (603) 356-3853 NH NV 89706 (702) 883-7070 NV 89706 (702) 884-EDEL NV 89702 (702) 887-9022 NV 89014 (702) 896-6000 OR 97709 (503) 389-4086 Switzerland 055-27 71 59 TX 78727 (512) 873-7131 78727 (512) 832-0516 TX 78727 (512) 832-0516 TX TX 78729 (512) 335-4837 UT 84041 (801) 776-5383 UT 84107 (801) 268-8090 UT 84020 (801) 484-2848 84065 9801 ) 254-7455 UT 84065 (801)254-7455 UT 98926 (509) 925-5565 WA

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PAGE 45 • PARAGLIDING, THE MAGAZINE

Class Ill Rating Ed Stein was issued the first Class Ill rating on 614-92. He attended the Lake Mcconaughy Safety Clinic to fulfill the Advanced Maneuver requirements. Congratulations Ed! A policy to grandfather the pilots holding the old Class II rating was just approved. Detailed procedures are being worked out. All minimum logged requirements and required references for the Class Ill rating must be met. Pilots with an (old) Class II rating whose rating was processed before May 31, 1992 are not required to complete the Skill Demonstration of the Class Ill rating. An expiration date for the grandfather rule hasn't been set yet. As requested, the current pilot rating program is published below. Class 111 Rating -Advanced Pilot A Class Ill pilot has an advanced level of knowledge and skills. The pilot has the knowledge and skills to fly technically demanding sites in strong soaring conditions, and to judge when the site and conditions are within the pilot's skill, knowledge and experience level. The pilot understands the APA rating systems and recommended operating limitations, and the FAR's and other flying rules applicable to his flying (ridge rules, thermal right of way, FAR 103, sectional use and restricted airs pace avoidance, etc.) Prerequisite: APA Class II Rating or Foreign Equivalent Minimum Logged Requirements Verified by Instructor Sign Off or Safety & Training Advisor • 500 flights • 200 flying days • 150 hours logged air time • 2 years logged flying experience with the last 12 months injury free (An injury is defined as what would cause a prudent person to seek licensed medical attention) Skill Demonstration Demonstrated (Observed) Skills Verified by and under supervision of APA Ad· vanced Maneuver Examiner, in an APA advanced maneuver clinic • All advanced maneuvers, up to but not necessarily including full stall and spin • Pass Written Exam (80% required) Required References Three recommendations from Class II or higher pilots who know and have seen the pilot fly, of which one must be an APA director or examiner, which

t\?'H!

APA NEWS verify that the pilot has shown the skills commensurate with the Class Ill rating and has been injury free in the 12 months preceding application for it. Recommended Operating Limitations For Class Ill Advanced Pilot Always wear a helmet, proper foot gear and appropriate clothing Carry a reserve on a flight where successful deployment is possible. If not current due to lack of recent flight experience, seek an instructor's assistance for re orientation or reduce operating limitations. 1992 Election The odd numbered regions and all three Directors at Large positions are up for election. We hope the membership takes this opportunity to become actively involved in the APA.

Region/States 1 AK 3 Northern California (Zip ;o:94000) 5 UT, ID, NM, MT 7 TX, LA, OK, MO, KS, NE, IA 9 WV, VA, KY, TN, AL, MS, GA, FL, NC, SC 11 CT, NY, NJ, PA, DE, MD Below are the procedures and rules for the nomination and election process: "Article V Election of the Board of Directors SECTION 1: ELECTION SCHEDULE An annual election of the BOD will be held for odd numbered regions for every odd numbered year and even numbered regions for every even numbered year (i.e. directors seated in Feb. 1991 are nominated in Oct. 1990). Directors at Large are elected along with odd numbered regions, as follows, with at least one month between each phase of the election: In October - Nomination of Candidates In November - Publication of names of nominees In January - Ballot election by mail In February- Announcement and seating of new Board of Directors Nominations for odd regions and Director at Large will begin Oct. 1990, 1192, 1994, etc. and even numbered regions Oct. 1991, 1993, etc .. SECTION 2: CANDIDATE QUALIFICATION A Nominating Committee composed of no less than three current BOD will nominate candidates for Director at Large. Regional Directors will be nominated for election to the BOD by obtaining a written petition signed by a minimum of ten (10) percent of the current members of their Regional as of 1 June of the election year. Incumbent Regional Directors need only submit their intent in writing.

SECTION 3: ELECTION OF DIRECTOR AT LARGE A slate of candidates for Director at Large will be presented to the membership for vote. All members may vote for any number up to three (3) of the proposed candidates for Director at Large. The three candidates receiving the highest number of voles shall be certified as Director at Large for the ensuing two years. SECTION 4: ELECTION OF REGIONAL DIRECTORS Petitions for Regional Director will be accepted by the Executive Director and the names of those candidates placed on the ballot. No limitation is placed on the number of candidates in any one region. However, members may vote for only one Regional Director candidate. Members, other than those currently living or serving overseas, cannot vote for a Regional Director candidate outside the voting member's region. The candidate in each region receiving the largest number of votes shall be certified as Regional Director for the ensuing two years." The position of member of the Board of Directors (BOD) is voluntary. The BOD meets twice a year for a two or three day meeting in March and October. The meetings are usually in conjunction with the USHGA BOD meeting. The Regional Director represents the interests and opinions of the membership in his/ her Region. Serves on Committees where his special expertise and abilities lie, votes on all issues on behalf of his/ her contituency, and lnsurees that all accidents within the Region are reported to the Association. The Directors at Large all have the authority and rights of the Regional Director. However, his responsibilities are on a National Level and will defer all regional issues to the elected Regional Director. A complete APA BOD job description will be presented for adoption at the Fall BOD meeting. An initial draft is available for BOD canidates upon request from the Election Committee. Member information for the petition of Regional Directors is available from HQ. For the position of Director at Large, mail your petition to the BOD. You may want to support your petition with member signatures. The signature list should contain the members APA# , printed and signed name, and date. List for member petitions are available from HQ. With your petition, please mail a resume no longer than 500 words and a picture.

: Dates Jan. 1 - Dec. 31 Aug.7-9 Sept. 11 -13 Sept. 16 - 18 Sept. 18 - 20 Sept. 25 - Oct.1 o

Oct. 9-11 Oct. 21 - 23

Events APA 1992 XC Challenge, $25 per registered flight Advanced Maneuver & Safety Clinic, Shasta Lake, CA Advanced Maneuver & Safety Clinic, Shasta Lake, CA Advanced Maneuver & Safety Clinic, Nebraska Advanced Maneuver & Safety Clinic, Nebraska APA General Membership Meetings.APA Paragliding Nationals and Paragliding World Cup, Bishop, CA APA BOD Meeting, Seven Hills Conference Center, San Fransisco State University USHGA BOD Meeting, Bay Area ICC Boulder, CO

Oct. 28- 30 Nov. 6 - 8 Nov. 13 -15

ICC Tentative Dates.So. California ICC Tentative Dates, Salt Lake City ICC Tentative Dates, Bay Area

Oct. 16-18

PAGE 46 • PARAGLIDING, THE MAGAZINE

Contact APA Headquarters (718) 698 -5738 John Yates (916) 222 -4606 John Yates (916) 222 -4606 Granger Banks (303) 494-2820 GrangerBanks(303) 494-2820 Mark Axen (619) 873-8367 APA Headquarters (718) 698- 5738 USHGA Headquarters (719) 632 -8300 APA Headquarters (719) 698 5738 or GrangerBanks(303)494-2820

ACCIDENT REPORTS 12 April, 1992 An Al=>A Class I pilot with mountain sign off launched into conditions described as "occasionally gusty" with variations from 5-18 MPH. About 1O seconds into the flight he suffered a 60 percent collapse of the right wing. He initiated left brake but not quite enough to keep from hitting the steep hill side. He suffered a fractured fibula.

Analysis:

with a decent rate of over 1200 ft/min. The canopy began to fly again, surging just above the ground, hurling the pilot into the slope. Injuries included fractures of both ankles, one leg and low back injuries. The pilot did not think to throw his reserve even though he was carrying one. Interestingly, another witness describes multiple collapses and surges prior to impact.

Analysis:

1) Conditions probably too gusty for safe paraglider flight. 2) Observers thought that initiating more opposite brake might have straightened the flight path enough to avoid the accident.

1) Conflicting reports of the aerodynamics relating to this accident. (Not uncommon in paragliding.) 2) Moderately strong thermal conditions with associated tu rbu lence. 3) No attempt to deploy reserve.

23 April, 1992

April 25, 1992

A 32 y.o. male APA class I pilot with 91 previous flights attempted "big ears" on a canopy he had flown twice before. The glider suffered a 50 percent collapse and then began a clockwise spiral to the ground. The pilot did not correct with opposite brake. He landed fairly hard on asphalt suffering minor bruises, cuts and abrasions to the hip, buttocks , right leg and both elbows.

Analysis: 1) Lack of pilot input to correct malfunction. 2) A pilot is often at greater risk flying a wing under which he has little experience, even though he/she may have much experience on other wings.

26 April, 1992 A 35 y.o. male APA Class I pilot with 4 years experience launched into moderately turbulent thermal conditions and at 500 - 600 AGL entered a thermal , circled , and fell out of the "back side" of the thermal flying at near stall speed . He was flying a borrowed glider with which he was not very familiar. He entered deep stall or "parachutage"

A highly experienced 29 y.o. male APA class 2 pilot hit turbulence due to thermal activity on approach to landing. He recovered from his first collapse but suffered an unrecoverable collapse near the ground and impacted. He suffered a ruptured diaphragm. He was flying an advanced glider in fairly strong thermal conditions near mid day. There was no time to deploy a reserve .

Analysis: 1) Landing is often the most risky part of a flight during thermal conditions since often, as in this case, the LZ may be a strong thermal producers. 2) In times past, more advanced paragliders were more likely to have unrecoverable collapses, etc. This may or may not be a factor in this case.

DATE NOT GIVEN A 30 y.o. APA Class I pilot stalled his paraglider upon landing in a parking lot braking his leg. The date of the accident was not given nor were most of the usual relevant details:

Analysis:

given. 2) Landing on a hard surface always increases risk.

May 11, 1992 An APA Class I pilot with 185 flights was getting his second ever tow on a new canopy. His angle of attack became too great as he applied too much brake, increasing tension on the line to the point of failure at 50 fl. AGL. (This was a static line tow with no wi nch and no weak link). The resulting surge was enough to cause a very hard landing . Medical evaluation and over night hospitalization revealed only severe bruises.

Analysis: 1) Improper pilot input - too high an angle of attack. 2) An APA committee on towing has been appointed. Standards for towing will be set.

May 28, 1992 A 3:'.l y.o. APA Class II pilot was ridge soaring in fairly heavy traffic when at 75 fl. AGL a paraglider pilot (against the rules of the hill) did a steep 360 degree turn causing severe wake turbulence for the paraglider. A severe collapse resulted from which there was not enough altitude to recover. (Nor was there enough altitude for use of a reserve) . The pilot executed a PLF but suffered a broken pelvis.

Analysis: 1) Witnesses relate that the pilot causing the wake turbulence with his steep 360 degree turn was clearly at fault. 2) Increased air traffic always increases risk of all sorts. 3) Proper attire and a PLF probably decreased injury severity.

1) Very sketchy report filed. Reason for stall not

PAGE 47 • PARAGLIDING , THE MAGAZINE

. Al\:A~~ICAN IP',lARAGLIDING A880CIATION, INC

OFFICERS , DIRECTORS, COMMITTEES and APPOINTMENTS Officers President Vice Pres. Treasurer Secretary

Peter Zimmerli, 25 Goller Pl. 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 Ken Baier', Region 2 Director Nominations requested

Regional Directors Region/States

Directors

Vacant

Southern California, HI

Ken Baier, 564 San Dieguito, Encinitas, CA 92024, (619} 753-2664

Northern California

Vacant

OR, WA

Vacant

UT, ID, NM, MT

Fred Stockwell, 3314 West 11400 South, South Jordan, UT 84065, (801) 254 -7455

CO, WY, ND, SD

Steve Byers, PO Box 213, Crested Butte, CO 81224, (303} 349 -5961

TX, LA, OK, MO, KS, NE, IA

Vacant

OH, IL, IN, WI, MN, Ml

Bill Fifer', 1509 E 8th St., Traverse City, Ml 49684, (616} 922-2844

WV, VA, KY, TN, AL, MS, GA, FL, NC, SC

Roger Coxon, PO Box 1839, Nags Head, NC 27959, (919) 480-835

10 ME, NH, VT, MA, RI

John Bouchard, PO Box 1100, North Conway, NH 03860, (603) 356- 6907

11 CT,NY,NJ,PA,DE,MD

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

12 AZ,NV

Dick Benoit, 4185 Christy Way, Reno, NV 89509, (702} 747 -0683

Directors at Large Ed Pitman, PO Box 188, Shasta, CA 96087, (916) 359-2392 Curtis Woodman', Box 2457, Sausalito, CA 94966, (415) 332-1928 Tony Domenico, 12650 Softwind Dr., Moreno Valley, CA 92388, (714) 924-5229

Ex Officio USHGA

Mike Meier, 13381 Bow Place, Santa Ana, CA 92705, (714) 731-1656

Committees and Chairpersons Safety & iraining Tandem Competition World Team Accidents By law SOP Site Access Awards Election

Claudia Stockwell' (801) 254-7455 Fred Stockwell, (801) 254-7455 Circ Toepel, (303) 278-9566 John Bouchard, (603) 356-6907 Mark Shipman, (509) 663-5238 Ed Pitman, (916) 359-2392 Vacant Curtis Woodman, (415) 332-1928 Dick Benoit, (702) 747-0683 Greg Pujol, (408) 736-1222

Board Appointments Examiners Fred Stockwell, (801) 254-7455 Claudia Stockwell, (801) 254-7455 Norma Jean Saunders, (415) 359-6800 Ed Pitman, (916} 245-0738 Mark Axen, ((619) 873-8367 Ken Baier, (619} 753-2664

Advanced Maneuvers Masters John Bouchard, (603) 356-6907 Chuck Smith, (801} 876-2211 Ed Pitman, (916) 245-0738 Greg Smith, (702) 884-3335 Monte Bell, (801) 876-2211 Armin Graf, Austria

Appointed on June 10th 1992 by Executive Committee until Fall BOD meeting Elected by Run-Off election of June 92 ' Resignation submitted on June 1st 1992. • Appointed on May 3rd 1992 by Executive Committee until Fall BOD meeting 2

PAGE 48, PARAGLIDING, THE MAGAZINE

N~W ~AilNG~ The following ratings have been processed in the period from May 1 to June 30, 1992 # PILOT 1275 Guido Vogel, Moscow, ID 1330 Doris A. Schnaudt, New York, NY 1274 Brigitte Stofer-Vogel, Moscow, ID 1338 Nara Roberto, 1-20162 Milano, Italy 1305 Alexander park, Houston, TX 1269 Erez Ofer, Brookline, MA 1334 Craig Straube, San Diego, CA 795 Daniel P. Beaudin, Lynnwood, WA 1190 Carl D. Ozimek, Gig Harbor, WA 1319 David W. Miller, Aspen, CO 1314 Steven B. Barker, Moose, WY 1290 Wayne Hon, Taiwan R.0.C. 1291 William Lin, Taiwan, Taiwan R.O.C. 1292 Fu Shau Lu, Tao Yuan, Taiwan R.O.C. 1293 Dao Nian Ching, Taipei, Taiwan R.O.C. 1294 Philips Chien, Taipei, Taiwan R.O.C. 838 Simon Ueng, Kangshan, Taiwan R.O.C. 1064 Jennifer E. Toms, Cypress, CA 1301 Terrence Ward, Northridge, CA 1289 Philip L. Simmons, Colton , CA 856 Peter M. Dolliver, Gig Harbor, WA 1307 Masahlro Ikeda, Westerville, OH 1242 Pat Morrisey, Foster City, CA 1300 Judy Pindar, Gresham, OR 1311 Leon Smith, San Diego, CA 1323 Alan B. Coffield, San Dimas, CA 1320 Caroline Kohlmey, Germany 1310 Michael J. Wejta, Bend, OR 1315 Todd James, Telluride, CO 1322 Benedict Y. Suh, Denver, CO 1316 Andres Batista, Cambridge, MA 1324 Tom Truax, Camarillo, CA 639 Jim Bean, Santa Barbara, CA 869 Nancy K. Liggett, Ventura, CA 1341 William P. Akrawi, Laguna Hills, CA 1189 William S. Bauer, Pompano Beach, FL 1326 Greg Nordby, Mill Creek, WA 897 Richard R. Warden, Hawthorne, CA 1353 Bruno Reich, Los Alamitas, CA 1354 Lois Ann Reich, Los Alamitos, CA 1317 Richard H. Reinhold, Salt Lake City, UT 899 James D. Bruchie, Chugjak, AK 1236 William J. Matthews, San Antonio, TX 1342 Thomas N. Lamb, Jamul, CA 1337 Nick T. Zumbiehl, Rolling Hills Est, CA 1325 Gerald L. Eichholz, Boulder, CO 1352 Peter K. Kloepfer, Denver, CO 1332 Rupert A. Liddiard, Salt lake City, UT 1331 Tad Pfeffer, Nederland, CO 1339 Ted R. Knodel, Salt Lake City, UT 1340 N.W. Scales, Ketchum, ID 1348 Scott H. Harris, Jackson, WY 1351 Frank S. Militello, Hollywood, CA 1349 Ed Henry, West Lake Village, CA 1350 Terry E. Ward, Sedona, AZ 1282 Tracie A. Fifer, Traverse City, Ml 1306 Charles F. Pranger, Tigard, OR 1356 Wm. Scott Russell, Scappoose, OR 197 Steve Hach, Aspen, CO 357 Alan Chuculate, Fairbanks, AK 1013 Wade Maurer, San Diego, CA 140 Ralph Richardson, Springfield, OR 911 Scott M. Thomas, Alpine, CA 443 Al J. Baldini, Hillsborough, CA 599 Michael E. Eberle, Ellensburg, WA 841 Steven A. Rich, Renton, WA 814 Bill R. Belcourt, Salt Lake City, UT 824 Kenneth L. Davis, Daly City, CA 407 Jody Lucas, Palo Alto, CA 492 Ray Leonard, Carson City, NV 650 David Sondergeld, Daly City, CA 1004 Peter Buck, Seattle, WA 501 Joel G. Greger, San Francisco, CA 143 Douglas R. Pohl, Everett, WA 845 William W. Mickel, Bellevue, WA 276 Ed Stein, San Mateo, CA

DATE CERT BY RATING Foreign 8/28/88 Switzerland Foreign 4/29/89 Switzerland Fore·1gn 5/21/89 Switzerland Foreign 11/16/90 Italy Foreign 8/23/91 England Foreign 10/1/91 Israel Class I 2/25/92 K.Baier Class I 3/8/92 M.Chirico Class I 3/16/92 M.Eberle Class I 4/3/92 J.Stenstadvold Class I 4/11/92 C.Stockwell Class I 4/20/92 M.Eberle Class I 4/20/92 M.Eberle Class I 4/20/92 M.Eberle Class I 4/20/92 M.Eberle 4/20/92 M.Eberle Class I Class I 4/20/92 M.Eberle 4/24/92 M.Wright Class I Class I 4/25/92 M.Wright 4/28/92 M.Wright Class I Class I 4/29/92 M.Eberle Class I 4/29/92 C.Stockwell 4/30/92 N.J. Saunders Class I Class I 5/3/92 E.Pitman Class I 5/3/92 M.Salvemini Class I 5/4/92 M.Salvemini Class I 5/7/92 C.Stockwell Class I 5/10/92 P.Pohl Class 5/12/92 D.Whaley 5/12/92 G.Banks Class 5/14/92 K. Baier Class 5/15/92 C.Stockwell Class Class 5/15/92 C.Stockwell 5/15/92 C.Stockwell Class 5/18/92 M.Wright Class 5/19/92 C.Stockwell Class Class 5/19/92 D.Ahaley 5/20/92 G.Mendes Class Class 5/21/92 M.Wright Class 5/21/92 M.Wright 5/22/92 C.Stockwell Class Class 5/22/92 A.Chuculate Class 5/23/92 M.Osowski Class 5/28/92 K.Baier Class 5/29/92 J.Gluzinski Class I 5/30/92 G.Banks Class I 6/1/92 G. Banks Class I 6/2/92 C.Stockwell Class I 6/3/92 D.Whaley Class I 6/3/92 C.Stockwell Class I 6/3/92 C.Stookwell 6/4/92 C.Stockwell Class I Class I 6/4/92 C.Stockwell Class I 6/9/92 M.Wright Class I 6/9/92 M.Wright 6/9/92 B.Fifer Class I 6/13/92 K.Arends Class I Class I 6/16/92 P.Pohl Class II 4/10/90 Stenstadvold Class II 4/16/92 C.Mendez Class II 4/26/92 K.Baier Class II 5/6/92 P.Pohl Class II 5/12/92 M.Salvemini Class II 5/17/92 E.Stein Class II 5/20/92 P.Pohl Class II 5/22/92 E.Pitman Class II 5/23/92 C.Stockwell Class II 5/25/92 S.Amy Class II 5/27/92 E.Stein Class II 6/1/92 G.Smith Class II 6/3/92 J.Yates 6/3/92 M.Eberle Class II Class II 6/14/92 J.Greenbaum Class II 6/18/92 E.Pitman Class II 5/22/93 E.Pitman Class Ill 6/14/92 G.Smith

PARAGLIDING

II(~ 's of 11.S.

by Anita Break I was in LA and I met JB when he arrived on TWA. I was ready to demo an AT at TP and didn't know if it had an ACPULs or DHV. So JB told me to try the ITV, he claims it had better L/D for going XC. I used my MCI card to phone WW and ask if the 123 or 223 has an SHV. I was told the boss would call me back ASAP. When I got to the hotel I met a guy from the OV who had just done 100 MI XC on a CX. He was having a problem with the FAA who wanted it cleared through USHGA or FAI cuz' they don't understand how a dope chute flies. I promised him I'd bring it up at the APA BOD and ask the guy from NAA in DC to look up the SOI for FAR part 103. It should be OK. He claimed to have been at 17,999 MSL and had to pull some G's to lose the Big up. He said he had a video we should see. NBC had been in the LZ doing a gig on BLM land use. They were filming RC's in the OV when someone in a ZX from the UK got in Rodeo Air and ragged his panty at 1200 ft AGL. He threw his R2 and it deployed before he augered in to the LZ. So we hooked up the VCR to the TV, turned on the AC, scanned the flick and the CX that went XC was clearly specked out at cloud base over the LZ. The next day we all decided to go XC from the E. We found a wuffo to drive for us and drove up to launch in JZ's RV with ZD and JC. The first probe unit sank out at 11AM. I waited until the CU's were poppin and cored it after some snarly scratchin' my vario was pegged. I had GW on the FM, he skied out in his UP TRX but his driver was PO'd because his GMC didn't have AC so he was SOL and needed a ride. It turned out that our driver was a CPA from the IRS who was so psyched about our air bags he wanted to catch the next ICC and change jobs. So we called our guy on the CB and sent him XC after GW.

We all partied that night in the LZ where it was BYOB, the drivers needed some TLC, especially the one with PMS. The E team and the Green team put on a mean do so we were all KO'd the next AM. It was all really FM sooooo ... BFD.

Would anyone having a similar experience please RSVP.

re ar1n for Owen Valley 1111

In conjunction with the APA Nationals and the World Cup finals this year, the second APA General Membership Fly-in will be held in Bishop California., October 3-10, 1992. the organizer is offering you a chance to become part of this world class event. This compilation of events will draw pilots and other interested in paragliding from all over the world. The forum will give you a chance to gain exposure to the public in person with your displays and demonstration gear. Conditions in the Owens Valley during September and October are predictably perfect for flying paragliders. Balmy daytime temperatures and cool nights are the norm for this Indian summer time of year. In 1991 the cross country flights from Hynn launch, the fly-in sight, included a 9,000 ft. gain. A large hanger at the Bishop Airport will be the setting for the Trade Show. This promotes the concept of paragliding as part of aviation as a whole.

Booth spaces are $150.00 for a 10 ft. x 10 ft. space, for the three days of the show, this includes electricity and liability insurance. You must provide any setup. Tables and chairs are available in limited quantity, and should be reserved with registration. Prices are $15.00 per table either 8 ft. or 6 ft. for the three days and $2.00 per chair (metal folding type) for the three day period. A representative pass will be available for $50.00 per rep which will permit entry to the show hanger out of normal hours and unlimited rides during the full seven days of the fly-in. Also for $15.00 each, company reps gain entry to all parties and ceremonies associated with the contest. Last year the work was done and the scene set for 1992. Calls have been coming in from all over the US as pilots are planning for the fly-in this year. I hope you and your company will make this event part of your 1992 season.

N"an1e _____________________ Address City, State, Zip_ Country _____________ APA# _ _ _ Rating _ __ USHGA# ____ Rating ____ Other Rating _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Canopy Make Model Size Color _ __ N"umber Preference (top 10 reserved) Safety Seminar (required) October 3 _ _ _ _ October 4 _____ Contest Transportation? Yes _ _ N"o _ _ Personal Transport _ _ Type of Vehicle _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ In case of emergency contact ___________________ Phone Relationship

Thank you for your interest in the 1992 Owens Valley Championship Series APA Nationals and World Cup Finals. These two contests, run simultaneously at a common launch, will bring true international competition to the US. Contest format will be race to goal and open distance. The unrestricted area of Gunter launch, and open window format will allow competitors the opportunity to launch at their discretion rather than being pushed off the hill by the clock. The common start time, utilized in the 1991 AP A Nationals will be used. This eliminates many problems for both competitor and organizers, and is perfect for the open window format. A 35 mm camera is required for turn point verification. 100 ASA color print film and processing will be provided. Both the AP A Nationals and Paragliding World Cup Finals are open to all pilots, a rating is not required, however logged proof of thermal competence will be. Due to insurance requirements by the US Forest Service all pilots must provide proof of current membership in the AP A Nonmembers may join the APA during registration. Schedule for the competition: September 22 Registration 18:00 hrs - 20:00 hrs

September 23 & 24 Registration 18:00 hrs - 22:00 hrs

September 23 & 24 Officic1.l practice days, with task called nn the 24th, to ocquaint

pilots with all procedures.

September 25 Opening ceremonies and rest day.

September 26 - October 9 Competition flying, rest and weather days. World Cup Fin<1b prelirninarie~ end October I, or upon completion of six competition days. As per FAl rules a rest day ,vill tollow six competition days.

October 9 Official party

FEES World Cup Finals (top 40 only): $260 US N"ationals: $485 ($440 if recieved by Sept. 1, 1992) Deposit sent$. _____ All funds n1ust be US$ or drawn on a US Bank The contest will be limited to 80 contestants For group accon1idations: Outdoorsn1an Motor Lodge 651 Main St. Bishop, CA 93514 (619) 873-6381 PAGE 50 • PARAGLIDING, THE MAGAZINE

Send Registration to: 1992 World Cup Finals PO Box 1632 Bishop, CA 93515 (619) 873-8367

October 10 Awards Ceremonies Ob:00 hrs - 09:00 hrs. Fees: $485.00 for the APA Nationals and the World Cup prelunin,uie:, ilnd fuwls, if registration b received in fuil by September I the fee i.'.> reduced to $440.00. An i!dditional $25.00 filing fee will provide :,coring in both competitions. $260 for the top 40 World Cup Finalist::. Registration includes: transportation to launch, I rol! of film and processing per day, event "T"-slurt, opening and award.'.> breakfast and entry to all official parties. Retrieval transportation is not included. All funds must be US currency or dravvn un a US bank Make checks payable to: Cro.'.>S Country Classic PO Box 1632 Oishop California USA 9.1515 Ph. 619-873-8367

Panoramic Helmet is designed specifically for Paragliding and Hang Gliding. Constructed of a Polyester polymer reinforced with chop fiber which allows the helmet to be strong but light weight. Panoramic Helmet is lined with high impact foam and brushed polyester fabric for a comfortable fit. Designed to meet proposed ACPUL Paragliding Helmet Certification. Weight: 23 oz. Colors: Black, Blue, White. Sizes: XS, S, M, L. Price: $150

3620 Wawona San Francisco, CA 94116, Phn: (415l 759-1177 Fax: (415 759-1182

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PAGE 51 • PARAGLIDING, THE MAGAZINE

• I

[;.•~ •. •. a;..; i_c;Y'lsiPHIRf!f'.. ,:... . ••! Saphir Must 265 $1500 saphir 100 $1000 both ingreat condition, low hours. Will trade for hang glider, Todd (303) 449-7351.

c:.t2::;::1rtVMllTiOF:tlos:}·:•. . ·.

Excellent condition, 24 cell with three riser steer seat. Flown less than three hours on a grassy slope. Orange, green. $1400 (508) 741-9077 Barry.

if: .. ,,:I:,,J~otfs~tl 1;~}.t J: . ;i;1

1992 UP Stellar 27 like new $2100. Corvette 25 very good shape 30 hrs. $1000 EDEL ZX-23 like new 26.5m $1,900. Custom flight suits $275 call CB (509) 4934363.

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EDEL Corvette 22 excel. condition. Four hrs. airtime. $1100 Corey or Vivian (303) 492-8534.

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Meteor gold $2295, New Rubis $2750, UP Jazz $895, Wills Wing $2295, Katana $2195, Excalibur $895, Harley Elite $495, New Corvette II $1695, come try our Voodoo (stable high performance), 20 gore Pocket Rocket $650, 20 gore Aerolite $395, New FM radio (freq. 140-174) w/voice act. headset $395, solar powered airspeed indicator, paramitts for brake handles, So. Calif. guidance and instruction. (714) 654-8559.

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ITV Saphir Must, Not a production model, designed for 185 lbs + excellent condition includes kevlar lift back, $1500 (206) 527-9936 Paul.

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~1 Meteor 103 with steer seat, great condition less than 25 hours, a really fun glider and a great deal at $2000 OBO (801) 254-7455 days (801) 486-5325 even Nate.

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Condor SP-10 great condition less than 15 hrs. very fun and easy glider to fly, with harness and pack $750 OBO (801) 486-5325 Nate.

PAGE 52 • PARAGLIDING. THE MAGAZINE

,. , . . .·. .• I~'.i-fQ8.iALl!iI :;J;s#,J•f;J$Kli Edel Corvette 25, Excellent condition, harness included, less than 20 pilot hours. Pilot weight 150210 lbs. $1350 OBO must sell (310) 540-3641.

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New Challenger 25 $1950 OBO only four test flights, heavy duty lower lines with P.O. harness (list at $3000). Corrado 12 $1250 080, 41/2 hours, exceptionally clean, with harness. Jay Shuman (916) 244-3366.

:??·····PIAilllti'})}J:;:; :;;::::i:! NINJA 24c 1991 excellent cond. speed seat or normal avail. color purple. $2200 OBO F1 24 very good cond. only 20 hrs. color green $1000 OBO call (303) 4496822.

Pink w/ Sitting Bull harness/ integrated R2 reserve. Signed by Robbie Whittall. 6 flights. ACPUL 12 A's. Only used once in the USA for sale. $3,666.00 list $3,200.00 for pkg. OVER THE HILL PARAGLIDING

(503) 667-4557.

~}1t:t::;J~RC.Pll$JCiJ,fWtNCIIYt':}:1ft;~f+ Corrado 12-lmmaculate condition, yellow new speed bar harness, low hours, with a red med. helmet. Jay (916) 224-3366 $1800/offer anxious.

.;.;;J:L:;;t'1i,'.l:Z:i!.Ft'.Y ·AtAIKA:.;,i1;.•;.;;;~;;;'.{X:>i'.. Arctic Air Walkers T-shirts, call Jay Dearborn, treasurer(907) 7453501.

·':,;·:. :L:;3:'.·.:.:.;,,. MU:st,llltt;t;i;s:e,~>·:,\:01,i';/?',., •· Excalibur 27 cell, 296 brand new, under 1 hr. less than 1O flights, incl. new harness, pack, Aerolite 20 gore reserve. Only $1800! OBO will ship for free, city student needs money for school, call (215) 8380767 Iv. message for Tom.

1t:i1?!/J1;'.r:iit.'•iii1.c1s'1~1.•Dt*'~1:-'A'm'-.i.n,,~'iii1iit:t:>• 25.5 sqm yellow/purple, with harness and bag, almost new, flown only nine times. Very easy and safe to fly, good all-around performance. DHV class I rating. Asking only $12500 call Hans Middleberg, (914) 921-0330, 9-6 EST (fax anytime 0332).

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Pro Design Airbow, pink in good condition, $1050 OBO Carl (303) 443-3012.

PiS't}:;~;::;JI?:'.J]1~da'il~tJl:tt:1;'JliWr1:,~;:B11i!r;})t{1 Recently repacked 2nd Chance Pocket Rocket, size medium-$400 call Marek or Rebecca between 9:00 am and 6:00pm Monday thru Friday at (213) 871-8126. Pantair 26 500 Advanced glider (801) 254-7455

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 411 E $309., MOD $30., ICOM 2SAT $309. MOD $40., VOX ubit $74.00. Dealer for Aircotec Alibi varies, Ball, BRS, 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! S.A.S.E. for sale flyer or call Kentuckiana Soaring, 425 Taggart Ave., Clarksville, IN 47129 (812) 288-7111. Calls returned collect.

A+i}.c:;:,t:,HOUR\4:IAT:JME·••· Stellar 25/ New/ Must sell/ I need the cash/ No reasonable offer refused CALL CHRIS (213) 661-2427