USHGA Paragliding Vol4/Iss3 1993

$3.95 USA

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 si x 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 led the industry in their involvement in safety and training and in customer service.

Norma Jean Saunders Chandelle San Francisco USHGA Instructor/ Examiner Paragliding 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 L.A. Paragliding 2900 hours Hang Gliding - 210 hours Paragliding

Photo by Linda Meier

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

Which Pa rag Iider Would You Choose?

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

500 Blueridge Ave. • Orange •CA •92665 Phone (714) 998-6359 • FAX (714) 998-0647

Dealer Inquires Invited

TABLE OF CONTENTS

Features 4

Lets go Towing

by Alan Chuculate

6

Cross Country: Canadian Style

by Vi ncene Muller

7

Alaskan Gold

8

Women with Wings

14

A Pilot to be Reckoned With

by Martha Bellisle

18

The Speeds to Fly, and Why

by John Bouchard

21

The Eagle and the Nez Perce

by Todd Bibler

22

1993 Torrey Pines World Air Races

by Karen Yates

Published Six Times Per Year

25

Always be Aware!

by Dr. Rico Provasalli

Publisher and Editor - Fred Stockwell Assistant Editor - Claudia Stockwell Typesetting - Nate Scales Layout - Fred Stockwell

30

Certification and Safety

by Bruce Goldsmith

34

New Technology for Navigation

"Gliders on the Coast" Photo by Fred Stockwell

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

by Jeff Teal

by Claudia Stockwell

by Paul Bartlett

Departments

U.S. Correspondents Mike Reeder - Colorado Ken Baier - San Diego Bob Schick - At Large Karen Yates - Northern California

Paragliding - the Magazine Editorial, Subscription, and Advertising Information: P.O. Box 477 Riverton, Utah 84065 Phone: (801) 254-7455 Fax: (801) 254-7701 Subscription Rate for the USA: $26.00 Canada and Mexico: $32.00 Europe: $40.00 Other overseas: $44.00 (postage included)

2

Flight Lines

20

Airways

26

New Products

28

News & Noteworthy

31

USHGANews

41

Paragliding Schools

44

Classified Ads

by Ken Baier

I

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Paragliding the Magazine is published for members of the paragliding community as well as other interested parties. It is the official publication for the United States Hang Glidng Association (USHGA) news for paragliding. Contributions 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 publication by the staff of the association. The magazine and the association do not assume any responsibility for the contents of any published articles, advertising or for the opinions of its contributors.

Anyone is invited to contribute articles, photos and illustrations concerning paragliding activities. If the material is to be returned a stamped self addressed return envelope must be enclosed. If you wish us to keep the material on file please send duplicates. Notification must be made of submission to other paragliding publications. Absolutely no articles, advertising, photos or other published materials of the magazine may be reproduced in any manner without the express written permission of the publisher. @ Copyright 1993 PARAGLIDING PUBLICATIONS INC. All rights reserved.

POSTMASTER: Send address changes to Paragliding, the Magazine PO Box 477, Riverton, UT 84065.

Return to

es onse to HGU Dear Editor, I read the article "Gliders 93" with great interest, especially the table showing the various speeds.

During the past year, I have flown most of the gliders listed and measured their speed in similar conditions using a Sky Watch Pro airspeed indicator. Hands off speeds for most ranged from 28 to 33 km/h.

One glider achieved 35, but none flew more than 40. Minimum speeds ranged from 20 to 24 km/h.

Usable speed range never exceeded 14 km/h and usually was around 10 km/h or 6 miles per hour which should agree with most pilots experiences.

Using the Sky Watch Pro we also measured the speeds of "racing" gliders set up with micro lines, modified wing twist, and fast trim. With ballast 45 km/h can be achieved but only at the cost of an increased sink rate.

During the last U.S. Nationals I flew with an airspeed indicator.

Under 10,000' my top speed never exceeded 40 km/h and it did not seem that I was slower than the other gliders; most glides were done at around 36-38 km/h. At 16,000 I measured 52 km/h. Is it possible that some of the gliders in the article were measured at this altitude?

44 km/h is 26.8 miles per hour. I challenge any representative for the 44 km/h gliders to launch at Torrey Pines in winds over 20 miles per hour, some 26% less than the claimed top speed!

Here at ITV we have always tried to provide real flight data for our gliders rather than comparative data based on the claims of others it is more informative for pilots but not so good for sales. Now we have decided to provide both!

Comparative (for buying) Min Sink Max Speed 1/d Nunki 1.2 mis 48 km/h 7.5 ATIKS 1.1 m/s 52 km/h 8.5

Real (for flying) Min Sink Nunki 1.3 mis ATIKS 1.2 ms

e Max Speed 1/d 41 km/h 6.2 45 km/h 7.1

The pity is for the intermediate pilot about to purchase a new glider. There is no useful information.

All he can do is hope to be at a ridge soaring area when all the gliders are in the air at the same time the highest glider has the best sink rate, the glider which pulls away from the others is the fastest, and the one which pulls away from the others without losing height has the best glide.

John Bouchal!'d

Dear !Paragliding, the Mag, I just read through your magazine and found the article "Gliders 93" (vol. 4 #1) most interesting and informative. The best part of the article however is the table of technical information. Until I read this I had no idea that intermediate gliders were performing this well. I've been flying paragliders for five years and designing them for two, and during this period I have yet to come across any paraglider that flies above 40 km/h hands off speed, let alone an intermediate glider. With this I would like to set the record straight for Firebird.:

utawayOi Reserve Dear Editor, I am a Class II pilot and I have been flying paragliders since 1990, I have been following the recent communications about reserves, and would like to add my 2 cents worth. I was sky diving in the early '?O's and watched (and used) the transition from hand deployed, no cut away, to pilot chuted, steerable reserves, with cutaway. So I'll make the following comments.

Regardless of the similarities, or dissimilarities between paragliding and sky diving, both fly at fatal altitude, and therefore need a safe, reliable means of deceleration when the main wing fails.

These figures are not our publicity figures, they are the speed measured by ACPULS. It is wishful thinking that the other manufacturers would quote their actual figures rather than their desired ones. Lets hope things will change soon.

It's true, sky divers usually have much greater ground clearance when they deploy a reserve, and by evolution have found the "cutaway" a superior system. It's also true that parapilots are usually much closer to the deck and can ill-afford any "free-fall" after a cutaway.

Parapilots however are also experiencing the same problems which pushed the skydivers to adopt their existing method, i.e. possible reserve I main entanglements, and a lack of steerability and forward drive with two canopies attached. Maybe the best paragliding reserve system is somewhere between the two methods, first a rapid deploying steerable reserve, followed by a main cutaway, if time is available. Another use of the quick release may be appropriate to ground handling, since a fair number of injuries are caused by pilots getting dragged. It was in answer to that problem that quick releases were put on parachutes to start with.

Happy Flying, Rob Whittall

Thanks, John Wilde

The New Apache 11 -Min Speed -Hands off -WI Speed System

2

20 km/h 35 km/h 45 km/h

PARAGLIDING,

!! WILLS WING PARACHUTE ADVISORY!!

A paraglider pilot flying in a Wills Wing harness was unable to deploy her emergency parachute following a mid-air collision with a hang glider at Merium Crater in Arizona during a fly-in last month . The pilot was apparently unable to pull hard enough to cause the velcro seal of the outer container to release, and thus was unable to clear the deployment bag from the container.

The early Wills Wing reserve containers had a one inch wide band of velcro around the perimeter of the container to secure the deployment bag and parachute within the container. During parachute deployment seminars we conducted, we found that some smaller pilots had trouble separating the velcro to clear the deployment bag and chute from the container.

We issued an advisory at that time recommending that the amount of velcro overlap on all paraglider harness parachute containers be reduced to no more than 1/2".

Warning It is imperative that all pilots flying with a reserve system be able to deploy that system. It is our recommendation that on Wills Wing paraglider harness reserve containers, no more than one half inch of velcro be engaged. A container manufactured with one inch wide velcro can easily be modified to conform with this recommendation by adding a separate strip of 1/2" wide velcro around the entire perimeter of the velcro seal on the container. The material to make this modification is available free from Wills Wing and Wills Wing dealers. Wills Wing will also perform this modification at no charge on any harnesses which are sent to us.

It is critically important for pilot safety that each pilot with a reserve system receive instruction on proper deployment techniques (including proper direction of pull on the handle to release the velcro) and practice those techniques in an on-the-ground simulation to ensure that the pilot will be able to deploy the reserve in flight if necessary.

All paraglider pilots that are flying with a Wills Wing emergency re serve parachute system should contact their Will s Wing dealer or Wills Wing directl y.

v,~

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PARAGLIDING

What a Tozohead "Nose"

Lets Go Towing

by Alan Chuculate The towing special skill program line which is first laid out between the for paragliding was approved by the vehicle and glider. The longer the towUSHGA Board of Directors at their line, the greater the possible tow altispring 1993 meeting in Colorado tude, but the more difficult the coordiSprings. The program establishes nation and visibility between driver and the minimum requirements for learnpilot. Also, the safety link strength is ing to safely tow paragliders. Even if critical if some type of towline tension you are already towing, it is to your monitoring system is not used. With a benefit to attend a clinic, not only to stationary winch system, the towline is obtain your rating(s) , but also to laid out and connected to the glider use of any type tow system which is expose you to alternative techniques just like a static line. A powered drive fundamentally different from a type for and procedures, and to supplement then rewinds the towline while the glidwhich you have received training. your understanding as this technoloer climbs. The altitude gained is less, The towing clinic format is comgy continues to evolve. It will also but the operation can be conducted in posed of three phases: 1) towing thebenefit those pilots who wish to a smaller area because the winch is ory ground school , 2) equipment and become instructors, and for those Rating: skill demonstration, and 3) flight State: ~ instructors who wish to renew . ~ training. To pass the clinic and Tucson Jan Ala AZ. TS Perhaps most importantly, it will earn a TP rating, you must satisGranger Banks Boulder co TA better prepare you for attending factorily demonstrate all applicable Alan Chuculate San Diego TS,TA CA an Advanced Maneuvers Clinic skills for the respective rating. You Austin TX TS,TA which utilizes boat towing as the Charles Fontenot must also complete the open notes Scott Gressitt San Diego CA TS,TA launch mechanism , which I written exam with a grade of 90% Richard Johnson Austin TX TA believe will become popular pracor better. To earn a TI rating, you Marie Osowski Austin TX TS,TA tice for these clinics. must also have a 100% grade on Ed Pitman Redding CA TA There are two ratings available: Sun Valley ID Greg Smith all the technician specific exam TA Tow Pilot (TP) and Tow Austin Nancy Stanford TX questions, and demonstrate conTA Technician (TI). The later is the UT Fred Stockwell Salt Lake City TA sistent success at safely towing a person who operates the towing Paul Voight NY Ellenville TS,TA variety of pilots and gliders in varequipment. When truck towing, Phillippe Waffelaert Santa Fe TA NM ied conditions . The intention of the the TI may also act as the driver, John Yates Redding TS,TA CA clinic is to educate and verify you or there may be a separate driver have the knowledge and proficienwho is directed by the TT, as is stationary, whereas with the static line cy to tow on your own. However, as required for boat towing . You can the vehicle must move forward and so in foot launched fligh t , you are acquire either or both of these ratings uses more space. With a payout reel a responsible for yourself when it few hundred feet of towline are first by attending an approved clinic comes to judgement regarding your laid out, then as the glider climbs the which is conducted by a Tow own safety with respect to equipment Administrator (TA) . The TA is additional line spools out, and allows and site selection, operation , maintethe glider to climb much higher than appointed by a Tow Supervisor (TS), nance, and flying conditions. who in turn is appointed by the the distance equal to the initial tow line Towing is inherently more dangerlength. Payout reel is the recommendUSHGA Paragliding Committee. To ous than foot launching because of ed equipment for towing, though static become a TA, you must be a current three added complexities : 1) more line and winch can also be used. This instructor. The following people have equipment, so more chance for error, is because it is most popular and availbeen appointed to the positions indi2) coordinating with others, so greater ab le in this country because of our cated: (see box) chance of confusion and miscommuIf you wish to become a TA, con"wide open spaces" relative to say nication , and 3) the addition of the tact a TS and arrange to have them Europe or Japan . Also, because when towline thrust force, which changes observe your training operation for wind , turbulence, or lift is encountered the operation and response of the and increases the towline tension, the approval and appointment. If you glider. However, towing is safer in wish to be trained for use on a particbrake can be set to automatically paythe sense that it can eliminate such u Ia r type of system, you need to out line faster to alleviate this additionproblems as getting blown over the attend a clinic where that type of sysal loading. back of a ridge. If you approach towtem will be used.

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PARAGLIDING, THE MAGAZINE

ross

anadian A Look at 1992

by Vincene Muller

Since Sean Dougherty flew 57 km in 1990,Golden has been the launch site for the best cross country distance flights in Canada each year.

In 1991, there were six flights over 100km, the longest was 11 O km by Peter Maclaren of Vancouver. Chris Muller, Willi Muller, (108.72 and 101.5 km each) and Sean Dougherty (101.5 km) were the other pilots. Kazuyuki Takahashi of Japan flew 96km to Radium, the longest flight on record by a Japanese pilot.

The end of June, 1992 brought the first good paragliding flights.

Peter Maclaren attempted 100km out and return flight on June 22.

Unfortunately he was unable to get enough altitude to take his finish photo and landed with 99 km, a remarkable flight! Peter then flew 120.19 km on June 25 to set a new official Canadian Record (previous 108.72 km). Glenn Derouin of Can more flew 109 km the same day.

In July Kazuyuki Takashi was back, this time with a group of 1O pilots who hoped to set records.

Two women pilots were in this group. Despite several days of rain which made the road to launch impassable at times, they did get some memorable flights. On July 11, Chris Muller, and Fumiya Matsungaga were able to get ahead of a storm and Fumiya flew 104.92 km to Windermere. Chris completed his task, a Flight to Goal, the bridge at Canal Flats in 5 hours and 40 minutes to set a new World and Canadian Flight to Goal Record and a new Canadian Open

Distance Record 146.22 km.

On July 16, Yoko Tsuchiya filed for a flight to goal, Mt. Spillimacheen and then flew on to land at Kinderley Creek for 76.97 km, open distance. This flight would have given Yoko six records, World, Canadian, and Japanese Feminine Open Distance (76.97km) and World, Canadian, and Japanese Feminine flight to goal (57km). This flight took over six hours. However despite having takeoff, landing and complete flight documented by a Japanese television crew, the record applications were not acceptable as the electronic barograph used by Yoko failed to print out her flight path.

Disappointing!

Three other Japanese pilots, including Yoko's father flew over 75 km the same day.

Chris Muller flew to Windermere for 108 km.

The Western Canadian Paragliding Championships in early August brought 48 pilots, to compete including some US team members, and almost as many free flyers. Meet Director, Stewart Midwinter planned an out and return task, but was convinced the pilots wanted open distance. It was a good call, six pilots flew over 100km, with Chris Muller winning the flight with a 119 km flight to Fairmont. Stewart was pleased that he had changed the task as he had a 93 km flight to Radium.

6

Severe electrical storms were forecast for day 2 and the day was called, another good decision. Day 3 a race to Parson was the task. Ten pilots completed the task with Chris Muller winning the task and the meet.

In 1992, Richard Noel reported seven cross country flights near Quebec city. Five were ATOl tow flights.

In Alberta, Sean Dougherty flew 27 km from tow near Wetaskiwin (the longest flight of the day) and Willi Muller (50 km and 10 km) and Chris Muller (40 km) had XC flights from Cochrane.

Peter Maclaren had several flights at Pemberton, BC, the last one 16 km in September. Due to flying in New Zealand and Australia in the off season, Peter had amazing statistics for 1992: 34 XC flights, 1039.5 km in Canada for a total of 1298 km for the year. On the way Peter also set Open Distance Records in New Zealand and Canada and placed in the top three in the Australian Nationals and second in the Western Canadians. Not a bad year!

Sean Dougherty was not able to spend much time flying in 1992 due to finishing his doctorate in astrophysics, but managed another 100+ km flight in Golden and then spent a week flying the Owens in California. In one flight he managed a World Altitude Gain Record of 3671.7 m plus Canadian Out of Country Records for Open Distance, Altitude Gain and Dogleg Open Distance.

What will 1993 be like?!?

PARAGLIDING

• Y.IREBIBll

SITES

INPll<N LINE

by Jeff Teal

/<PACH!

Juneau ... A gold rush boom town still prospers as Alaska's Sate Capitol. A small town in Southeast Alaska , Juneau is a hiker's paradise. As for the flying , the hike and fly potential is unlimited! Example: At the end of 6th street in downtown Juneau is the Mt. Roberts !railhead; a well maintained trail through a Sitka Spruce forest, to high alpine conditions above 2000 ft. Mt. Roberts tops out at about 3200 ft.

On the right day from the summit , you can fly from Mt. Roberts across the Gastineau Channel , over the luxury cruise ships, and land at Sandy Beach on Douglas Island (incidentally this was my first flight , July 4, 1991) The summer days here are very long . Plenty of light to get an early morning flight, before work, or sneak one in on the way home.

I met Bill Mendenhall (from Seattle) who was in Juneau for business one evening while Mike Depner and I were inspecting our gliders at Twin Lakes Park. He was interested in flying so we left to hike up Mt. Roberts at 8:00 pm . We arrived on the summit with no wind , good aggressive run , flight check, and off, three perfect launches at 10:30 pm! We were then treated to a 20 minute sled ride in the silky smooth buoyant air above the Gastineau Channel, all the while watching the sunset behind the Chilcot Mtns. All three pilots ended the flight with perfect landings in the empty industrial park at the base of Mt. Roberts .

Thunder Mt. is Juneau's premiere ridge soaring site.

Located 3000 ft above the Mendenhall Valley , this ridge affords views of the Gastineau Channel, Steven's Passage, and Admiralty Island to the south . To the north , the Mendenhall glacier and the Juneau Ice fields , (larger than Connecticut) are spread , covered with marmots that scream bloody murder during every flight.

On the really nice days, some of the local pilots get together and go heli-gliding with the help of the wonderful people at Temsco Helicopters, who work us into their busy schedule.

Nothing beats hopping in a chopper with your glider for an exciting heli ride to the top of the ridge. As the chopper leaves, you feel that cool breeze in your face , and see 5 Bald Eagles already soaring in front of launch . A few minutes later you will join them.

The pilots of Alaska invite you to join them , if you are venturing up north contact Jack Krienheder at: (907) 465-3568)

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~" Y.IREBIRDJIG FIREBIRD U.S.A.

7

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

by Claudia Stockwell I'm pleased to bring you more women with wings. Since the first installment last year, I've spoken to many women about their flying experiences. On the whole I've found we are quite in-tuned to our senses, we fly more instinctually than most men. Women are more concerned with the quality of flight, rather than the numbers, how long, how far, how high, how many . No longer is the spirit of adventure exclusively masculine. Many of us 'girls' are pushing our wings to XC goals and even competition. Yet we continually seem to balance the sheer enjoyment, and excitement with reality checks. It may be that women tend to be more grounded than men . So when we do take flight we are more aware, and generally don't take this realm for granted.

My imagination was captured, by a statue I saw, on a recent trip through Las Vegas. It sits outside ofCeasar's Palace and depicts a winged lioness, with the head and torso of a woman. This majestic creature sits on guard like the Sphinx of Thebes, minding what she holds dear. She is the ultimate watch cat, a beautiful woman with wings. To me she epitomized many of the women I've met in paragliding, evoking the common sense factor in sport flying. Keeping pilot egos in check and guarding against dangerous choices. While at the same time bringing out the basic elements of beauty, and simplicity, in personal flight.

Paragliding, for many of us, is more than just a sport, it becomes a part of our life. We speak of being"hooked", but I think we really mean we fell in love. One of the reasons we feel so strongly about paragliding is that it allows us to make choices, and expand our normal limitations. It is the freedom we love, as we take each measured step towards self discovery .

8

PARAGLIDING, THE MAGAZINE Janice Waddington Calgary, BC Canada Janice was interviewed during the rained out 20th Annual Co chran e Meet, By Adam Hunt also a Canadian pilot. Janice is probably uniqu e in th e paragliding world as she is completel y deaf She learned to fl y by lip reading from her instructor. Her story is an example of perseverance and courage in the face of adverse circumstances.

Janice: " My first flight was in June of '91. I was trained on a Birdwing canopy, although my first solo flight was on my husbands Kestral. One of the most exhilarating experiences I've ever had was my very first flight ever, Tandem with Wayne Bertrand, who became my instructor. I had been around paragliding for about three years then and so I knew what to expect. I was excited more than nervous, we launched off a 1600 ft vertical mountain. When we were in the air I let out a loud "Yahoo" , it was so good. We laughed when we landed, jumped up and down and hugged each other. It was so great, I knew then that I wanted to fly. I took my instruction from Wayne using his Birdwing, be had to modify his teaching a bit because of my hearing impairment. Instead of using radios we used hand paddles . I needed a lot of one on one instruction, Wayne is an excellent teacher. He really gave me the confidence that I have now.

I'm a conservative type of pilot. My concerns for the future lie in things like learning to fly cross country, and not being able to have radio contact with other pilots, or things like that. At meets and fly-ins everyone is talking and sharing experiences and infonnation , I can hardly get any of it. I participate as much as possible, but when the conversation switches fast I miss a lot.

I've had to teach myself almost everything , whereas you guys can benefit from overhearing things, like about weather or possible problems. I've probably progressed more slowly than other pilots have. I had to build the confidence in myself. That was scary at first - that is scary. But now I talk to myself in the air, I'm not ashamed to say that, I think it's good. You have to have confidence in your direction. It's one thing to talk about cross country _flying, it's another thing to do it. There is no point in me buying instruments and do dads if I'm not going to use them.

Everyone has a comfort level and I haven't flown enough yet to really define where my comfort level will be.

The canopy I own now is a Custom Sails Alien , I love it. I don 't feel I have the skill level yet to demand high perfonnance. so I 'm quite happy to trade off performance for stability to give me more peace of mind in the air. I've seen too many people who have been flying gliders that are beyond their capabilities, and I've seen some of them have accidents . I'd rather be comfortable in the air. If you start being afraid all the time. afraid of your canopy, afraid of collapses then it isn't fun any more.

My most memorable flight, besides that first tandem, would be my first flight off Lady Mac(Mount Lady MacDonald , near Canmore Alberta) It was phenomenal , a 3000ft descent. The day

was just perfect for a mountain flight. It was fun to be in the air long enough to take a look around and see what it's all about. I got to take a good look at my wing while it was flying . You never get to do that at the training bill - it's just launch and land.

Lady Mac is an excellent site, and the landing zone is huge.

My husband Mike and I have seen a lot of people doing mountain flights , who don't know what they are doing. I once saw someone miss a landing zone that was half a mile long - no kidding. There is a really dominant attitude out there particularly among people who have been flying for a year or so, they think sled rides aren't worthwhile anymore. If they can't soar and gain big altitude they don't want to fly . You get beginners watching that and they think this is what they have to do right away . I can't emphasize safety enough in this sport. For the good of the sport attitudes need to change. We should never put "big air" first and safety second. Mike told me once that every flight is different.

This was back before I was flying. He said even on the training bill every wind is a bit different each thermal, each landing.

Every flight we can learn something new . You have to know your limits, you can always fly tom01TOw. Flying has definitely change me. It has added another dimension to our lives . We love to camp and hike, it's the icing on the cake to be able to fly down and see the area from a different perspective. We love to be outdoors and if we can't fly then we canoe or mountain bike. But once you've flown and had that feeling of your heart pounding in your chest, and the exhilaration of being above the trees and planning where you will land . It kind of makes everything else pale. Paragliding can be a tremendous amount of fun, if you respect it. You need to develop respect for the air right from the beginning, then there are a million thrills to be had ..

C.J. Sturtevant is one of the jl.yi ng ladi es in

Washington state . Sh e has been a hang glider pilot for over 10 y ears now and sh e was one of the originators of the "Women with Wings" newsletter, for hang gliding some years ago.

C.J.; "My h u s b a n d George and I began flying hang gliders in 1982 on a whim. We'd done a wide variety of other "adventure sports", but nothing in the air. I thought some slides and first hand experience stories would enhance my sixth grade science unit on flight.

So we signed up for a weekend of hang gliding lessons. Our lives changed that weekend, by day two we were thoroughly hooked 9

PARAGLIDING, THE MAGAZINE thoroughly hooked on flying.

Both of us are teachers, so for the past 10 years our summers have been dedicated to travel and air time. 1n 1989 a group of us Northwest air junkies spent 2 glorious weeks in Europe, skying out over the Alps in France and Switzerland. It was a marvelous adventure, far more exciting than anything we'd experienced in the U.S. Among the novelties of European flying were the swarms of parapentes sharing the thermals with us. We had encountered the occasional paraglider in our travels back home, but they seemed slow, unsoarable and prone to do scary things in strong air. But these European "jellyfish" were right up at cloudbase with our hang gliders. Very interesting! George and I vowed we'd learn to paraglide before making another trip to Europe.

Then in the summer of '91 I had the opportunity to fly with the American team in the Women's World H.G. championships in Kossen , Austria. The time had come, rather than lug two hang gliders along, George (my trusty sherpa and ground crew for the meet) decided to learn how to paraglide and leave the bulky heavy hang glider at home. The plan worked perfectly, he'd take the early lift up to launch, get in a flight while we ladies were setting up our gliders , hop on the lift and get back up in time to jockey our gliders into launch position. Once we were all off he'd get out and soar the mountain until we were out on course and needed him to chase. George came home hooked on the quick and easy wing, and hasn't really gotten back into hang gliding since then.

Not to be left out, I took lessons at the end of summer, but I wasn't the instant convert George was. The thermal soaring season in the Northwest was past, and I was not comfortable being blown around in winds strong enough to ridge soar. We had one glider to share between the two of us, it was the perfect size for George but too big for my 115 lbs. I did a lot of sled rides and worked on my launch and landing technique. But I flew my hang glider whenever conditions were soarable. We became experts at finding sites that were suitable for both hang and paragliders.While I appreciated the freedom from stuffing aluminum battens in 20 degree weather, I still wasn't finding paragliding very rewarding.

Spring arrived in April and in one memorable flight I became a paragliding convert. It was a warm thermally day at Saddle Mountain, in Eastern Washington, and over 40 pilots were there for an informal fly-in. I launched in light conditions and in one thermal gained more than 4000 ft. over launch, my first thermal flight in a paraglider. Now THIS felt like flying! I was able to cruise a couple of miles down the ridge, come back low and climb out again and again. Eventually I landed on top next to our camp. At last I'd experienced what, 8 months earlier had hooked George on paragliding. Now I too was hooked.

I've taken over ownership of a Wills Wing 121 and George flies a WW 123 That way we both have gliders for conditions light enough for me to fly in , and in strong wind I opt for my hang glider and George flys my 121. Light wing loading and 10 years experience with thermals pays off- I love being able to sky out with the guys, and I appreciate being able to do so without having to beg for help getting my wing off the car or can·ying it to launch.

My paragliding goal for the summer is to do some cross country flying, but I'd like to have a wing that's a little bit faster, and has better penetration, before setting out across "no man's land." I

love the stability and soarability of my Wills Wing, but I don't like needing help to launch it, and I'm terrified of being blown back into the trees in a strong thermal gust. I'd be interested to hear what other light weight pilots are flying cross country. I keep hoping that some of our flying buddies wives and girlfriends and daughters will see that this is definitely not an all male sport. Corne and join me in the sky.

Janet Moschard, Whistler BC Canada Although I've never met Janet in person I have written and spoken to her many times, I hope this will be the year we will meet, l 'm sure we have a lot in common.

Janet: " My debuts in paragliding were partly psychological (I flew a lot in my dreams, and worked for a while in airport planning) and the other part was geographical, I lived in Verbier Switzerland in the mid '80s. For nearly a year I watched the colorful canopies floating down from the surrounding ridges in the Swiss Alps. Then one day along with my husband Joris , we started training for the Swiss rating. That was in the spring of 86. My first paraglider (which I still get out of the bag yearly for a nostalgic flight) was an Ailes de K "Aster - X", with a revolutionary glide ratio of 3.5:1. Most of our spare time was spent climbing and flying in the Alps that year.

We moved to Whistler B.C. at the end of 1987 and were among the first "pioneers" of paragliding in Canada. We knocked on a lot of doors the following year, until one of them finally opened. Blackcombe Mountain allowed us to fly on a demonstration basis . We became affiliated with the Hang Gliding Association of Canada and started teaching here in Dec. of 1988. Now five years later, the rest is history.

My "Aster- X" was successively replaced by a "Parallel", Ailes de K "Genair", and "Trilair" , and now a Pro Design "Challenger C". Although the glide ratio may have doubled, the pure pleasure of being airborne remains the same. I log several hundred flights a year and have flown in Switzerland, France, and Japan . Some of my most memorable flights have been logged right here in B.C. Blackcombe Mountain for duration and 10

PARAGLIDING, THE MAGAZINE Golden and Pemberton for my first XC attempts(personal best 30k so far). My next planned flying expeditions are I'lle de la Reunion and maybe even the U.S. A. (read Utah).

Although I must confess to having had a few nightmare flights, paragliding remains for me a dream, a window on the world. So far as an instructor, it has been well worth the risks and responsibilities that sharing the dream with others , especially here in North America, implies.

their own certain style of flying. I enjoy the fact that its only me up there, and the decisions I make are my own. It's a personal freedom that I don't get from anything else I do. I often find myself talking aloud, thanking the wind and sky for letting me share this magic by allowing me to fly.

One of my most memorable flights or rather total flying experiences was in the Owens Valley Oct. '92, where I learned I could sky out with the best of them. Hanging out with pilots from all over the world was quite a treat. I got to know and become friends with Rob Whittall, he invited me to Germany for Christmas. I had a chance to fly with the Firebird Team.

This visit had a great impact on me, after flying in the Alps I knew what I wanted to do .... For over a year now I've had a strong desire to fly cross country and compete. I wasn't sure I had the right stuff, but now after getting to know some of the competition pilots, I know that desire is one of the main factors for competition. I don't mean this in a way to discount knowledge or experience. It is important to have a solid base before getting into something that may be over your head.

Paragliding is unlike any other sport I've experienced . It's peaceful yet exciting, it takes you up but also brings you down to earth.

In March this year I was able to return to Germany , and take some XC lessons from Rob Whittall and Andy Hedigre. It was great, I want to fly as much as possible, at as many sites as I can. I hope to compete this year, in the U.S. and in Europe.

The sport is still young (and so am I ) and there is a lot to learn . Flying is rapidly becoming a big part of me and my way of life. I hope some U.S. pilots will come and join me in Europe this summer. Let's spec out and smile .

Sharrelle Rogers, Aspen, Colorado I Salt Lake City, Utah.

In my opinion Sharrelle is one of the up and coming competition pilots, in the U.S. If desire is a requirement for doing we/1 in a meet Sharrelle is the one to watch.

Sharrelle: I was i ntroduced to Paragliding in the spring of '91. I enjoy participating in outdoor sports, although I don't think this is a pre-requisite for paragliding. I came out to visit my best friend in Salt Lake City , he told me he had yet another new sport to show me that would beat all the rest, It bad taken over his life and I would soon find out it would take over mine as well.

He couldn't wait to take me to the training hill. I found the beginning lessons quite easy, despite a few tumbles . It's about as easy as running(falling) down hill.Soon I was able to execute a clean launch by myself and an acceptable landing ( on my feet). I wanted more.

Returning to my home in Aspen , I took lessons from Jan Stenstadvold. I could really fly now. I bought a Stellar 25 and flew as much as I could. I moved to Utah in '92 to go to school and the big bonus was the great and abundant air time to be had.

I put in many hours on my Stellar and had some amazing flights on a UP FR 49. Currently I'm flying a Firebird Navajo.

I witnessed a couple of accidents early on in my flying career that forced me to analyze my reasons for flying. l came to realize that pilots need to exercise good judgment, and that comes from experience. Paragliding is as safe as you make it, sometimes this attitude is overlooked in early training . I feel that I am lucky in the respect that I am in touch with my ego. I know when to say "I'm not flying today" or "I think it's time to land" Even if other people are flying and it looks perfect.

Paragliding is a means of self expression for me. Everyone has

Karen Yates, I first met Karen two years ago when we went to the first Shasta Lake maneuvers clinic, put on by John Yates.

Karen was on hand eve,y day in her official capacity, in charge offirst aid, and she was also concerned with making sure eve,yone had enough to eat and drink. Paragliding is a large part of Karen's life and it is obvious the .first time you talk to her.

Karen: " I guess it all came from those unrelenting dreams when I was young . To be running along, then springing up, 11

effortlessly lifted into the freedom of flight. I became obsessed with trying to find a way to bring the ecstasy of a dream into reality. I hounded small airports and watched with delight as hang gliders ran off into the sky. But there was always some reason to leave me grounded. I kicked about the earth, exploring the dimensions which I could here attain, but ever conscious of the third ... the wind and her song. Trying to settle for the water world, I went to buy a kayak, met a friend and found a way to the sky!

I've been flying now for two and a half years, a progressive course which has taught me slowly the rules of THIS world. But the skies are an immense place and I certainly have a long way to go. No class rating designates when and where I fly; this cannot be written, but comes from inside. I want to fly forever, just as in my dreams. I love to fly just little ol' me hanging out in the air. Seeing where I can go, just how far. I'd like to work on cross country flights in the upcoming years. This for me includes all the challenges which paragliding has to offer. The ultimate mind game, like some extravagant game of chess. To be in the moment, with your senses talking so quickly to your mind, then the body fine tuned reactions. Thinking of the now, the future, the changing conditions the terrain under you, the air around you, the direction you want to go. All alone, the decision is yours and your life travels along under a brilliant rainbow of cloth; and the control lines are in your hands, there is a chance and there is luck, there is a choice and there are the laws of the world, and you are there. YES, this is more than a bungee jump.

Important to me in flying, despite the individualism of the sport, is the camaraderie. It is unique to find other air junkies and share their 'mystical' experiences of the skies. We all eventually end up back on earth.

Nothing beats the end of a day of flying with a good group of friends. I have never traveled so many places nor met so many people from around the world as I have since I've been flying.

The world seems smaller, just as it does when you are thousands of feet up above it. Travel anywhere and you 'II find 'family' (just look up). I can't compare the Alps of Austria or the harsh foreboding of the Owens Valley to any other,

but I suppose my favorite place to fly is my own North State (California) The closeness of our pilot family there is matched by the beauty of Mt. Shasta, Hat Creek Rim, Burney Mtn. the Whaleback etc. Of those, perhaps the magic Hat glass-off is my favorite to fly (I was married there in fact).

Safety in all aspects of paragliding is my soapbox message. One aspect of safety has been little addressed; as a small pilot I have seen some of the disadvantages for our "under 130" population.

Wings and equipment for small pilots are not as economic and practical for our manufacturers to produce. Too many times I have seen women fly "my boyfriends or husbands" glider, Airspeed, drag forces and wing loading all become much more critical the smaller the pilot. I hate to see women injured or frightened out of the sport because the gear is not appropriate. I currently fly a Nova Phoenix 22. Even light on this, I must always be cautious of the conditions in which I fly. When the Big Dogs are out having a booming time, often I watch and wait. But oh those light days, of ghost thermals, those are mine! It can never be stressed enough to us little guys, don't ego ( your own or those around you) throw you into the air. Eagerly I'm awaiting a Pro Design Compact 29, a custom run of wings designed for 100- 130 lbs. pilots.

Most of all, what I love about participating in this sport is washing the skivvy shorts of all the pilots who camp at our house, while attending the Shasta Lake Safety Clinics!!! I've also had the opportunity to become an expert at making large quantities of "gourmet" tuna and egg salad for many hungry bellies.

If you are a Woman with Wings, I'd like to hear your stmy. Call or write to Claudia Stockwell c/v this magazine to receive an outline for the next article

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PARAGLIDING , THE MAGAZINE

A Pilo,t to b·e Reckoned ~ith

by Martha Bellisle Kari Castle is an enigma in a sport predominantly comprised of men . On the average , there are three women out of a field of 100 pilots in most U,S. hang gliding competitions. Despite these odds, she consistently finishes in the top three or four overall! Kari's extraordinary results have placed her in the position to conceivably be chosen as the first woman on the six member U.S . World Hang Gliding Team, a goal Kari hopes to achieve this summer.

When she was young , Kari dreamed of flying . She would stare at the clouds and fantasize about jumping into them. The desire to fly was so strong that while she was vacationing in Calgary, Kari looked into taking hang gliding lessons.

After just one flight she was hooked , so Kari moved from Michigan to California to pursue flying full time.

Kari's involvement in competitions came about unexpectedly. "I was conned into entering my first competition ," Kari remembers.

Some friends asked her to enter as a "token woman" in their event.

Everyone was shocked and excited when the scores were tallied up and Kari had won!

That was all it took to spark Kari's competitive spirit. She began entering contests regularly and went on to accumulate some impressive results including five time U.S . Women's National Champion , 1st on U.S. Women 's World Team , and was the first woman to fly over 200 miles in a hang glider.

"It's a funny thing ," Kari pondered when asked why more

I

Kari Castle

women aren't involved in the sport of hang gliding . "Maybe it's because hang gliding is so physi cal. I believe when you first learn to fly you should be forced to carry your glider back up the hill every time. Most men pamper women when they are learning; they carry their gliders for them. Then when the women actually have to do it themselves , they are disillusioned, discouraged and give up."

"No one babied me when I learned ," Kari insists. "And I'm glad, because it made me tougher."

Therefore during the hang gliding and paragliding lessons taught by Kari and her boyfriend , Mark Gibson, everyone is responsible for carrying his/her own weight.

Kari and Mark are both certified instructors. Together they run Awesome Air, a flight school that 14

PARAGLIDING , THE MAGAZINE

have relatively weak upper bodies , Kari does specific exercises to build strength in the muscles used while flying . One workout in particular involves a "flaring technique " with dumbbells , which imitates the motion of flaring a hang glider.

Like many other hang glider pilots , Kari became intrigued when paragliders came on to the scene several years ago. She has yet to compete in a paragliding competition , however. "I want to learn a safe progression , " Kari maintains.

"It's easy to get over your head too fast because paragliding is so easy to learn."

Regardless of her caution , Kari loves the spontaneity paragliding affords her. She spends many an afternoon hiking up a hillside , launching , and soaring for hours .

Kari is unable to do this with her hang glider because of it's large frame and heavy steel cables .

Although Kari has shied away from paragliding competitions up to

now, she expects to begin competing in the summer of 1993. She has managed to set the women 's open distance record in a paraglide r: 59 miles , set in the Owens Valley.

Paragliding grows in importance for Kari each year, but the primary form of flight she has preferred over the past ten years is hang gliding.

Hang gliders are faster, fly farther, and have been around longer than paragl iders , thus she feels more confident with hang gliding technology.

The Owens Valley is where this thirty-two year old pilot calls home.

She was drawn to the eastern Sierra four years ago because of it's dramatic soaring conditions and magnificent scenery . "There is nothing like flying in the mighty Sierra," exclaims Kari. "When you soar in the mountains you truly feel like you are one with them; it's awe inspiring!"

Even though the Owens Valley

holds a special place in her heart, Kari doesn't have a "favorite" flying area. "One wonderful thing about flying is that you get to fly in different places in varying conditions," maintains Kari. The opportunity to travel and experience numerous flying areas is a bonus.

Kari dreams of being able to fly full time . She would love to go on expeditions that flew from mountain to mountain, launch site to launch site. "I'd love to add more adventure to the routine ," Kari explains.

"It would be great to go "sky camping" where you could hike up a mountainside and fly off to your next camp."

Whether paragliding or hang gliding , Kari finds the freedom and challenge of flight to be like no other. "It's so satisfying to be able to work with mother nature," Kari exclaims. "I love having the confidence to analyze the situation , consider the limitations, then go!"

Note: Kari has just returned from the Womens World Hang Gliding Championships in Japan .

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by John Bouchard Like all aviation, paragliding is full of trade-offs which involve good news and bad news. The good news is that because of the extremely limited speed range, choosing the speed to fly to maximize glide in various conditions is relatively easy compared to sail planes or hang gliders; the number of conditions the pilot needs to recognize are quite few and they are easy to ascertain.

None the less, the pilot still has to understand the relationship between sink rate and speed. The next few paragraphs will focus on the importance of air speed in the glide ratio equation and will try to show the paraglider pilot why he must thoroughly understand the real performance of his glider if he is to be more than a dandelion seed drifting in the wind.

Sink rate is a description of the vertical movement of a paraglider. We shall represent it by a vertical arrow pointing downward.

Glide = (1800 ft I min horizontal )/(300 ft I min vertical)=6/1 In 300 fpm sinking air the equation changes: 300 fpm

1

300 fpm sink 1800 fpm flying speed

glide = (1800 ft I min)/(300 ft I min = 300 ft I min) = 1800/600 = 3/1

r~m

In 300 fpm sinking air with a 5 knot tailwind:

l

300 fpm sink 1800 fpm flying speed

Since we all use variometers which measure sink rate (vertical speed) we are fairly familiar with the concept and have an accurate sense of how a paraglider performs in this area.

Air speed is how we describes the horizontal velocity of the glider relative to the air. It is represented by a horizontal arrow Few pilots fly with airspeed indicators so optimistic opinions of a paraglider's airspeed are not uncommon.

A glider's movement through the air is a combination of vertical and horizontal speed, and is represented by both arrows.

500 fpm tail wind

glide = (1800 fpm flying speed + 500 fpm tail wind) I (300 fpm + 300 fpm sink) = 3.83 I 1 The Polar With all aircraft there is a specific sink rate with a specific speed range. Alternatively said, there is a specific speed and sink rate with a specific angle of attack. This is represented graphically by the "polar diagram". The reader should notice that we used "maximum usable speed" instead of "maximum speed".

Horizontal Speed

We shall detour here to explain our terminology. Sink rate is measured in feet per minute or meters per second.

Speed is measured in miles per hour, knots, or kilometers per hour. For consistency, we should use the same units.

s n k

One knot = 6012 ft. One knot I hour= 6012 ft I 60 minutes. One knot = 100 feet per minute!

a t

e

This is really convenient for calculating glides, and we shall use this for the rest of the calculations.

Glide describes the trajectory though the air, for example: 300 ft I min. sink rate= 300 ft I min vertical speed 18 knots flying speed = 1800 ft I min. flying speed

This can also be represented by a numerical table for an imaginary high performance paraglider.

18

FOR

Still Air Sink Rate 230 fpm

Speed 12 knots (1200 fpm)

.LLD.

Min Sink Best Glide

260 fpm

17 knots (1700 fpm)

1700/260 = 6.54

Max Usable 310 fpm Speed

20 knots (2000 fpm)

2000/310 = 6.25

1200/230 = 4.35

MEMBERS ONLY:

This table is modified below to show the effects of sink and wind on glide.

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300 FPM Sink Min Sink: (1200/230) = 1200/(230 + 300) = 2.26

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Best Glide: (1700/260) = 1700/(260 + 300) = 3.03

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Max Speed: (2000/310) = 2000/(310 + 300) = 3.27

5 Knot Headwind Min Sink: (1200/230) = (1200 - 500)/(230) = 3.04 Best Glide: (1700/260) = (1700 - 500)/(260) = 4.61 Max Speed: (2000/310) = (2000 - 500)/(310) = 4.83

12 Knot Headwind and 300 FPM Sinking Air Min Sink: (1200/230) = (1200 - 1200)/(230 + 300) =O Best Glide: (1700/260) = (1700 - 1200)/(260 + 300) = .89

Min Sink: (1200/230) = (1200 = 500)/(230) = 7.39

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Best Glide: (1700/260) = (1700 +500)/(260) = 8.46

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Max Speed: (2000/310) = (2000 - 1200)/(260 + 300) = 1.25

5 Knot Tailwind

D

Max Speed: (2000/310) = (2000 +500)/(300) = 8.33

The perceptive reader will have noted the relative importance of knowing the actual performance data for his paraglider. That reader should now be scribbling calculations with what he assumes are his glider's performances and shortly he will be perplexed. If he uses the manufacturer's speed data with the sink rates he know are real, he will obtain glides approaching hang glider performances which is not likely. The good news is that it doesn't matter. To maximize glide the pilot need only recognize and react to three conditions.

D

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Conclusions

Card # _ _ _ _ _ _ _ _exp date_ _ __ Signature ------------~ Name ------------Address -------------~ City, State, Zip_ _ _ _ _ _ _ _ _ __

1) In lift, maximize the altitude gain - usually fly at minimum sink.

2) In a tailwind fly at best glide.

3) In a head wind or sink, fly at maximum usable speed.

Please Mail, Fax or-Phone: NAA,1915 N. Fort Myer Dr., ste700, Arlington, VA, 22209 Phone: 703-527-0226 FAX: 703-527-0229

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make numerous strategic decisions before and during a flight and they all affect the ultimate outcome. There is the goal to select, the choice of courses to take, the timing of each move along the wa; , the element of risk the pilot is willing to take, and speed to fly once a direction has been chosen. That's one flight, through !TY the idea of your flight through the · paraglider. N ment in the sp of paragliding. Have you pondered

t's time to launch. Out on the horizon ays the g . The route to follow is there, but invisible. I have o watch the weather, go with the t1ow and make decision on the way. In., the past it's been plenty turbulent and I e pect to fin some more. That's just part of the game. I've done my pre · . I'm ready. The cycle is on the upswing, lets do it!

So off I go on a cross country flight into paragliding joum ism. The primary goal will be to explore and expand our sport of paragliding. To go where no paragliding writer has go before. I'd like to look beyond the "How To" concept and ove towards loftier goals. To do the Jonathan Livingston Seagull thing and rise to a higher level.

The term Airways is a multipurpose word that pertains nicely to paragliding. One obvious connotation might be the "ways of the air". It could mean the physics, the micro meteorology, the aerodynamics, that stuff. Or, the discussion could be about the social and political aspects of the sport as in the "right of Ways" rules, FAA rules and etiquette. Maybe we could becom Luke Skywalkers, communicating with the air in our attempts to "feel the force". Or, if we could become really cosmic and contemplate the universal truths and questions like "Jf God had intended us to t1 y ... ". Some other time. At this time fve chosen the interpretation of an "Airway" as a path that a pilot would follow.

Using the analogy of the cross country flight, pilots must

I

There are an amazing number of choices that you could select.

Here is just a little list, in need of additions and sorting. Cross Country, director, instructor, cliff clown, recreational, fame, fortune, competition, weekend warrior, salesman (helmet, reserve, ots, oxygen), aerobatic, meet head, sled rides, tandem, serious, 'ter, maneuvers, practice, show business, thermal, guru, story er, coastal, airtime, bi-wingual, editor, in this for fun, death h, photogra her, and ridge lift. goal is, is important because it helps you define the essioo that will get you there. Your instructor had a progression to get you to your first flight (I hope). The U.S.H.G.A. has the pilot proficiency rating system to help students become pilots. i'.Wl need to think about where you're going from there. What s" will you take.

Heavy isn't it? Think of it as ballast for the brain! Like the cross country pilot who carries water under the seat, it will help you fly your chosen flight path even faster.

Ken Baier, Instructor for Airjunkies paragliding school, Southern California (619) 753-2664

20

THE EAGLE and the NEZ PERCE

by Todd Bibler

Perce he had never been accepted by the Umatilla and now he was looking forward to going home. In a few minutes a taxi would be by to take him to the bus station.

Suddenly he said it again, "When you walked in I thought you were the sky." Removing his baseball cap he untied the feather that was tied to it, saying, "I am not supposed to give you this, but it is an Eagle feather, and it is your medicine.

Keep it with you but do not show it because it is illegal for you to have it."

Astounded, I said that I considered it an honor to be presented with this Eagle feather, and told him that I fly paragliders and had seen Eagles while thermalling a couple of times.

He said he had tried hang gliding many years ago but had quit because so many of his friends had crashed. Just then the taxi arrived and as the Indian rose to leave I shook his hand and thanked him.

A few minutes later as I was leaving town I saw a large Golden Eagle float down and perch on a fence post by the side of the road. Pulling over, I stopped not 30 feet away.

He looked magnificent and fierce. We stared at each other for a few seconds, then he spread his wings and effortlessly soared away.

After driving tor eight hours through the Oregon Christmas blizzard, I stopped for a burger and beer in Pendleton. As soon as I ordered an Indian came to my table , sat down , and said "When you walked in I thought you were the sky."

Assuming I had misunderstood, I ottered him some trench fries and we chatted about "Life and Strife." A difficult emotional breakup with my girlfriend consumed my thoughts as the Indian told me he was leaving his wife to go back to the Nez Perce reservation. He had married an Umatilla woman and life on the Umatilla reservation had been hard. As a Nez

21

PARAGLIDING, THE MAGAZINE

1993 TORREY PINES WORLD AIR RACES

By Karen Yates

The Third Annual Torrey Pines Air Races were once again a great combination of Friends, Fun and Fast Flying . This year the races were run differently from past years in that there were two separate classes; Intermediate, for certified, unmodified, intermediate level gliders (although the pilots were not intermediates) , and the Open Class for all of the tricked out racing machines.

The time trials began on Tuesday, April 6th.

Conditions the first day were the best of the entire contest, with winds in the high teens.

The larger pilots, proudly pushing the upper limits of their gliders' placards had little problem clocking some fast times . Very innovative water ballast containers were constructed by the "average" sized pilots to give them the additional speed (Water was the only form of ballast allowed in this year's races - up to 50 lbs, and one must remain in the placard of the glider). Each day of the trials saw lighter and lighter winds. Out of it all though Zach "Attack" Hoisington once again had the fastest qualifying time (We think it has something to do with the combination of his long legs, the Challenger C, and the duct tape on his shorts) .

On Friday, when the official races were to begin , the high pressure building inland left conditions hot , sunny , and winds very light and cross from the north. The "window" was opened for approximately one hour in the afternoon to allow several heats to be run . Due to the weak conditions the judges decided to move the south turn point north across the gap and make the races two laps instead of just one.

Several pilots burned up their adrenaline on the hike up from the infamous Blacks Beach .

On Saturday the wind lazily lapped in at 2-4 mph. As

the pilots began to get restless sitting around on the cliff, it was suggested to have a glide ratio contest down to the beach .

As what little wind there was The Winners, Chris Santacroce Open class, and Nat died down , all the pilots pitched in $5.00 to the "winner take all pot". Most of the pilots dove off the cliff like lemmings to the sea. Alex Kaiser from Austria flying a 34 sq .m Condor made it the furthest down the beach and took home his winnings of $125. Chris Santacroce came in second, flying a UP Katana FR, and Dave Bridges placed third, floating out on the new Edel Racer II .

Chri

Nate Scales flagged at the last turn point by Sky Gordon

22

Hugh Murphy succeed Marcus Salvemini as holder of the record for the slowest winning flight at the Torrey Pines World Paragliding Races.

Hugh scratched and clawed his way up the cliffs for 20 minutes and 43 seconds before gaining enough altitude to cross the gap to the south tum point; while his faster opponent sank to the beach.

Marcus Salvemini and Hugh Murphy

Sunday had been the official "rain day", but turned out to be the only good day of racing .

Unfortunately, several pilots frustrated by the previous conditions, or having had other engagements, had gone home and were unable to participate. The wind speeds were moderate to strong , but being that they were so cross it added an element of strategy and luck to the heats.

Down wind legs of the course were screamers, but heading north, even the fastest gliders seemed to creep .

The excitement level was high, and Scales Intermediate class many of the races were very close.

Scott Gressitt and Lee Kaiser had to run one race three times, as there were problems with the turn points. Each time the winner of the controversial heat agreed to race over again. Lee Kaiser finally won the race, but Scott received the sportsmanship award for his admirable stand in the face of any question.

In the end it came down to 'some very close matches. It was amazing to see the brilliant young talents of the pilots who placed in the top ranking.

Whether showing their mastery at ground handling or bolstering their innovativeness in aerodynamics and air skimming, it is remarkable to see such fine tuned "natural" talent amongst these pilots . And their enthusiasm for "strategy". From duct taped sneakers, shorts and risers, to pounds of water weenies (bicycle inner-tubes filled with water) stuffed everywhere. They were surely a kick, although nothing took away from the seriousness of the competition.

Though plagued by the uncooperativeness of mother nature, the elements of sportsmanship, competition, friends , and fun prevailed at this years races. Several of this years new intermediate level gliders made their debuts , giving all the pilots a look at what is coming out. The trends show that gliders are reaching , Santacroce UP Katana, and Scott Amy Airwave Voodoo at the starting line. the "primo's" in performance, but call for safety as an essential attribute.

Representation from areas outside

23

PARAGLIDING, THE MAGAZINE the U.S. was not so strong this year, but many U.S. pilots showed for this years event. For many it was their first competition and this in itself is a sign of increasing talent and pilot skill and numbers in our country. Many who attended have flown in numerous world competi tions and bring to the event their skill and honed "professionalism".

We look forward to this event in the future . We thank all the sponsors who donated their time , effort and support. To Bill Bennett for hosting the races and the well needed buffet get togethe r, to Marcus Salvemini , and Roger and Jody Greenway for th e i r eff o rts in organization and record keeping . To Sky and Joe Bill for doing and outrageous manning the turnpoints . To Joe Gluzinski for announcing and keeping up the optimism , and to all who helped so much to pull together to make another event in our sports history.

FIRST PLACE OPEN Chris Santacroce - UP Katana FR Sponsor: UP International Prizes: $300.00 Stellar Paraglider from UP Int. Solomon Paragliding Boots from Yates Gear Ball M30 Vario 2 Nights Penthouse Suite Marriot Residence Inn Edel Calendar Edel Video

Places & Prizes FIRST PLACE INTERMEDIATE Nate Scales - Pro Design Compact Sponsor: Paragliding, the Magazine Prizes: $300.00 AT Shadow Paraglider Solomon Paragliding Boots from Yates Gear Ball M30 Vario Edel Calendar Edel Video

SECOND PLACE OPEN Zach Hoisington - Pro Design Challenger

C $250.00 Paraporter Harness Ball Jacket Edel Calendar Edel Video Edel Gear Bag THIRD PLACE OPEN Jim Grossman - Apco Supra $200.00 Edel Windsock Edel Calendar Edel Video Edel Planner Book FOURTH PLACE OPEN Dave Bridges Edel Racer 2 Bob England - Apco Supra Lee Kaiser - Nova Sphinx $50.00 Wind Speed Indicator $20.00 Gift Certificate Elephant Bar

'

SECOND PLACE INTERMEDIATE Mitch McAleer - Edel Space $250.00 Paraporter Harness Ball Jacket Edel Calendar Edel Video THIRD PLACE INTERMEDIATE Maria Quintana - UP Stellar $200.00 Edel Calendar Edel Windsock Edel Video FOURTH PLACE INTERMEDIATE Joe Gluzinski - Pro Design Compact Bill Lawrence - Pro Design Compact Hugh Murphy - Pro Design Compact Edel Video Wind Speed Indicator

SPORTSMANSHIP AWARD Scott Gressitt - Pro Design Challenger C $50.00 Gift Certificate Elephant Bar

24

earticii;iants: Open Class Zach Hoisington Josh Cohn John Yates Chris Santacroce Joe Gluzinski Scott G ressitt Scott Amy Mark Ferguson Rob McKenzie Woody Woodruff Paul Ferguson Fred Lawley Bob England Franz Wolf Ed Kumaropulos Lee Kaiser Alex Kaiser Jim Grossman Mitch McAleer Bob Ryan Dave Bridges John Thomas

Challenger C Pro Design Challenger C Pro Design Challenger C Pro Design Katana FR UP Challenger C Pro Design Challenger C Pro Design Voodoo Airwave Navajo Firebird Challenger Bi-Place Phantom Nova Challenger C Pro Design Challenger C Pro Design Supra Apco Challenger C Pro Design Condor Sphinx Nova Condor Supra Apco Edel Racer II Challenger C Pro Design Edel Racer II

Intermediate Certified Class Marc Melcher Shadow Joe Gluzinski Compact Maria Quintana Stellar Hugh Murphy Compact Mitch McAleer Space Nate Scales Compact Denny Gaiten Compact Steve Amy Jive Don Mills Compact Bill Lawrence

AT Pro Design UP Pro Design Edel Pro Design Pro Design Airwave Pro Design

Rob flew tandem in this years races and clocked the 2nd fastest time on day 2

Bob England with the Apco team

Rob McKenzie, preparing to launch tandem at the Torrey Races.

ALWAYS BE AWARE!!!

It was one of those marginal days at the coast, but it was spring.

Months of rain and offshore breezes had shut down any dreams of soaring. I had sourly listened to negative marine weather reports so today jumped at the news: "WNW winds 10-20 knots ." When I got to the stables I saw six pilots praying for wind. It was a tease with the sun shining, WNW breeze light but a lone gull found it soarable.

I laid out my wing, unhooked my reserve, emptied out my harness of water bottle, old ·sandwiches from ? , stuff sack, took out my false teeth, stripped to a T-Shirt, jettisoned everything. Like a jockey weighing in for the big race. If there was any lift, I'd be sure to find it.

And then a light puff blew in and no one thought I'd stay off the beach, but I headed north and held my own the first turn. Then I caught a stronger breeze and was 100 feet above launch. By now the other wind jocks were rushing to get off before this freak lift shut off. The wind dummy was still gaining but the fickleness of the day proved itself again and most went back to the land of beach bait.

I was getting chilly and the wind got punchy, then northerly, then faint. Nothing rowdy but plenty unpredictable. I've a fair amount of airtime on this cliff (Baldini clocked me at 2367 hours) and something smelled funny, a certain sense that things t'aint normal. A shear was building 500 yards NW of the surf line and white caps

by Dr. Rico Provasoli

signaled increased velocity . But conditions seemed manageable.

MALE EGO MISTAKE. I should have responded to the feeling or smell and gotten out of the sky, but NOOOOOO . I was showing off.

I banked a turn at 50' above launch and headed south, but I mean really moving like a freight train. Again, this should have been my warning. Three seconds later I felt negative pressure on my 1isers, and brakes. ZERO. Strange. Then I cursed myself as nylon flapping noises called my attention skyward. My leading edge rolled on itself like a super burrito with the tips folded in nicely .

WOOOAAAA !

I told people that paragliding at the beach cliffs was very safe, what could happen ... Now I figured I was going to crater in very close to the deck and break my neck. What a stupid way to die. No glory here. Lady Lack was with me though. I pumped both brakes then leaned into a right turn and my Swiss wing reinflated to save my frail bones.

Man the terra firma felt good back on lannch. What a sleeper I had been to the signs of the changing conditions. It's easy to forget that this is aviation. It's certainly not the place to relax your observation habits . You are never too good to get knocked out of the sky.

Even at the beach on a light day. ~ reprinted from Ridge Dancer , Bay Area Paragliding Newsletter

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PARAGLIDING, THE MAGAZINE

NEW PRODUCTS

Pacific AIRWAVE Tango Pacific Airwave is proud to introduce their new Tandem Glider the Tango. The Tango is a 41 cell wing designed specifically for dual place flying. The reinforced leading edge section helps the glider come up clean, and color coded lines make for a quick and easy preflight check. The brake lines run through pulleys to offer smooth and simple control of the glider both while ground handling and inflight. The Tango has been certified with AFNOR and should be available from your Pacific Airwave dealer soon.

Firebird Apache Tandem Firebird has enlarged their highly successful intermediate glider the Apache , and designed the new Apache Tandem. The Apache Tandem has inherited all of the user friendly characteristics of the standard Apache, easy launching, light control inputs, and high internal pressure. The glider is going through certification now and should be available at the beginning of the summer.

Flight Design A4 Twin The A4 Twin , to be released in early June will have similar characteristics of Flight Design's popular new intermediate glider the A4. The easy launches, stability in flight, and good performance that we have come to expect from Flight Design have all been incorporated into this new glider. The A4 Twin is going through certification now and should be available by the beginning of the summer.

Paraglide: The Movie" Viking Films is pleased to announce the completion of "Paraglide: The Movie". It was shot on location in the Owens Valley during the final PWC Competition , the Owens Valley Open, The United States Nationals, and the APA General Membership Fly-in . The movie is an action adventure flying film , featuring footage from the competition , interviews with pilots, and beautiful aerial photography. "Paraglide: The Movie" was shot on 16mm film and and has been put to a great soundtrack.

ITV Pegasus ITV is pleased to introduce the Pegasus, a high performance tandem glider. The Pegasus will be a compromise in performance between the Nunki and the Atiks, yet it has the handling characteristics pilots so greatly appreciated in the Cyclops, easy launches, stability in flight and smooth controls for precision landings.

Certification is pending and the Pegasus should be available at the beginning of the summer.

Ailes de K Spydair The success of the Flyair Intermediate line is proving again to Ailes de K that pilots wish for stability and performance combined . The new Spydair is a glider above the intermediate range, but not a purely competition glider. The design allows for flat turns in thermals, and stability in turbulence. It will come in 4 sizes, and includes a spacious bag.

Questing If you can't remember your last vacation you need this book! Questing, the company that helps us go beyond the ordinary for vacation adventures, has just released their new book. Try something different this year, how about an equestrian workshop, sea kayaking trips, photo safaris, or just relax at a spa. This is the first guide book to include paragliding as well as hang gliding. This easy to use guide evaluates the best companies in the adventure industry .. You can compare prices and programs in your spare time. Each section gives you space to jot down notes. Let your fingers do the walking. This book is well worth the $14.95. Call or write Jonathan Greenburg 24720 Calle Altamira Calabasas, CA 91302 (818) 591 9554

Touching Cloudbase Touching Cloudbase is now even better than before. The popular format and style remains unchanged but the book is much larger and more comprehensive. Many sections have been expanded, there are several new illustrations and many new color photos. The latest changes to airspace, and airchart symbols have also been included. This book is a must for all para-pilot's libraries. To order your copy call (801) 254-7455, or send $21.50 plus $1.50 postage to: PO Box 477 Riverton, UT 84065

newest Flight Deck, the 9 is now available. This state of the Art Variometer comes in a Lightweight yet Rugged case. The Large easy to read Circular LCD readout displays climb rates up to 1600 FPM. The 9 comes with Dual One Foot Altimeters that are easy t.o adjust and can be set for feet or meters, allowing you to skyout while others are repairing their "high-tee" imports. has been making soaring instruments for foot launched pilots since .. .. . They are continuously striving to improve the technology in flight computers. Every flight Deck is backed up with standard one year warranty. The Boulder Colorado factory offers reliable and quick service for every need.

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Towing Systems for Hang Gliders and Paraglklers TBT proudly introduces their newest towing system.

Featuring completely automatic rewind, at an "The most effective unbelievably low introductory price of...$1595.00 cross country tool (without line). If you order before the end since the variometer" of the year, you will also receive 2 free releases!

"Steve and I both agree that it is The Best System we have seen. It is definitely the concept that makes the most sense."

Roger Coxon Kitty Hawk Kites

TBT also carries their original tow systems at the same low price. If ordered before the end of the year, you will receive 2 releases and a free spool of 3/16" Ultra/ine.

TBT is the number one selling tow system on the market. Why? Because it is the Best System on the market. No other tow system offers the same Quality and Reliability, and no one can beat the price!

Complete Kit $1695.00 ($1595.00 Without line) Includes 3/16" Low Drag Ultraline. No Welding, Assembles with 21 Bolts. Mounts to your platform with 4 bolts.

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On March 10, 1993, a new Bay Area paragliding record was established. Ed Stein, head of the Mission Ridge Paraglider Survey Team, flying an Advance Omega 2, Ed flew 35 miles from Mission Peak to San Martin, just north of Gilroy. Editor's Note: Some survey team, eh? Can't even land in the regular LZ.

RD Todd Bibler, flying a new Firebird "Navajo", compiled 57 cross country miles during 2 flights on March 24, and 25. On Wednesday the 24th Bibler tow launched near Dacono a small town about 20 miles east of Boulder. He then flew back to Boulder, and turned north along the Front Range landing near the foothills town of Lyons, for a total of 27 miles.

The following day, he launched from the "Lookout Mtn" launch in Golden and flew north along the Front Range. Two hours and 30 miles later, he again landed at Lyons.

Bibler said of both flights, "my "Navajo" performed flawlessly, no collapses in strong conditions; it's one hell of a thermal machine."

Todd's goal this year is to win the Rocky Mountain Hang Glider Associations Colorado Cross Country Challenge Paraglider Division, with a combined total of 300 miles. He is currently leading this competition with 80 points. Rules of the competition take the individual's 3 best flights submitted for a total score. All flights must originate in the state, however they may terminate outside the state.

The competition is open to any pilot with a current USHGA membership.

Cost is only $1 O and the winner will take all at the annual awards banquet held at the end of the year. Those interested can write for full details and entry forms at: RMHGA Box 28181 Lakewood, CO 80228 submitted by Mike Reeder.

PA

RK

After a somewhat quiet season on the competition circuit, Robbie Whittal & Firebird are back - starting the season with a decisive victory at the traditional "Trofeo Monte Grappa" in Bassano Italy.

A world class field of 140 pilots which included superstars such as Wiesmeir, Hahne, Exiga, Goldsmith, Pendry, & Dalla Rosa competed over three tasks in varying conditions.

The first 2 tasks were out and returns over 70 km in strong rough conditions which deteriorated to very weak lift in the late afternoon. The last task started in weak conditions which deteriorated to nothing as the day progressed: the lead group managed just over 12 km, but as Robbie said "those 12 km were just as hard as the 70 we flew the day before."

After three days, Robbie's consistency put him 80 points clear of his nearest rival: to make him the Champion for the second time (also in 1990).

Robbie flew a Navajo 31 for this competition, with a completely standard sail and line layout but with kevlar competition lines (0.8 mm & 0.6 mm). Particularly impressive was the top speed exhibited during transitions. Exactly the same glider although with 1 mm lines will be presented to AFNOR for testing next week. Despite the relatively large surface area (by Firebird standards) the Navajo 31 turns extremely well which proved important during this competition.

According to Robbie .. "lt's great to be back on a really competitive glider again."

Mount Shasta Ski Park will be open for paragliding! The Park will be open Wednesday thru Sunday from June 26th to Sept. 12th 1993. With a paragliding pass (issued by Ed Pitman) an all day lift ticket is only $7.00 which is good for unlimited use of the lift. There will be three classes of paragliding pass issued. The Supervisor Pass for Site Supervisors.

Unconditional Pilot Pass which means unsupervised flying approved.

And, Conditional Pilot Pass which will allow a pilot to fly if the Supervisor is present and approves of the conditions. This will allow Class I pilots to fly also.

Initial flight pass is $50.00 for the season, and renewals in future years will be half price. Surplus funds to be used for fly-ins and site maintenance.

For more information contact: Ed Pitman PO Box 188 Shasta CA 96087 We are making this program as liberal as possible. Do the paperwork early so you can fly your first day.

EET 21st Annual Cochrane Meet for Hang Glider and Paraglider Pilots will be held June 19th and 20th, 1993.

The Meet will be held at the Cochrane Hill Flying Site in Cochrane Alberta, Canada. Tasks will be flight to goal for both Hang Glider and Paragliders. There will be free camping available at the site.

For more information contact Vincene Muller at Muller Hang Gliding and Paragliding Ltd. RR #2, Cochrane, Alberta, Canada TOLOWO. PH: (403) 932-6760 28

D Three Oregon Residents claim to have made the first paragliding descent of Mount Hood. Pete Reagan, Ancil Nance, and Mark Tellep of the Dalles climbed to the summit on Feb 27. The trio launched their paragliders on the south facing slopes just below the summit, flew out toward Timberline Lodge, and then turned east to land in the White River parking lot. The flight lasted approximately 20 minutes. submitted by Ancii Nance.

ER Our apologies to Brauniger, in the last issue of the magazine we misprinted information about their new vario, the Alto Vario Classic and Competition. The Classic comes with an altimeter to 30,000', Total energy compensation, Nominal speed calculator, dual battery and 25 flight memory. The Competition comes with those features plus an FAI approved Barograph, and several other features. For more information contact Advanced Air Tech. (805) 962-8999.

US NATIONALS The Aspen Paragliding club will be holding the 1993 US Open/ Nationals Paragliding Championships from September 4 thu September 12 in Aspen Colorado. During the eight day event, the top US paraglider pilots will compete for a national title. The competition will include a distance event, and several predetermined flight courses . The Aspen Paragliding Club expects over 200 pilots from around the country to participate in the US Open/Nationals Paragliding Championships. There will also be a tandem paragliding proam competition.

For more information contact:Dick Jackson or Jan Stensadvold at Aspen Paragliding PO BOx 2432 Aspen , CO 81611 Tel: (303) 925-7625

NEW RECORDS The French Company ITV has had great success with their new high performance glider the ATIKS. Pierre Bouilloux flew an 80 km FAI triangle on March 31 to set a new record . In Switzerland Rene Abgottspon flew 120 km out and return between Fiesch and Anzere . Congratulations to both pilots.

WORLD TEAM The 1993 U.S. World team has been selected and is preparing for the World Championships in Verbier Switzerland from August 2 thru August 15. The team will consist of John Bouchard team captain , Bob England, and Bob Schick. The trip will be very expensive, and these guys need all the support we can give them . Any contributions you can afford, will be greatly appreciated by all three of these guys . Please send contributions to John Bouchard at: PO Box 11 00 North Conway, NH 03860

.,;ij'

'' I

.

EUVERS CLINICS

Advanced Maneuvers clinics are being set up once again this summer. The first clinic will be hosted by Adventure Sports(702) 883-7070, at Walker Lake, dates are from June 1-5, and pilots pick any two days they want to attend. The second clinic will be hosted by Enchantment Paragliding (505) 281-2759, and will be from June 8-11 . Again pilots can choose any two days they wish to attend. John Yates will be the Maneuvers Master at both clinics . They should prove to be very educational and a good time also.

NG, THE MAGAZINE Here at Paragliding, the Magazine we have recently updated our office. We purchased a Macintosh computer, and we are laying the magazine out on Quark Express. Please send submissions in either written form , or if possible on a 3.5" Macintosh compatible disk, our program has filters for most of the major word processing programs. When sending photos please send duplicates if possible so we may keep them on file for future use, otherwise please include a self addressed stamped envelope for us to return them in.

The deadline for the next magazine will be June 30, so please have anything you would like to see in the next issue of the magazine to our office by then .

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P.O. Box 8300, Colorado Springs, Colorado 80933 (7Hll) 632-8300 (719) 632-6417 FAX Class II Region 1 Northey, Scott: Seattle, WA; J. Bouchard Raybourn, Elavid: Beaverton, OR; J. Gluzinski/Air America

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

Region 2 Amy, Steven: Pacifica, CA; S. Amy/Pro Flight Dolak, Dave: Laguna Hills, CA; J. Gluzinski/Air America Maxey, Paul: Redding, CA; J. Gluzinski/Air America Minnig, Christoph: Palo Alto, CA; S. Amy/Pro Flight Picciullo, Lenny: Milpitas, CA; t Switzer/Skytimes PG Powers, Bill: Mammoth, CA; B. England Richard, Russ: Henderson, CA; T. Boyse

Class I Region 1 Danhardt, Paul: Olympia, WA; M. Chirico/Parapente USA Goodermote, Mark: Seattle, WA; M. Chirico/Parapente USA Randall, Gene: Juneau, AK; J. Kreinheder/Alaska PG Region 2 Amy, Joanna: Pacifica, CA; S. Amy/Pro Flight Davidson, Bob: Mammoth Lakes, CA; K. Klinefelter/Owens Vly Srng Devin, lnci: San Francisco, CA; N. Saunders/Chandelle Devin, Lance: San Francisco, CA; N. Saunders/Chandelle Dolak, Dave: Laguna Hills, CA; J. Gluzinski/Air America Hill, Gene: Central Valley, CA; E. Pitman Johnson, Terri: Mammoth Lakes, CA; M. AxenNertical World Johnson, Frank: Mammoth Lakes, CA; M. Axen/ Vertical World Maxey, Paul: Redding, CA; J.Gluzinski/Air America PG Shelton, David: Salinas, CA; D, Skadal/Flight Systems Thompson, Ronald: Pacifica, CA; S. Amy/Pro Flight

Region 3 Apitz, Peter: Fullerton, CA; J. Gluzinski/Air America Burkemper, Ira: Los Angeles, CA; T. Boyse/LA Paragliding Frediani, David: Burbank, CA; T. Boyse/LA Paragliding Gritsch, Jeff: Santa Barbara, CA; J. Gluzinski/Air America Johnson, Mark: Los Angeles, CA; B.England Micklish, Bill: Redondo, Sch, CA; B. England Prassinos, Andre: SantaMonica, CA; B. England Rosenfeldt, Thomas: Los Angeles, CA; T. Boyse/Windsports Intl Thomas, John: Pacific Palisades, CA; B. England Tohikian, Eduart: R. S. Margarita, CA; T. Boyse/LA Paragliding

Region 3 Ballard, Charles: Redlands, CA; M. Wright Benjamin, Mathias: Los Angeles,CA; T.Boyse/L.A. Paragliding Buckner, Bob: San Diego, CA; J. Ryan; HG Center of San Diego Fredrick, Tim: Huntington Bch, CA; D. Skadal/Flight Systems Hoff, Jeffery: Kukulhaele, HI; E.Pitman Irey, Steven: Redlands, CA; M. Wright/Wright Flight O'Hara, David, Sierra Madre, CA; B. England O'Hara, Sigrid: Sierra Madre, CA; B. England Pritchett, Lisa: Dana Pt., CA; M. Salvemini/Airtek Sytko, Thomas: San Diego, CA; M. Salvemini/Airtek Terrel, Douglas: Long Beach, CA; T. Boyse/LA Paragliding

Region 4 Brightbill, Gary: Cedar Crest, NM; C. Stockwell/Above & Beyond Laurence, William: Golden, CO; S. Gressitt Miller, David: Aspen, CO; J. Stenstadvold/Aspen PG Rogers, Sharelle, Aspen, CO; C. Stockwell/Above & Beyond Shapiro, Lee: Aspen, CO; C. Smith Whaley, Dave: Boulder, CO; C. Stockwell/Above & Beyond Region 5 Gillette, Frank: Declo, ID; M. Haley Bartlett, Thomas: Teton Village, WY; J. Gluzinski/ Air America

Region 4 Arnold, Thor: Boulder, CO; C. Toepel Fergason, John: Westminster, CO; D. Whaley/Alpine World Adv. Hase, Douglas: Steamboat, CO; D. Whaley/Alpine World Adv. Madrigal, Larissa: Flagstaff, AZ; D. White Ness, Erik: Superior, CO; G. Banks/Parasoft Stevens, Percy: Aspen, CO; D. Jackson/Aspen PG Wellford, Walker: Aspen, CO; D. Jackson/Aspen PG

Class Iii Region 2 Lucas, Jody: Palo Alto, CA; M. Salvemini Region 3 Wright, Mark: Moreno Valley, CA; M. Salvemini Ryan, Bob: Laguna Niguel, CA; M. Salvemini

Region 5 Claman, David: Missoula, MT; D. Covington Gautreau, Peter: Moose, WY; J. Gluzinski/ Air America Weber, Fred, Jackson, WY; C. Stockwell

Region 4 Bell, Monte: Draper, UT; C. Stockwell/Above & Beyond Branham, Kory: Sandy, UT; C. Stockwell/Above & Beyond Tandem One Ratings Yates, John: Redding, CA; F. Stockwell Gluzinski, Joe: Perris, CA; F. Stockwell Ryan, Robert: Laguna Niguel, CA; F. Stockwell

Region 6 Arbabi, Roger: Ada, OK; J. Stenstadvold/Aspen PG Region 1 Caulfield, Patrick: Eaton, MN; R. McKenzie/High Adventure

Tandem Two Ratings Greenbaum, Jeff: San Francisco, CA; F. Stockwell Smith, Chuck: Ketchum, ID; F. Stockwell

Regions Farrell, Jeffery: Fair Field, CT; S. Amy Region 9 Powell, John: Gaithersburg, MD; G. Derouin/Rock Mtn PG Region 11 Flegal, Robert: Austin, TX; C. Fontenot!fexas PG ,

Foreign Ratings Class 1 Gil, Carlos: Guayaquil, Ecuador; J. Stenstadvold/Aspen PG Garuz, Miguel: Panama; J. Stenstadvold/Aspen PG Rojas, Fabian: Guayaquil, Ecuador; J. Stenstadvold/Aspen PG Gonzalez, Cardid: Quito, Equador; J. Stenstadvold/Aspen PG Arroyo, Enrique: Quito, Equador; J. Stenstadvold/Aspen PG "------------~

30

P.O. Box 8300, Colorado Springs, Colorado 80933 (719) 632-8300 (719) 632-6417 FAX Lilienthal Awards Bronze

Williams, Jason: Piedmont, CA; D. Whaley/Alpine World Adventure

Lisa Pritchett

Region 3 Davies, Gene: Los Angeles, CA; T. Boyse/LA Paragliding Rhoades, Glenn: San Diego, CA; F. Lawlwy/Accelerated Flight Winter, Foster: Chatsworth, CA; B. England/Aerial Action

PARAGLIDING RATINGS GIVEN IN APRIL

Region 4

Class 1

Fussell, Craig: Snowmass Village, CO; J. Stenstadvold/Aspen PG Glascott, Robert: SLC, UT; K. Hudonjorgenson/Above and Beyond House, Wesley: Snowmass, CO; D. Whaley/Alpine World Adventure Kloepfer, Peter: Louisville, CO; G. Banks/Parasoft

Region 1 Bailey, Ron: Bothell, WA; M. Chirico/Parapente USA Bjornstad, Paul: Anchorage, AK; J. Stenstadvold Cunningham, Robin: Husum, WA; P. Pohl Engle, Patrick: Kent, WA; M. Chirico/Parapente USA Halle, John: Portland,OR; P. Pohl/ Skyhook Sports Leiloha, Michele: Kirkland, WA; M. Eberle/North American PG Socha, John: Kirkland, WA; M. Eberle/North American PG Wright, Steve: Tigard, OR; P. Pohl/Sky Hook Sports

Region 5 Hunt, John: Wilson, WY; J. Gluzinski/Air America

Region 11 Ellinger, Dana: Austin, TX; K. Baier/Airjunkies

Region 2

Tandem One Ratings

Benedetti, Aaron: Livermore, CA; K. DeRussy/Hang Glider Emporium Compton, Rosemary: Round Mountain, CA; P.Blackburn Fitton, Cyrus: Oceanside, CA; S. Gressitt/ Skydance PG Hamilton, James: Round Mountain, CA; P. Blackburn Hook, Marty: Round Mountain, CA; P. Blackburn Thompson, Cole: Concord, CA; J. Greenbaum/Airtime of SF

Fiebig, Klaus: San Francisco, CA; F. Stockwell

Tandem Three Ratings Banks, Granger: Boulder, CO; F. Stockwell Frank, David: Draper, UT; F. Stockwell Wright, Mark: Moreno Valley, CA; F. Stockwell

Region 3

Foreign Ratings Class I

Adams, Jim: Salinas, CA;S. Amy Biggs, John: Ventura, CA; J. Hagemann llgen, Marc: Gardena, CA; T. Boyse Lee, Michael: Corona, CA;M. Wright McCoy, Paul: La Jolla, CA; M. Salvemini Sobrino, Pedro: El Segundo, CA; T. Boyse/LA Paragliding Tabachnick, Neal: Culver City, CA; T. Boyse/LA Paragliding

Vogel, Klaus: Etobicoke, Ontario; D. Jackson/Aspen PG Scott, Erica: Winlaw, BC; G. Derouin/Rocky Mtn PG

Notice to Certified Paragliding Schools

Region 4

USHGA Headquarters is currently updating the USHGA's Organizational Directory. This Directory is a vital listing of all USHGA schools, dealers, and related businesses. YOUR USHGA CERTIFIED PARAGLIDING SCHOOL can receive a great deal of exposure (free exposure) from this directory.

The Organizational Directory is included in our general infor· mation packets and membership kits. Over 10,000 Organizational Directories were circulated in 1992, and it is printed annually in HANG GLIDING magazine, so it's Important to have correct and accurate information.

To be listed in the USHGA Organizational Directory, please submit your business name, a contact person, address and phone number. Send this information to USHGA Directory, PO Box 8300, Colorado Springs, CO 80933-8300.

To receive copies of the USHGA Organizational Directory, which also lists Official USHGA Chapter (by state) write to the above address. IF there are any questions, please contact Jeff at USHGA Headquarters (719) 632-8300, fax (719) 6326417.

Ferguson, Dave: Silverthorne, CO; C. Toepel King, Jeff: Sandy, UT; C. Stockwell/Above & Beyond Kisker, Steve: Aspen, CO; D. Jackson/Aspen PG Thompson, Rankin: Colorado Springs, CO; G. Derouin Westwood, Dave: Orem, UT; C. Stockwell/Above & Beyond

Region 5 Dow, Rick: Jackson, WY; C. Stockwell/Above & Beyond McCool, Adam: Jackson, WY; C. Stockwell/Above & Beyond

Region 7 Dunbar, Dave: Chicago, IL; D. Whaley/Alpine World Adventures Siefert, John: Traverse City, Ml; B. Fifer/Traverse City PG

Region 9 Macdonald, C Andrew: Morgantown, WV; G. Derouin

Region 11 Lemke, Sharon: Austin, TX; C. Fontenot/Texas PG

Class II Region 1 Garner, Charles: Ketchikan, AK; C. Smith/ Sun Valley PG

Press Release

Region 2

The third annual reunion of Kingman Army Field, OCT 1-3 '93; Looking for former military and civilian personal and families; General public welcome; Static displays; Air Show; BBQ Dinner and Big Band Dance; Much More ... Please contact us at: Kingman Army Air Field Reunions Inc. 6000 Flightline Dr., Box 3 Kingman, AZ 86401

Bills, Aaron: San Jose, CA; S. Amy Coleman, David: Redding, CA; D. Mills/Pro Design PG Leech, James: Sunnyvale, CA; S. Amy Murphy, Hugh: San Louis Obispo, CA; J. Gluzinski/Air America Pujol, Greg: Sunnyvale, CA; P. Blackburn 31

P.O. Box 8300, Colorado Springs, Colorado 80933 (719) 632-8300 (719) 632-6417 IFAX

Dear IJSHQA,

Randy Haney, has been newly appointed as an International Representative I Director for Enterprisit Winge in Europe. Well known for his piloting abi.l.ittes and his work of the past years wiU1 th.a American firm Wills Wing, Randy comments "It was pretty much a business llke decis1on, I like the Enterprise products as well as the people behind them. Now I have a real interest and input Into the Company and am very keen to put not only my energies, but also my/and the customers better ideas to work. I see Enterprise as a company serious to keep moving ahead, and my role is to assist and better all aspects of the European operation. J am looking forward to working with all the present customers and dealers of Enterprise Wings and to building the network further as well. Also new is that Randy is now stationed In Italy and his new contact numbers .are Tel/Fax: (39)45/6210521 Fax: (39)45/8342627

Press Aeleaae A special art competition, ''Icarus 93" is planned in celebration of the 90th anniversary of the Wright Brothers' First Flight.

Glenn Eure's "Ghost Fleet Gallery and Kitty Hawk Kites Hang Gliding School, both in Nags Head, NC are sponsoring this artistic celebration of flight. Icarus: is the character who flew so high the sun melted his wings and he fell into the sea. Entries are invited internationally, in all media, including literary, visual, and performance. An exhibition is planned at the gallery for the month of December with a special presentation on Dec. 15. Cash prizes will be awarded. For applications, call (919) 441 ·6584. Entries are $10.00 for Dare County Arts Council members and $15 for all others.

Delivery and pickup of work is required of the artists. Shipments will not be made. Deadline for entry is Nov. 22, 1993.

My name is Adrian Phillips and I live here in bevon which Is In the SW cornerof England, I live ln,a large victorian house in a small village Just north of Exeter. I am the site . officer for Devon and Somerset hang gliding<clubs which has sQme beautiful lnlam:I and coastal flying .sites. I am a. c&r.tlfied coach and am presently training to bee1ome an instructor. I fly an Alrwave KS gllcl· er.

My reason for writing is that I am interested In hearing from any of your members who would be interested "together with their families if they wish'' in visiting the SW of En§Jland and flying our sites in return for a slm· ilar visit by me to the USA. I hope that this arrangement will be of interest, I trust it wm be possible to forward copies of my letter to your network of clubs and thank you in a.ntici pa.ti on.

Sincerely.

Adrian Phillips· Ashleigh House Ash ill Cullompton Devon WX153NG

Daru· Editor, I have read with much interest the recent articles on towing and related equipment. Concerning the tow bri• die and release, I would like to propose a contest that would be open to everyone who ·has an Idea a.nd.·sam· pie of a working model. These releases could be submitted to a panel of judges for evaluatiom and recognition of the winning model in the magazine. This panel should be made up of unblassed pilots who really do tow and do not sell the equipment being evaluated. This contest might be open to Qther tow equipment also.

There is a lot of poor tow equipment being used and some of it is out dated and only being used because "this is what we've always used" or 11 this is what mr. X told me to use".

There is some equipment that is very simple and effective but chane1es are that most pilots will never see it because there isn't much money to be made selling items so simple.

32

Let's spread some good ideas around so we can all fly safely.

Submitted by, David Kincheloe Mount Rope Flight School S465 S NC 87 Graham, NC 27253 (919)376-9601

NAA NM members wishinQ to add "For the Greatest Achievement" to their libraries can do so for only $19.75, a savinQs of $15.25 a more than 40% below the book store price.

In addition, NAA has arranged for a special oommemoratfve library edition of 5.00 copies, leather bound, gold stamped, and individually numbered, with each volume autographed by author Rt:>bie and NAA President Mal Gross. This limited edition is also available only from NAA headquar· ters at a cost of $95 per copy.

"For the Greatest Achievement" chronicles the .annals of the NAA-and thus the history of aviation in Amerioa,from the first balloon flights, the initial controversy over what transpired at Kitty Hawk, and barnstorm· ing by "gypsy" stunt flyers, to a bu.ildup of America's Air Fore1es through two World Wars, the race into space, and the explosion of new avia· tion technologies on the eve of the 21st century. ro order your personal copy simply telephone NAA at (703) 527-0226, fax (703) 527·0229, or mail to 1815 North Fort Meyer Drive, Suite 700, Arlington, VA 22209. For credit e1ard orders, be sure to include your Visa or Master Card number, together with the expiration date. Your request will be processed promptly.

PARAGLIDING, THE MAGAZINE

CERTIFICATION &SAFETY INFORMATION AND ADVICE FROM BRUCE GOLDSMITH As Featured in "Instabil ity"

At the moment there are two major certification systems, ACPUL and Guteseigel. Both of these systems are generally based on collapsing paragliders and studying how they recover.

Although this is of importance it is not the essence of safety on a paraglider. The purpose of this article is to examine more deeply what characteristics a pilot should look for if he wants to truly understand the safety of a paraglider.

Speed Range Gliders with a higher top speed and a lower stall speed provide a pilot with a larger flight envelope within which he can fly. Lower stall speed is like driving a car with better brakes, and a higher top speed enables a pilot to stop from being blown backwards. The glider should be stable and controllable at all speeds.

Handling Are the controls too sensitive or too insensitive and do they give the pilot a good warning of any impending problems such as a stall or spin. Is it easy to induce a spiral dive without accidentally entering a spin?

Inflation Is the glider easy to inflate, does it come up straight and if not is it easy to correct the direction of flight if it goes off line? How much does the glider overshoot the pilot when it is overhead?

stop the glider spinning?

Deep Stall This is well examined in certification and the results can be taken at face value.

Deflations The certification tests are based on a pilot induced collapse of 50% to 80%, and then the pilot not reacting when his canopy deflates. This is a good test as far as it goes but pilots really need to know the answers to the following questions to truly understand the safety characteristics with regard to deflations: 1. How easy does the canopy deflate in the first place? How much turbulence or what severity of wingover will collapse the canopy?

2. If the canopy does deflate, and I counter the tum with the opposite control , how easy is it to stop any rotation?

3. Is it easy to stall the other wing by countering the tum too hard?

4. How easy is it to pump out the deflation or does it come out on its own?

5. When the canopy does collapse how much is likely to collapse?

6. Are the reactions of the canopy much different with different severities of collapse?

Spins The certification tests force the test pilot to spin the glider in a certain defined way, he then examines the way it recovers. The following questions still remain fundamentally important to understand the spin characteristics of a glider. l. How easy is it to enter a spin accidentally?

2. If a glider begins to spin does it give the pilot enough warning to tell him there is a problem or does the spin take the pilot suddenly by surprise?

3. If a glider enters a spin and stays stable in the spin, is it easy to

Full Stall Not important as pilots should never induce a full stall on a glider. the important thing is that it is easy to avoid stalling the glider accidentally.

Conclusion The certification bodies do a very good job in that they test paragliders and only pass paragliders which are safe to fly. Thus they protect the public from unsafe paragliders. The certification tests try to check that if a pilot accidentally puts his glider outside of the normal flying envelope it will easily return to normal flight.

However it is wrong to then take these tests and use them as a bible to compare the safety of different canopies. The relative safety of different canopies cannot easily be tested without being subjective and this is not what certification is about.

The most important questions that I have raised here can be examined by the pilot without doing any radical maneuvers. The true safety of a glider is to examine the limits of the normal flying envelope, to see how big the flying envelope is and how easy it is to stay within it.

Many pilots may not have the experience to judge for themselves these characteristics, in such cases advice from experienced pilots, instructors, or magazine articles can help.

Remember never deliberately induce a spin, stall, or radical maneuver on a glider without taking the proper precautions.

Cross Country April/May 1993

33

PARAGLIDING, THE MAGAZINE

New Technology for Navigation

by Paul Bartlett , London, England

Navigation is a key part of any crosscountry flight. It is also a large patt of the work that the pilot has to perform .

Navigation in and around our local sites is rarely a problem , but in unfamiliar places and inherently difficult terrain it can be a mammoth task. Seemingly identical Welsh Valleys, the featureless scrub land of New Mexico , rock and snow from horizon to horizon , in the Alps, all seem to work against the cross country pilot. The trusty compass points North , but was I over there a moment ago, or was it there? It all stresses the pilot and distracts from the task of making the most of today's conditions. Who really has time to worry about keeping to a heading as a Cumulo-nimbus draws you to it's bosom? How do you pacify your retrieve crew, who spent the last three hours looking for you where you thought you were? "Well I tried, but it's not easy to follow a map when you are struggling to find a place to land in these *** *ing forests! You were only 5 km away , that's pretty good isn't it?" All that stress isn 't good for you or your crew, so there has to be a better way. Its called Global Positioning System (GPS) and it's easy to use once you know the basics.

The GPS system was commissioned by the American military to stop them getting lost while they go about being "World Policemen" . However there is something in it for us because they have made it available to civilians, albeit in a limited version. It works by using satellites which orbit the earth, 11 ,000 miles into space, sending out a carefully timed signal. This is picked up by your GPS receiver which compares the signal from three satellite s to giv e a position , or position and altitude with four or more.

The GPS receiver needs this number of satellites because it works by first determining the distance to each satellite, and the triangulating a position. It can determine the distance to an individual satellite by compat"ing the ti me code sent by the satellite to its own. The

amount that it has to shift the time codes to get them to match is proportional to the distance to the satellite. It does this to each signal so that it can eliminate points until it has its position. The figure below shows a GPS receiver at point "b" trying to find its position. First it finds the distance "dl" . Its position must be somewhere on the circle "cl" , around the first satellite, with a radius "dl" . By finding the distance "d2" all points except a and b can be eliminated.

The distance "d3" allows point "a" to be

eliminated and so the position must be point "b". Using a fourth satellite gives a position in three dimensions, usually expressed in Longitude, Latitude, and Altitude . If the fourth satellite is not available, the GPS can approximately eliminating the point that is not near the earths surface. Some GPS will let you enter your altitude so that an accurate fix is achieved. The system is able to give positions to an accuracy of about 100ft, but is degraded by the US Department of Defense (DOD) for civilian use so that at times it may only be accurate to 1000 ft. This can be overcome by taking multiple readings, as the satellites move, and averaging the result.

At the moment, not all the satellites 34

are available, due to a little local difficulty with the Space Shuttle. There are enough to provide at least three satellites over most of the earth, with as many as seven over Britain at times . Each satellite holds a map of the other satellites' orbits called an Almanac . The GPS receiver takes a copy of this, so that it knows which satellites to expect. The good news is that while GPS cost the USA 5 billion to create, the GPS receivers are rather more affordable, and getting cheaper all the time. At the time of writing the prices range from $6001200, with prices dropping all the time.

They are standard equipment in light aircraft, in many parts of the world, which never had the Inertial Navigation Systems of their larger Boeing cousins.

GPS receivers come in many shapes and sizes for many applications. Light aircraft tend to use panel mounted or portable units . The portable units are the most flexible although compromises have been made to bring you so much technology in such small packages.

There are at least four units available: the Trimble Navigation Flightmate, the Garmin GPS-55 , the Sony Pixis, and the Magellan NAV 5000. They are broadly similar, but I am most familiar with the Flightmate. This compact portable GPS is totally self contained in a calculator size package. This includes the battery and antenna. It has the usual combination of screen and buttons, although it is obvious that Trimble have gone to some trouble to provide a small friendly package.

When you tum the unit on, it displays a copyright message , and takes you through a quick tutorial. Then it attempts to find satellites and displays the position on the GPS screen. This can take up to two minutes, and it will di spl ay the last position until it gets enough satellites.

Once the satellites have been found the position is updated every few seconds. You can choose from several coordinate displays, Longitude & Latitude

in Degrees, Minutes and Seconds; in Degrees Minutes and Hundredths of Minutes; Ordinance Survey; or Universal Transverse Mercator.

While knowing your locatiuon is at the heart of the matter, it is in the other screens that the Flightmate offers that it comes into its own. The buttons are laid out to provide a consistent way of using the Flightmate. The left and right arrow keys take you around each of the screens. There are NA V, WPT, NEAR, TRIP, TIME, MORE, and GPS screens, and each have a number of commands which you get to by pressing the diamond key in the center. The up and down arrow keys let you scroll through each of the commands and through selections. The enter key is used to accept an option and the circle key is used for various short cuts.

The most interesting screens are NAVigation, WayPoinT, and OPS. Once the OPS has a position you will want to relate that to other places, or waypoints. These can be anywhere that you choose, or anywhere in the Jepperson database. This is a complete reference of all airfields ( over 2,000ft), and beacons in the world. If you choose to enter your own waypoints (up to I 00), you can copy the co-ordinates from a map, specify an offset from another waypoint, or make the current position a waypoint (e.g. take-off or landing points). The WPT screen has a comprehensive set of commands to let you manage waypoints. You can even create extra-accurate waypoints by averaging a number of OPS readings together. This takes advantage of the fact that the satellites are moving to narrow down the position. This overcomes the degradation of the satellite signals imposed by the DOD Selective Availability program which limits accuracy for civilian uses.

The Navigation screen brings together your position and waypoints by letting you choose a waypoint as a destination and showing you the range and bearing to that point. When you move it calculates your groundspeed and track. It also calculates your estimated arrival time. This is not too accurate at walking pace but becomes more reliable, the faster you go. It also provides a Course Deviation Indicator which shows you how far you are off direct course to your destination and which way to correct. It is easy to tell your retrieve crew your range and bearing from take off, and it's

simple for them to use your range and bearing to work out your position on a map.

All of this makes navigation easier, too easy if you speak to some sailplane pilots. Their point is that technology does go wrong, and so there is no substitute for traditional map skills. If you are the sort of person that keeps a spare battery for your vario handy, you will want to keep an eye on your map while using

key to the NA V screen and you are ready to fly.

As you fly away from take off you will see your range and bearing, from takeoff, at the top of the screen. Your heading will be shown in the next line.

Your groundspeed is also shown in the second line. When you get to cloudbase you can use the groundspeed to find the downwind direction by circling smoothly until you see the greatest speed. Your ground crew will also find it useful to be able to estimate your progress, between position reports. Especially useful if you land before you are able to report.

When you land, you can take another waypoint to fix it without doubt. The Flightmate has a feature called "A to B" which will let you measure the distance between waypoints, so you find out the length of your flight, long after it is over. If you had a goal flight in mind, create a waypoint for your goal, set it as a destination, and go for it. Even if you drift across wind, the bearing to the goal and the course deviation indicator will help you back on target.

OPS technology is so new that we all have a lot to learn about its capabilities, and potential. The fact that it is accepted in powered light aviation, and is becoming accepted in sailplane gliding, points to a bright future. How far will you go?

Trimble

Four of the navigational units available

OPS. Light aircraft pilots have taken OPS technology to its limits by attempting to use a waypoint on the runway to set up for finals. Lets look at how we might use OPS. A typical flight would start with a quick check of the batteries. A new set of alkaline batteries should last 8-10 hours. Then a few moments wait for the satellites, and its time to set a waypoint at takeoff. If you haven't been here before you can save your current position as a waypoint by pushing the circle key twice in the OPS screen. You will see that it gets a name like SA VED002.

You can change this later using the Modify W aypoint command in the WPT screen. If you use takeoff as your reference point, you will be able to see how far you have gone. This can be done, in the WPT screen, by pressing the circle key and accepting the takeoff waypoint by pressing the enter key. Press the left

35

Navigation FLIGHTMATE

Copyright © 1992 The first screen

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AIRSPEED IN DICATOR Use with optional paraglid er mounting bracket. Maximize your performance and skill.

RUGGED-Molded of super tough LEXAN ' resin.

Stainless steel rod.

ACCURATE- Calibration traceable to National Institute of Standards and Technology.

Specify: 0 to 30 mph, or O to 50 km/h Airspeed Indi cator: $23 .50 Paraglider Bracket: $6.50 -SATISFACTION GUARANTEED-

HALL BROTHERS P.O. BOX 1010-P • MORGAN, UT AH 84050 U.S.A. Mastercard • Visa • C.O.D. Phone:( 80 1)829-3232 Fax:(80 1)829-6349

ONLY THE BEST Its one of those gorgeous spring days. The air is like crystal and the temperature is perfect. And best of all, you are free today to go fly.

Launch is not crowded, and everyones mood is a match for the weather.

Your launch is great and you faff into the perfect thermal within ninety seconds. Four minutes later you are nine hundred feet above launch, stiff climbing. And then you're tumbling with the wing folded. It crosses your mind that the man was right when he said that at times like this, only the best will do .

At RC/ we are committed to providing the best system on the market today. We offer two models: LIFELINE for retrofitting to your existing ~..,.,.,-. emergency parachute, and SIDEKICK, a complete parachute and deployment system in a compact package. Both models feature: --proven design, proven technology --remote mounted activation handle --built with the best materials and workmanship --enclosed cables and bridles for snag protection We offer a complete fine of emergency parachutes designed and built to the same exacting standards, and service to match the quality of our products.

Call or write for further information . Deafer inquiries are invited.

RC/ 2060 A East Main Street 95776 Woodland, CA

USA

Phone (916) 661-7243 Fax (916) 661-0528

THE BRITISH SCHOOL OF PARAGUDING IN LAS VEGAS

THE ULTIMATE POWERED PARAGUDER

- THE PAGOJET -Great Portability -Excellent Performance -Low Noise AND MORE.....

See the PAGOJEI'fly:

VIDE0$23

NEWSFLASH

LAS VEGAS-

-The New Harley top of the line peeformance canopy-THE MISI'RAL-has just received ACPULS ratings of 1JAs and JC.

Sunny, blue skies winter flying

TOWING ~ Our speciality Towing to 2,000 ft.

Tows: $5 LUXURY: Hotel next to site $20 per night

Dealer enquires for PAOOJBT and HARLEY PARAGLIDERS Welcome.

British school of Paragliding, 1770 North Green Valley Pkwy, #4134, Heodenon, Nevada 89014.

Tel: (J02) 896-(i()O() Fax. (J02) 896-6022

u~

Soaring Center.

and XC Clinics for Hang Paragliders: May 14, 15, 16 June 18, 19, 20 July 23, 24, 25

Recommended by Top Gutesiegel Test Pilots

Learn to fly XC with your own personal guide pilot from Team UP. Concentrate on refining your technique and tactics while UP handles everything from retrieval to lodging. ( $250/ $450 WI food and lodging)

and Manuevers Clinics for Paraglider Pilots: July 9, 10, 11 August 13, 14, 15

Also available: Classic - beginner's canopy, Victor- deluxe harness, Plus - reserve parachute

Become a safer paraglider pilot by enrolling in this advanced manuevers clinic. Put your paraglider through the paces over the water and learn how to recover from from extreme manuevers. ($250 I $450 WI food and lodging)

Introductory Pricing DEALER INQUIRIES INVITED For more information, please contact the exclusive North American importer:

Reserve your spot in any of the above clinics by calling the

UP Soaring Center at (801) 576-6460. lodging based on double occupancy

Justra USA, Inc., 1A Tripharnrner Lane Ithaca, NY 14850-2503 Phone(607)257-5610 Fax(607)257-8046

303/494-2820

PARAGLIDING

> Introductory· Advanced Instruction > ParaTrekklng Trips > Tandem Instruction > Towing Instruction > Complete Sales & Service Week-Long Class I Certification: ......................... $475.00 1993 Safety Clinics:............... June 6-13, September 8-12 Thermal X-C Clinics: ............................ September 14-17 Dealers for Edel, Prodesign, Nova, Ball, Brauniger, Maxon

3620Wawona San Francisco, CA 94116, Phn: (415! 759-1177 Fax:1415 759-1182

PataSoft. Inc. Paragliding School 4445 Hastings Drive &'I Boulder, CO 80303 &'I 303/494-2820

PARAGLIDING Thermax Paragliding -_.,..., . .. Year round flying at the easiest site to learn to or to soar 1000' volcanic craters (extinct?!) Plus many other great drive up sites. 1 hour from Grand Canyon, dealer for almost everything I specializing in Edel. Class II USHGA Certified Instructions. Dixon White, 2 day classes start at $195.

1500 E Cedar #10 Flagstaff, AZ 86004

(602) Arizona

526-4579

AirTek Paragliding Sch-ool Take advantage of San Diego's weather, nearly everyday is a good flying day.

(619) California Class I certification; $450, six days of training including high altitude.

483-1899

Accommodations, airline reservations, and transport arranged on request. teaching since '89, Class Ill Tandem rated instruction, Excellent safety record .

4667 Cass St Suite B San Diego, CA 92109

Adve,nture Sport:s Paragliding - Hang Gliding, learn the sport of your choice today and start your adventure tomorrow. Sierra tours our specialty, Lake Tahoe I Reno. Learn to fly the mountains. USHGA certified school and ratings . dealers for Edel , Pro Design , Wills Wing, Pacific Airwave, UP. Sales - Service - Instruction

3650 Research Way #25 Carson City, NV 89706

(702) Nevada

883-7070

Enchantment Parag1iding sand train ing hills to dozens of mountain sites across the state, learning (505) New Mexico toFrom fly in New Mexico's uncrowded, crystal clear skies is an unparalleled experi-

281-2759

ence. Learn mountain flying, towing, thermalling, cross country, and maneuvers from USHGA certified instructors. A variety of gliders, accessories, and safety equipment available. Euro flying interest you? call for info.

P.O Box 1082, Cedar Crest, NM 87008

GMI GMI = A paragliding school in New York with towing capabilities. USHGA Certified

Instructions. FREE COLOR BROCHURE. GMI = A FREE PARAGLIDING ACCESSORIES CATALOG on the hottest items from Italy/

France I Switzerland.

GMI = Summer and Fall paragliding trips to the French Alps for 'Class I pilots'.

GMI = Any artwork on your paraglider. FREE COLOR BROCHURE.

(516) NEW YORK

676-7599

outhwind Hang Gliding USHGA Certified Tandem Instruction . Come learn to fly XC with Nationally (801) Utah Ranked Pilot Bob Schick. Specializing in Advanced Tandem Instruction ,

359-6036

Thermal and XC clinics, and custom tours of the breathtaking Utah and Wyom ing scenery for both hang gliders and paragliders. Southwind is the proud manufacturer of the Brain Bucket, Back Buddy, and new Brain Bucket Full Race.

106 E Capitol Salt Lake City, UT 84103

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_____._

SOUTHWIND

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HANG GLIDING

_ -,

UP SOARING CENTER Full service hang gliding and paragliding retail outlet and school. Introductory les(801) Utah son: $40 I Class I Pilot Program : $500. Schedule your instruction at the nations most consistent site. XC, Thermal , and Maneuvers Clinics scheduled throughout the summer season . Enjoy the advantages of learning to fly from a school that is supported by a manufacturer. Come 2 UP 12665 So. Minuteman Dr Draper, UT 84020

576-6460

ort merican Paragliding Become a pilot under the guidance of USHGA certified instructor Mike Eberle.

(509) Washington We offer full-time , year-round instruction for the Pacific Northwest. Including one

925-5565 PAGE 42

day introductory classes, through week long cerification courses. Tours throughout North America and around the world. Dealer for Flight Design , Wills Wing, FlyTek, Skywatch , UVEX, and more!

PO Box 4 Ellensburg, WA 98926 Fax: (509) 962-4827

PARAGLIDING SCHOOLS ABOVE & BEYOND We are the 1st. paragliding school in the U.S. , established in 1987, at the Point of the Mountain near Salt Lake City .We specialize in individualized instruction.We teach at the best inland sites in the US, featuring drive to launch sites. We provide everything you need to become a pilot, including tandem instruction and advanced training. Call us first ! Fred or Claudia Stockwell 3314 W. 11400 S. So Jordan Ut. 84095

{BO 1) LJ ta h

2 54 7 45 5 -

lal© V®(gjal© fPairaig!~d~rug

(702) NEVADA

896-6000

Paraglide in sunny Las Vegas. Main U.S. dealer for Harley Paragliders and Pago Jet - the ultimate powered paraglider. Duration 5 hrs. Distance 100+ miles.

Excellent reliability , portability and performance. Tow conversion course $100.

Tows $5. Excellent XC flying . At site luxury casino hotel $20. per night Beginner to advanced training .

GLIDELL SKYTIME PARAGLIDING (415) California

Instruction and sales with our certified staff.

Towing and towing clinics in the central valley.

Guided tours. Charter flights available.

555 Bryant St. Suite 256 Palo Alto, CA 94301 Fax(415)424-9704

Aspen Paragliding (303) COLORADO

868-2413

Directors: Jan Stenstavold and Dick Jackson Distributors for Nova , Vonblon ,and Airbulle Complete sales, service and accessories. One block from the gondola on Aspen Mt. Four day beginner course , Tandem instruction , Year round Mountain flying, XC , thermal & mtn. flying seminars, Adventure travel excursions to Europe & South America.

Call or write us at: 417 S. Spring St. Po Box 2432 Aspen CO 81611 or Fax (303) 925-7710

ACCELERATED FLIGHT SYSTEMS Personalized , USHGA Certified Paragliding and Hang Gliding Instruction.

(619) S. California Courses are expertly run on a friendly , informative basis. We have been introducing people to the world of foot launched flight since 1976. New and used gliders and accessories . Ball , Comet, Edel, Firebird, ITV Second chantz, Wills Wing, and numerous others all skill levels welcome.

P.O. Box 1226 Del Mar, CA 92014

481-7400

aragliding Inc. Catch some air with Hill Country Paragliding , specializing in introduction to Towing , XC Thermalling , USHGA Certified instruction , sales and service. We carry a variety of certified gliders, instruments, helmets, a full line of towing accesories, T-shirts, hats and more .

PO Box 200644 Austin, TX 78720

td!PittntJns FlY ~ERICA

P.,;ne

P.O. Box 188 Shasta CA 95087 Fax (916) 359-2397 Personalized instruction, beginning through advanced skills.

(916) N. California

Instruction that develops extraordinary pilots !

359-2392

o·r.

(303) Colorado :

:

'

.

·. .

1

'

;

iventure s

440-0803

Boulders premier paragliding school, est. 1988. Come to learn fly in the Rocky Mountains. We are the United States distributor for Firebird Products, and dealers for Ball Varios, and Hanwag Boots. Other accesories available in our full service shop. For more information please call Dave Whaley.

5311 Western Ave #D Boulder, CO 80301

PARAGLIDING SCHOOLS SUN VALLEY PARAGLIDING (208) Idaho

•:n 5UN VALLEY

PARAGLIDING

The most experienced and comprehensive flight school. We specialize in private tandem instruction. Our certified instructors and USHGA appointed towing and advanced maneuvers administrators will ensure you receive the finest training available. The local topography is the perfect location for our XC and min/thermal seminars. Visit our shop at the base of Bald Min where our full line of flight equipment and knowledgeable staff will satisfy all of your paragliding needs.

PO Box 5715, 301 Bell DR, Ketchum, ID 83340 Fax: (208) 726-1100

Compact Wings (909) California

654-8559

726-3332

Located @ the famous Soboba site, which combined with other local mtn. sites & great weather offers more in altitude gains and hours than anywhere in the USA. New inter. glider, harness, lessons or reserve or vario/alt. $2995 . 5 day course $395. Class Ill & Tandem Instruction. Dealer all major brands. Less than 2 hrs from LA & San Diego.

1271 Avd. Floribunda, San Jacinto, CA 92583

Rocky Mountain Paragliding (403) Canada

Fly the "Canadian Rockies" Heli, Hike or drive up to incredible mountain sites of over 3000 ft vertical. We offer 1 day or full certification courses. You can obtain your Canadian, USHGA, or New Zealand ratings. Tandem Instruction also available. Local or international tours. Advanced maneuvers courses. Dealer for Edel and Advance.

Glenn Derouin Box 2662 Canmore Alberta, Canada TOLOMO

' Members receive discounts. We have 6 instructors, beginning to advanced instruction, international tours. Courses offered throughout Oregon: ' Willamette Valley, Central and Eastern Oregon (including a 4000' gondola over water). Courses are personal; you progress at your own pace. Our injury record is impeccable; over 2000 student days, and only two hurt wrists and ankles! We have accounts with all of the major European and U.S. manufac' turers : ITV, Pro Design, Edel, Ball, Brauniger, and more - no sales tax!

67 8 4 97 3 _

Oregon Paragliding Association, Inc. 1012 NW Wall St., Bend, OR 97701 Ph: 503*389-5411 Fax: 503*389-8010

DO YOU WANT SERIOUS AIR-TIME ... OR DO YOU WANT TO VACATION AT THE BEACH IN SOUTHERN CALIFORNIA?? HA VE BOTH FOR ....

$599.00 INCLUDES .••. * 6 DAYS AND s NIGHTS ACCOMMODATIONS AT A BEACH HOUSE IN THE RESORT COMMUNITY OF NEWPORT BEACH ... ON THE BALBOA PENINSULA! * ALL TRANSPORTATION ••• TO AND FROM LOS ANGELES INTERNATIONAL AIRPORT AND OUT TO THE FLYING SITES EACH DAY! *SOME OF THE WORLD'S BEST FLYING ... AT SITES LIKE TORREY PINES, CRESTLINE AND LAKE ELS I NORE f *GROUPS OF A MAXIMUM OF 6 PILOTS. THERE ARE 6 ONE-WEEK SESSIONS PLANNED: JULY 11-17, 18-24 AUGUST8-14, 15-21 SEPTEMBER5-ll, 12-18

CALL FLIGHT SYSTEMS TODAY FOR RESERVATIONS!!!

(714) 639-7777

· , . · GLJO!RS FOFfSAt.e Nova Ph,c,ntnm and trim tabs great performance and good speed. Weight range 95-140 kg low hours 1900 OBO 925-5565

new first glider, good performance, great stability, never out of the bag. $2000 OBO call Nate ) 254-7455

185-240 lbs hook in wt. Mfg. July '92 Perfect condition w/only 30 hrs of sun

Excaliburs and Ailes de K Cheap!

Flight Design B2 26.4 only $2495 Call North American Paragliding @ (509) 925-5565 or fax 962-4827

With deluxe harness, 18 gore PDA chute, speed stirrup, less than 2 1/2 hrs. flying time excellent condition.

765-1030

Apco Astra 27 $1500 ITV Saphir Must 165 $1100 Mark Shipman (509) 663-5238

ITV Ruby excellent condition 2 hours time. 90- 120 lbs lavender and green $2200 OBO Eves (415) 897-2200

Nova CXC 21, 42 cell, high aspect ratio wing with harness and "liftback".

Three years old. Excellent condition.

Less than 50 hours flight time. $1000 OBO Tim (415) 282-9629

New line sets for Corvettes and Aeros $200.00 , installation available.

Flamenco Dune hot new video from Andre Bucher only $19.95. 93 Edel Wall Calendars full color $15.00 Contact your Edel Dealer or Edel USA (208) 726-1100

Genair 224 12 hours good condition, very clean. Good first glider, with bag $1700 OBO (509) 996-2489

Comet CX-21, perfect condition low usage. Includes backpack harness, vario, and helmet. $1700 must sell Jay (619)296-1249

Like new only 6 hrs, 12 flights excellent cond $2250 Brad (201) 825-3515

Great Performance combined w/security , great cond. $2500 OBO call Nate (801) 254-7455

Excellent intermediate glider for the advancing pilot who has their sites set on a glider with good safe performance. Take off weights 70-110 kg comes with a factory speed system and backpack. $2150 OBO {303) !::12~Hit>4~ Wes

1991 Excalibur 27 cell, 296 sq ft, 197 lbs max. Excellent cond. less than 20 hrs. Includes deluxe pack, helmet, paraporter RBS harness, and 18 gore Pocket Rocket (never fired). $1700 549-1047 Evs. Scott

Diablo 30 sq. m Excellent intermediate glider suitable for a first wing.

Very stable and secure, fast w/speed system. Like new condition and great quality with 2 yr manufacturer guarntee. Wt. range 175-220 lbs. Includes full protection harness and large pack. $1900 Steve {303) 758-2980

1991 ITV Meteor Gold pink I grey in good condition intermediate I advanced wing.very stable includes steering seat and pack. Sitting Bull harness also available Price $2000 080 685- 6265

Trade Edel Racer for Challenger, Wills Wing, Space etc. Incredibly comfortable brake handles w/removable windshields $25, New Vario & altimeter $350, FM radios 140-174 mhz $319, New Force harness $200, Challenger 23 $1900 Wills Wing 121 $1800, Apollo like new 1600 or trade for kayak {909) 654-8559 Paraglidlng the Magailne makes no warranties or representations and assumes no liabllllles concerning the validity of any advice, claims, opinions, or recommendations expressed herein. All Individuals relying upon the material do so at their own risk. When p1,Jrchaslng a used glider, be advised to carefully check it's condition for air worthiness. If Jn doubt many paragtldlng businesses wlll be happy to give an objective opinion about the condition of the equipment that is appropriate for their skUI level or rating. New pflots should seek profe1:1slonel instruction from a USHGA certified instructor.

44

;h::1:~ge~C 2; bea~tid $2200.

UP Stellar 25 purple $1000. inc. harness Swing Prisma 26 top performance $2400 Swing Zenith 26 Solid intermediate performer less than 6 hrs $2200 Von Blon harness low hours w/ built in parachute container $350 Paul Santa Barbara {805) 962-9584 after 6:00pm

FIRtEBIFlD TW1$T 28 .

Just 57 hours. Great glider for school or first glider. Includes Paraporter (fully adjustable) harness. No tears, great condition. Wt. 150-200 $1100 080 Tony (310) 459-2682

. . . . . AOMAN~~f.1) ~~lfqtiA Apco Hilite 3, 24 sq m. Good condition, class 11/111, very stable and good · performance. A bargain at $1250 (310) 541-5494

FOR·SALJ~ Pro Design Airbow very good condition, low hours, intermediate wing 155200 lbs. Will trade for a beginner wing. Call Carl $1000 080 (303) 443-3012

eEEP,BEEP,BeeP,BSEP Great deals on new and slightly used variometers. Ball M-50 w/ alt $500 Brand new Ball M-19 w/dual alt, and bag $400 4 left.

Brand new Ball M-30 lightweight w/rechargable batteries $225 Demo Ball M-20 compact $200 Dem Ball M-22 w/barograph $550 (801 254-7455

FOR SALE Medium Wills Wing deluxe harness $150. Second Chantz 275PG $450, combo $540. Mike {909) 797-5515

TWO HIL!Tfz IU'S: 27 and 29 meter, low airtime with harnesses, $1700 Each (619) 934-3142

EDEL RACER 26 Less than 40 hrs with Force harness, UV bag, XL pack, and shipping $2950

CORVETTl:~2 Mike (416) 620-0115 Still Crisp, Inc Harness and pack, good beginner canopy paid $1400 wil take best offer (805) 267-14421

. te di-Vision ;nterrned1a s A·rRaces es 1

~

COMPACT Latest development in the new Advanced-IntermediateClass with elegant look! Convincing_appearance and ever simple launching characteristics besides uncritical flight behaviors persuade - typical PRO-DESIGN features. "High performance is no more a privilege for competition-pilots!"

COMPACT - THE symbiosis of fun , know-how and brilliant performance. For the ambitious hobby-pilot.

Larchenweg 33 A-6161 Natters Tel.: 0512 / 546444 Fax : 0512 / 546445-20

Pro Design USA Division of Yates Gear inc.

1600 E. Cypress Ave. # 8 Redding, CA 96002 Phone (916)222-4606 FAX (916)222-4640

PRO-DESIGN SINCE 1986 - PARAGLIDERS - HARNESSES - RESCUE SYSTEMS ,.

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