USHGA Paragliding Vol4/Iss6 1993 by US Hang Gliding & Paragliding Association

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TABLE OF CONTENTS

Features 4

Airwave's new Rave Photo FCS

Vol. 4 #6

Japanese H.G. Federation Report by; James Brown The Envelope Please by; Ken Baier

ACPULS

by; Andre' Rose

Grow Up!!

by; Andrew Breffeilh

E KMas?

by; Bob Hannah

Midnight Sun

by; Bruce Hamler

Alpine Flying

by; Dennis Trott

Soaring the Strip

by; E. Boonin

Param.otoring

by; Phillipe Renaudin

Changes in Latitude Changes in Attitude

Published Six Times Per Vear Publisher and Editor - Fred Stockwell Assistant Editor - Claudia Stockwell Art Director - Fred Stockwell Associate Designer - Jeremy Wright

Editorial letter

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

Depart1nents 6

Flight Lines

News & Noteworthy

Ken Baier - San Diego Bob Schick - At Large

U.S. Paragliding Clubs

Paragliding - the Magazine

Safety Info.

USHGANews

Paragliding Schools

Classified Ads

U.S. Correspondents

Editorial, Subscription, and Advertising Information: P.O. Box 477 Riverton, Utah 84065 Phone: (801) 2548558 Fax: (801) 254-7701 Subscription Rate for the USA: $26.00 Canada and Mexico: $32.00 Europe: $40.00 Other overseas: $44.00

Vol. 4 #6

NEXT DEADLINE: Dec. 24 for Vol.5 #1

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 reseives the right to edit any contributions. Further, the magazine reseives 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 reseived. POSTMASTER: Send address changes to Paragliding, the Magazine PO Box 477, Riverton, UT 84065.

PARAGLIDING, THE MAGAZINE• PAGE 1

PHOTO COrviPEITllON

Kim Taylor; Southern California.

In the next issue, a photo competition will be featured. Please send us your best shot by December

22nd, 1993. Eligible photos may picture any aspect of paragliding (one photo per contestant ) All entries will be examined for quality, content, and clarity.15-20 will be chosen as final contestants. These finalists will be printed as full page photos in Vol. 5 #1. Then our panel of 6 judges will pick the winners.

1st Prize- $100- and one of your suitable photos as a cover shot 2nd Prize- $50 3rd Prize- $25 Please mark photos with your name and include a caption with location and other pertinent information. To have your photo/slides returned please include a stamped, self addressed envelope. PAGE 2 • PARAGLIDING, THE MAGAZINE

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PARAGLIDING, THE MAGAZINE

JAPAN HANGGLIDING FEDERATION REPORT By James Brown The islands of Japan are little more than mountain peaks thrust from the surrounding sea by the clash of three tectonic plates. Never far from the rumble of earthquakes or the spew of ash and pyrociastic debris from erupting volcanoes, the Japanese exist at the whim of geological forces bad news for the building trades, good news for paraglider pilots. In the same way that nobody in Japan lives more than a few hours from skiing, nobody resides far from paragliding either. The Japan Hang Gliding Federation publishes a yearly record of the activities of its hangfliers, as they are called, a group which includes both hang glider and paraglider pilots. The JHF annual report covers almost every aspect of aerial sports in Japan in meticulous detail. So, what is going on in the aerial sports world in Japan, you ask? Let's have a look at some of the numbers. According to the JHF, there are a total of 51.423 registered fliers in Japan, including 10,624 women. Of this number 81 % fly only paragliders, while the remaining percentage is divided between those who fly only hang gliders, and those who fly both aircraft. Unless my calculator is broken, this means that

PAGE 4 • PARAGLIDING, THE MAGAZINE

there are 41,653 registered paraglider pilots of all levels in Japan. The JHF estimate that including dabblers and onetime fliers, there may be around 400,000 Japanese involved in aerial sports. With 389 active instructors listed in the JHF index for 1991 (the most recent figures) , it's easy to get some idea of the scale of paragliding's popularity. Japan has roughly half the population of the U.S. in a land area about the same size as Montana. Japanese pilot instruction runs through three levels at most schools. Beginning with "A- rating," the beginner learns how to take off and land, as well as other fundamental skills. The "B-rating" follows with the pilot learning turns, more focused landing and other canopy control techniques. The "P-pilot" rating is roughly equivalent to the U.S. 'Class I . 1,982 people received the "P-rating" in 1991 alone. Paragliding is riding the wave of the "leisure boom" in Japan. Those who "hang in there" long enough to get their "P-rating" are no longer members of an exclusive club. JHF statistics show that 436 people achieved the "P-rating" in 1987. 1988 saw 801 pilots get their ratings, followed by 1,245 in 1989, and 2,187 in 1990. 1991 was not a good year for the Japanese economy, so only 1,982 pilots got the "P-ratlng." Since a little more than 34% of those who fly are in the 30 to

PARAGLIDING, THIE MAGAZINE

39 age group, the business climate can have a profound effect on how much "leisure booming" they can do. In terms of what might happen in the US, it is intriguing to note how the surge in interest in paragliding has been matched by a decrease in the numbers of people getting pilot ratings in hang gliding. There were 349 "P" ratings issued for hang glider pilots in 1987, 327 in 1988, 290 in 1989, 265 in 1990, and only 218 in 1991, a drop of almost 37% in five years. The accessibility and spontaneity of paragliding Is clearly a factor here, especially in a land where a lot of the flying takes place at ski areas One can easily carry a paraglider on a ski lift, lugging a hang glider, however, is a bird of a very different feather. According to Para World, the Paragliding Magazine of Japan, 87.5% of the pilots get to their flying site by car, but most Japanese cars are too small to carry hang gliders. Taking up hang gliding requires more of a commitment in terms of time, money, and simple perseverance than is paragliding, especially in Japan where competition for leisure facility use and parking areas for example is much more severe than in the U.S. As you might expect, the JHF accident report is also very complete, including succinct information on weather, pilot age, training and cause of accident. The number of paraglider pilots killed in 1991 came to only six. Over the past five years, there has been a yearly average of 31,882 registered pilots. If current percentages apply, 81% of those fly only paragliders, so the number of paraglider pilots has been about 25,824. With an average of 3.2 fatalities per year, Japanese paraglider pilots average about one death per 8075 registered pilots. It is an enviable safety record. Another interesting comparison on the relative safety of hang gliding versus paragliding can be made by looking at the JHF statistics. Of the total number of registered fliers (all ratings) fly only paragliders, and they suffered a total, last year of 25 accidents, resulting in 6 deaths and 19 serious injuries, the 7 accidents resulting in 3 deaths and 4 serious injuries suffered by the remaining 19% of registered fliers suggests that hang gliding in Japan is a somewhat more dangerous sport.

One of the accidents involved a paraglider and hang giider collision both pilots survived to talk about it over a beer later, but the consensus was that the fault lay with the paragllder pilot. The lazy, laid back flying that paraglider pilots get accustomed to will inevitably bring them into conflict with the hang glider fliers when ridge soaring, for instance. It's a bit like mixing F- 16s with biplanes in an aerial exhibition. The biplanes might tend to get in the way. Flight rules work well when the aircraft are all of a similar performance, but tight flying environments might militate for stricter guidelines when two very different craft are in the air together. In none of the accident reports for paraglider pilots is any reference made to throwing a reserve chute. Where altitudes are mentioned, the falls occurred from as much as ten meters (33 ft.) when stalls or spins took place. Ski areas attract paraglider pilots here, and wind flow through the rows of trees that diwy up the ski runs can be tricky. sudden, near-ground deflations due to rotors behind rows of trees have been a constant thrill in my flying experience in Japan. If these conditions are common, reserve deployment in an emergency becomes problematic. Here in the Japan sea side of the main island of Honshu, the winter weather has closed in, and thoughts turn to hot-pot cookery and warm sake in front of the stove. Flying will start up again in Niigata, around the middle of March when the weather stabilizes. See you in the air.

.-:.

...•... ::····

:,;':'.::::::.·.:.:.;,·;··-

James (no relation to the singer ) Brown was born in China and raised in Japan. He lives and works in Niigala. James is our new correspondant for Japan.

PARAGLIDING, THE MAGAZINE• PAGE 5

Dear Editor, There is good news for paraglider pilots in NC. The states General Assembly has passed House Bill 36 and Senate Bill 40 which is a Landowner Protection law. It basically states that a property owners are not liable for injury or accidents if there is no charge to persons who use the land for educational or recreational purposes. So now you can tell a landowner that he is exempt from being held responsible because of the new NC state law. Hopefully this will open up some old sites that landowners were once concerned about being sued. It may also allow new site owners to change the way they look at paragliding in the '90s. Tommy Thompson, N.C. Hello, Some readers may be interested in communicating with other pilots "on-line" If you have access to a computer and modem, you may already be using Prodigy, CompuServe! America on Line or any of a number of other on-line services. Most of these services are linked to the mother of all systems, the lnterNet. It is on the lnterNet that you can find a "forum" for foot launched pilots. Though the official designation (and address) for the forum is "hang-gliding@virginia.edu", it is a meeting place for paragliding pilots as well. Rather than operating as a real time conference where you are actively holding discussions, the forum is actually a collection point for messages. The messages are collected by the system operator daily and then relayed as a single "digest" to all subscribers. Via these messages, you can share experiences, ask questions! buy/sell equipment. brag, look for flying sites, make friends and just generally have a good time. You don't have to contribute messages! you can simply be a "lurker". There's lots to be learned here. I work in the computer industry and frequently "surf the net". Receiving the daily gliding digest has definitely made the work day a little more bear-

PAGE 6 • PARAGLIDING, THE MAGAZINE

able. To join up, first find out if your service is connected to the lnterNet. Next, send ONE simple "Please add me to the list" message to this address: >INTERNET:hang-glidingrequest@virginia.edu (Be patient, the sysop has a "real job" and may take a few days to add you to the list as he may be busy or out soaring) This is the sign-up address. The general messaging address is >INTERN ET: hang-gliding @vi rginia.edu Thanks, Jon Swift, CA. Hi All, Maybe you can help me with the following: I'm collecting exclusive (means original) baseball caps from all over the world. Now, I'm paragliding for more than a year now, but still have no good cap concerning this great sport! Actually, the SHV (Swiss Hangglider Assoc.) sells caps but really ugly ones ... You surely have much better ones Anyway ... any suggestions? Thanx Happy Landings, Sven Schwin C/0 K. Frei Wieslerstr. 12 8702 Zollikon Switzerland Dear editor, In June of 1992, Jeffery T. Hailey, acting as attorney for Mr. John Bouchard, sent a letter to all U.S. paragliding manufacturers and distributors demanding payment of $75 for each paraglider sold in the U.S .. The letter claimed that Mr. Bouchard held a patent for elliptical-shaped ram airfoils and threatened legal action against any company selling such paragliders in the U.S.without his permission. The paragliding industry was incredulous to such a threat. Industry insiders knew of several elliptically shaped paraglider designs prior to Mr. Bouchard's patent filing and designs for elliptically shaped wings dated back prior to World War II. Elliptically shaped airfoils were considered standard to the paragliding industry and almost all manufacturers

used them. The general consensus was that Mr. Bouchard was bluffing and could never win a legal test of his patent. In Dec. of '92 Mr. Bouchard did file suit against UP claiming patent infringement. UP incurred enormous legal expenses fighting the lawsuit, and recently settled with Mr. bouchard for an undisclosed amount, at the urging of UP's insurance company, to avoid paying higher legal costs. Legal action against other distributors or manufacturers seems imminent. The cost of legal defense is estimated to be around $100,000. So what does all this mean to the average paraglider pilot? Higher paraglider prices will be the result regardless of whether the patent is upheld of invalidated in court. Paraglider manufacturers and distributors will incur substantial legal costs to fight any suit. These legal costs will eventually be passed on to you the consumer in the form of higher prices. Similarly if the legal battle is lost, you will be paying even more for your next paraglider. Since demanding $75 for each paraglider sold, Mr. Bouchard has doubled his demand to $150 and recently raised the ante to $200 for each paraglider sold, If the patent is upheld in court, the price you pay for your next paraglider will depend on Mr. Bouchard. In addition if a judgement is made in Mr. Bouchards favor, he will be able to control which brands of paragliders that will be sold in the U.S. by selectively setting the licensing fee for 12 years. This will inevitably drive many manufacturers and distributors into bankruptcy. Your choice of which paraglider you fly may be controlled by Mr. Bouchard. So what can be done? We all need to rally our support behind the manufacturers and distributors so that they have adequate legal counsel to win the next suit. Support those companies that choose to fight this attempt to control our sport and avoid those that do not. Let's not let our sport become subject to one persons economic interests. Sincerely, Granger Banks Parasoft Paragliding

Dear Editor, I'm writing this letter with the hope of beginning an open discussion of the real issues facing the paragliding community today. We need to begin paying attention; and really self regulating now, not just going through the motions. We have a wonderfully intrusive government, albeit the best in the world, that would be glad to step in and regulate us or merely eliminate the sport as too dangerous, or some other manufactured reason ... to protect us from ourselves. As our sport has evolved we have taken almost all our input and created almost all our regulations from the pioneers ... a small and once daredevi I group of paragliding enthusiasts, many of whom have now become manufacturers, importers and distributors. While this is the natural path of new and growing adventure sports,most,if they are to survive, mature beyond this point. We need to do the same. Our sport is growing up, and if we are to survive it is time for us to grow up and take responsibility for our actions and our future. I think the time has come for us to ask some hard questions, listen carefully to the answers, and not skew them to fit our "special circumstances". 1. Are the guidelines and regulations for ratings in this sport adequate and well thought out? Are certified pilots safe to turn loose on the hills and mountains of the country, or have they bought their rating with the purchase of a glider? Are the instructors adequately trained, or have they been shooed-in to create a new dealer for someone's products? 2. Are the quidelines, assuming for a moment that they are adequate and intelligent, being enforced? Or have they been watered down on a case by case basis to the point of being meaningless? 3.Do the guidelines and their enforcement, or lack thereof, benefit the sport, or do they benefit a few who have no clear view of tomorrow? We are suicidally short sighted if even one of us thinks that the sale of a glider, the sign off of a pilot,or the certification of an instructor,into a glutted instructor pool, enhances the sport. The development and growth of the sport will only come through safe, recreational flying by a majority of the

pilots who got a good education from a responsible instructor. A larger group of pilots will help everyone ... manufacturers,dealers, instructors, and the sport in general. 4. Does the instructor certification program have much semblance of professionalism? The future of our sport demands it. Realtors and most other professionals are required to continually update their education to keep their license, and they only deal with our money. Why not paragliding instructors? 5.ls there another sport where the manufacturers of the primary piece of equipment create the regulations that the rest of the participants must live by? Might this be a conflict of interest? Do ski manufacturers run ski instructor certification courses? Are sky diving schools run by the manufacturers of the equipment that the sky divers life depends on? They all have input, YES, but the users, people in the field create and implement the rules. This is a mark of a sport that has progressed through puberty into responsible maturity. This letter must also then be a call to the rank and file pilot to get involved at a grass roots level to help bring this sport to a level of respectability and acceptance that it must have to survive. This isn't just a sport for daredevils, its future lies in the ordinary pilot. Those who want to go farther, faster and higher can still do so, but not everyone wants that. There are a lot of people out there who would delight in a glide down. This may sound like a lecture from an 8th grade civics teacher, but if we value our opportunity to be able to fly, then we must voice our concerns. If you don't think that hang glider pilots learn the sport twice as fast as the rest of us, speak up. (An advanced hang glider pilot can become a paragliding instructor with only 12 1/2 hours of paragliding airtime.) If you have seen Class I pilots at your hill, and they can't launch their glider, speak up! If you were certified as a Class I and couldn't launch your paraglider, speak up! If you've seen irresponsible instructors teaching without helmets, flying in sandals, or launching students into questionable conditions, speak up loudly! (all instructors do not practice what they preach) Call your regional director,or

your club safety director,and be specific! Don't tell your problems to someone who can't do anything about it, (don't just sit on the hill and bitch to your buddies), ... better yet become somebody who can and will do something about it. I know you'd rather go to the hill and fly, so would I, but I'd rather not wake up one day and find out that someone is regulating our sport because we didn't have the guts to do it ourselves.Regulating does not mean ignore! I don't think we can ignore any more. 5 of us died this past year, I believe most were through sheer stupidity, and avoidable. I think we need to change our focus. We need instructors who are more skilled, more committed to continuing their education and teaching with a full time attitude. We need a pilots certification program that makes sense. I'd like to hear what the pilot community has to say. Are we satisfied or do we really care about our sport? Gary Brightbill USHGA Paragliding Instructor New Mexico

PARAGLIDING, THE MAGAZINE• PAGE 7

PARAGLIDING, THE MAGAZINE

eenvelope

ase!"

By Ken Baier "So which is better?" the prospective pilot asks me on the phone, "Hang gliding or paragliding?" He merely wanted to know everything. (Fortunately for me, he was paying for the call) How long does it take to learn? What do lessons and equipment cost? What's the difference in performance? What about sailplanes? Where he could fly and how safe is it? You did this to your instructor, didn't you? I hope so, you should have! Well, after the telethon was over I was on my way to the office supply store so I could mail this person some information. I fell into an instructor daydream. Having answered all of these questions many times, I envisioned all these prospective students gathered together in a big lecture hall. This would be my time to walk up to the podium in a tuxedo with a self important smirk and coolly announce, "In the category for Best Human Carrying Aerial Gliding Vehicles the can-

didates are: Sail planes Hang gliders, Paragliders, and of course, the Space Shuttle." This would be a good place to giddily add some insightful one liner like, "I just can't wait to find out" then proclaim suspensfully, "and the envelope please!" And the winner is ... At this point a representative of the official accounting firm Dumb and Cloudstreet meanders onto the stage muttering, "Uuhhh, which envelope?" Good question Cut to the office supply store. It's hard to believe how many types of envelopes there are. There is a whole isle of them! From the smallest coin envelopes to the largest there are about 100 different sizes. They come made of different materials and in a assortment of colors. There are envelopes for just about every purpose. An interesting one is the security envelope with the redun-

IMPROVE YOUR FLYING

dancy of two layers of paper. One of my favorites is the padded envelope which represents advanced knowledge that the parcel is vulnerable and the carrier may need a margin for error in order to deliver the package safely. And then of course, there are envelopes for the various types and speeds of service, ranging from inexpensive third class to the pricier overnight delivery. It seems to me there is a pretty good metaphor in here somewhere. Just like envelopes, the soaring sports offer a wide continuum of possibilities. Each type offers a relatively specific set of parameters. These include the things it will do and the things it will not! Within each type are individual items that are even more specific. And so it is that we say each sport has it's own envelope and each glider has an even more precisely defined set of characteristics known as it's envelope. In order to get what you want, you need to ask a lot of questions, do your research and find the answers that work for you So which is better? "And the Envelope Please!" I chose the brown 9" by 12" clasp envelope and sent it 1st Class.

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PARAGLIDING, THE MAGAZINE

Andre' Rose

My aim here is to enlighten those who are lost in the vast realm of paragliding. First, it is important to set things straight. n the near future paragliding standards will be established once and for all so that each country, will be able to adopt a basic set of principles which will serve as reference points (even in judicial debates) for criteria of minimum security. The standards are essential tools for industry and commerce, influencing every aspect of the industrial process. They specify the acceptable behavior criterion or the structural characteristics as proven by repetitive tests. As for paragliding equipment (harness, helmet and reserve chute), manufacturers will be obliged to conform to the established norms in order for their products to be put on the market. This equipment comes under the category EPI or (Equipment for the Protection of Individuals) which is under European direction. "Certification'' means that a product is tested by a third party to verify that it conforms to the minimum safety criterion specified in the standard. A sticker (which must be on the certified product) confirms that the product sold is identical with the model tested. STANDARDS Paragliders Load tests verify that the canopies will support a load of 8G (8 x the total weight at launch of pilot + wing + harness). For example, a paraglider for the given load of 57 - 100 kg). Flight tests are conducted by a neutral and independent pilot who executes special flight maneuvers to quantify the behavioral characteristics of the canopy and to check that the instructions in the user's manuel are correct. The results are for general information only. It is the responsibility of the manufacturer to state the level of the canopy (beginner,intermediate, advanced).

Phase I- Navigability aptitude: Just as for general aviation, the paraglider must prove able to accomplish all flight phases (launch, accelerate, turn, land, etc.).

Phase II- will verify the good inten-

It is important to know that these tests are conducted with the specific type of harness and tuning prescriptions described in the corresponding user's manual ACPUL is the Association des Constructeurs de Planeurs Ultra Legers (Association of Ultra Light Aircraft Manufacturers). In order to safeguard the future of their rapidly expanding sport, ACPUL members elaborated a set of Standards or minimum requirements for mechanical resistance of paragliders and aerodynamic behavior during the different flight phases. ACPUL is open to all manufacturers or importers of the paragliding industry worldwide.

AFNOR (Agence Francaise de Normalisation) was delegated by the French government to establish standards for domains as varied as automobiles, water toboggans, toys and paragliders. An equivalent agency exists in every country (in Great Britain it is the BSI). CEN centered in Brussells stands for Comite' European de Normalisation. It's role is to harmonise the Standards of various countries and establish common denominators for the benefit of commercial exchanges. Each country participates during Work Groups (GT or Groupe de Travail).

TC 1236 is the Technical Committee which oversees sports in general and GT6 is the Work Group which deals with paragliding, harnesses and reserve chutes. Actively involved in the GT6 are: Great Britain, Switzerland, Austria, Belgium, Italy and France. Germany is an observer. AERO-TESTS is a totally independent company created at the request of the French Industrial Ministry and recognized by the paraglidng industry. Aero-Tests has a test laboratory with the necessary equipment (HP Vehicle for load tests, load frame for harnesses, etc.) to execute tests on paragliding equipment according to the standards set by AFNOR.

tions with regard to the choices of manufacturer: what products are aimed at what customers. Harnesses Load tests are temporarily fixed at 1800 kg in symmetrical traction with 2 anchor points on the paraglider. It is probable that an evaluation of a harness' influence on a paraglider's flight behavior be proposed. This topic is still under discussion. Helmets The finalized texts include standards on: energy absorption, resistance to perforation, efficiency of the retention system as well as a defined field of vision and precise criteria on the material not recommended Emergency parachutes A load test standard and certain other criteria arc still to be finalized on a European level: opening time at a givenspeed, sink rate (parachute only, without the main canopy) and tendency toward stability after oscillations. The emergency chute must remain intact after a shock test and demonstrate safe flying characteristics during free flight (less that 5.5 min/sec sink rate). Naturally, as these standards progress, you will be notified of their content in detail. Our Joh is to observe, analyze and understand, which is far cry from having the certitude of a fundamentalist! HARNESSES In the course of evaluating paragliders we have observed different behaviors related solely to varying types of harnesses which have been categorized according to our visual observations. Classic Harness: is comprised of a ventral section, 2 shoulder straps, 2 thigh straps and 2 adjustable lower back straps. The ventral section is usually 35-40 cm wide and the hang height 50 cm between the seat and the riser attachments. It allows unrestrained piloting in roll PARAGLIDING, THE MAGAZINE• PAGE 9

PARAGLIDING, THE MAGAZINE

and a seated position more or less inclined backwards. Depending on the distance between the anchor points in the sense of the span, one will obtain more or less stability in roll. This is what affects even the same canopy's risk of entering autorotation through the increase of the load factor on the closed side.

Crossed Harness: is a classic type with a system of crossed belts on the ventral sec tion. The aim is to insure that the pilot's weight shifts from one elevator to another in case of an asymmetric closure so as to avoid entering an autorotation. Relatively new on the market, the Crossed Harness is associated with passive security. However, this is true only when used with the specific configuration of harness and paraglider. The use of another configuration may in fact initiate a spin because of diminished handling due to the impossibility putting the canopy in roll. Triangulations or ABS, etc: are essentially a compromise between the classic and crossed systems with the aim of giving a certain amount of roll by means of a restraining device that replaces the cross belt at the pilot's given angle of inclination. Any adjustment of the chest strap will influence stability in roll. The tighter the strap, the weaker the restraint. Please note that a loose strap will give a behavior comparable to a classic harness. Manufacturer's harness: is basically an originally designed model that influences the behavior of the wing in an unclear manner. For this reason we decided that any paraglider manufacturer can present his canopy for tests with a specific harness but that this choice must be entirely respected by the user. Otherwise, the canopy's good behavior in flight can not be insured. Piiotable seat harness: is one of the 3 fore-mentioned models with the addition of a piloting assistance system. The shifting of the pilot's body on pitch axis allows one to vary the profile of the sail by pulling unequally on the lines. Numerous models are now distributed with more or less effective weight-shift possibilities.

ishes the possibility of shifting the pilot's weight to one side or the other to put the paraglider in roll in order to facilitate turns and avoid problems of autorotation.

The height of the attach point in relation to the harness This influences the position of the center of gravity. By lowering the anchor handling is increased and visa versa. The position on the vertical axe (lower back adjustments) A prone position increases the pilot's inertia and retards his turn even though the wing is already engaged in a rotation. This can result in a twist The presence of crossed or ABS systems The crossing system helps shift the pilot's weight from the "closed" to the "open" side of the paraglider. * It is possible to acquire a harness equipped with cross belts but will not necessarily be effective.

CONCLUSION

PAGE 10 • PARAGLIDING, THE MAGAZINE

In a time where copies are as respected as originals, and companies are claiming to have created originals after making slight modifications on an existing design, it sometimes seems difficult to adhere to our own concepts. However, if we admit to ourselves, that without the innovative courage of a few firms, we would still be flying with free fall canopies,

To make generalities on such complex or novel systems is futile. Only the results of easily measurable criteria is useful. Be careful: only the behavior of a harness identical to the one originally tested with the paraglider can give a similar behavoir to the tests. It involves a thorough evaluation for combined paraglider and harness. Be aware that you may have the most stable wing possible but that the choice of harness (or a faulty adjustment of the harness) can make the wing unstable or unpleasant in flight and even dangerous in certain radical flight incidences.

there is no other option but to choose a responsible and conscious company who sticks to their own developments. Due to dedication to innovation, the A3 and C2 series are brand new creations from Flight Design, and the B2 is a continuous development of the liot Dream. The A3 fulfills the needs of beginning and hobby pilots, the B2 for the more aggressive pilot, and the C2 for the advanced pilot looking for the

Pierre Daeron and Jacky Sanderson from Tests contributed comments in this article. *We have designed a system of measuring the simple weight transfer to be able to show the results to the designer of the model. This analysis was made on 5 types of harness with S adjustments for each and variations made on the ventral section every 5 cm. This is how we noted certain problems! One model which served as a reference point for crossed systems offered a weight transfer right from the first angle of inclination while another "crossed" model did not fulfill its function.

latest in wing design.

FLIGHT DESIGN

NORTH AMEfilCAN PARAGLIDING Post Office Box 4 Ellensburg WA 98926 USA PH: 509-925-5565 · FAX: 509-962-4827

A FEW EASY PARAMETERS

Spreading the riser attachment points. This influences that shape of the paraglider's lobe and increases or dimin-

I .1

PARAGLIDING, THE MAGAZINE

Andrew L . Breffeilh JisickSOl'il, """'"111,jJ'""

When aviation began over two hundred years ago Benjamin Franklin was there watching the Montgolfier Balloon rise from the Place de la Concorde of Paris. A Frenchman asked What good is it? Dr. Franklin replied What good is a newborn babe? Perhaps only a Man of extraordinary vision could see the inevitable progression from a flimsy firetrap rising from the streets of Paris to Tranquility Base in less than two hundred years What good is paragliding? What good is a newborn babe? We don't yet know. Or perhaps we do. Perhaps some obscure corner of the vast aviation industry should be dedicated exclusively to sport Perhaps the joy of flying on solar power is its own excuse for being Perhaps it is better this way The basis of self regulation in FAA Part 103 and the Bylaws of the USHGA are rooted in this philosophy. We have already suffered five fatalities this year in paragliding in the U S In a statistical sample this small that is an appalling percentage. Expect your life insurance applications to soon be amended to ask - Do you engage in Hang Gliding and/or Paragliding? By some accounts all of these accidents were preventable if basic good judgment and established USGHA guidelines observed. These fatalities if continued may threaten the viability of paragliding as a self regulated sport A similar rash of accidents in the early days of ultralight powered flight prompted the FAA to saddle that sport with operating limitations which continue to severely restrict its utility. What is most troubling about all of these incidents is not that they were all preventable. What is most troubling is that they were foreseeable. Go back to the early records of the U S Hang Gliding association and you will see that we are repeating the mistakes of hang gliding when it was maturing through its adolescent stages in the late seventies and early eighties. Like Paragliding, Hang Gliding had already progressed through the first wave of unsafe home-made wings and was adopting stronger and safer aerodynamic designs. Yet armed with this new false sense of security some very experienced hang glider pilots went out and promptly killed themselves pushing the envelope. Paragliding now has a generation of wings in the field with unparalleled safety and stability Because of its slower airspeed and tighter operating limitations it should be safer than Hang gliding, but its not. Why? Examination of this years fatalities points mostly to pilot error. Flying in conditions beyond applicable Class I or II weather limitations was the most frequent cause. We can improve the safety of the sport first by making better individual judgments and recognizing our own flying limitations Every pilot must recognize the operating limitations of himself and his aircraft whether he flies a Boeing 747 or the Space Shuttle. Richard Bach was recently overheard to say that -The common sense required to fly an aircraft is inversely proportional to its mass. USHGA Class limitations may appear to be arbitrary to the uninitiated but isn't it strange how they are most strongly supported by the most experienced pilots. Often the hardest call and the safest one is the decision to hike back down.

Secondly we can help each other to fly safely. New Class I pilots are showing up increasingly at launch sites. They can't possibly observe the conditions, spot the house thermals or identify potential rotors and other hazards as well as more experienced pilots who fly the sites regularly. Take the time to help these fledglings They will be flying the ridge rules with you soon enough . Wouldn't you rather they know what they are doing in your airspace? Finally support your local and national clubs. Their volunteers are giving up air-time to support your flying. They are working hard to secure launch and landing zones for you Work within clubs to encourage safe flying and avoid prohibited zones. Site access is easiest where everyone works together and everyone carries a USHGA card. Support your local schools and encourage them to train the safest pilots possible. If we are to get through this adolescent stage without further tragedy we can only do it by working together. To quote Dr. Franklin one last time - We must hang together or most assuredly we will hang separately. Andy is a Class II paraglider pilot, but his flying career covers 24 years. He is a commercially rated balloon pilot, and has logged over 1000 hours in airplanes, gliders and balloons. Andy lives and flies in Jackson Hole, Wyoming.

AN INSTRUCT/ON MANUAL FOR THE NEW PARAGLIDER PILOT

CLASS 1 l'EST PREPARATION 100 ILLUSTRATIONS EQUIPMENT COLLAPSE RECOVERY AERODYNAMIC FL YING SKILLS WEATHER THERMAL FLYING LANDING

PARAGLIDING ALPHA FLIGHT

V 4,.

by Mark Wright Cl-

$19.00 PLUS $1.50 SHIPPING AND HANDLING ---------=--=-==-====== CONTACT YOUR INSTRUCTOR or AT SPORTS, 4206 C. SORRENTO VALLEY BLVD. SAN DIEGO, CA 92121, TEL/FAX 619 450-0437

~----------------- ------PARAGLIDING, THE MAGAZINE• PAGE 11

PARAGLIDING, THE MAGAZINE

or HOW TO PARAGLIDE IN JAPAN ON $200 A DAY• ByBOB HANNAH

It was 6:30 a.m. Sunday morning heading east over the pass, Doobie Brothers on the CD, night time low clouds breaking up with prospects looking good for another day of paragliding on "the other side of the mountain." The only thing wrong with this scenario-I'm doing 110 (OK, KPH) and I'm on the wrong side of the road. Welcome to paragliding in Japan, my first attempt and hopeful not my last, in pursuit of my favorite pastime. The past month has been so hectic, adapting to 60-70 hour work weeks. My attempts to connect with local paragliding enthusiasts haven't been successful, sleep on my one day off seemed to take over even thoughts of paragliding. The one connection I did make the week before told me, through an interpreter, that they were not going to fly this weekend because of a serious injury to one of their club members! I couldn't wait any longer, so I got the best directions I could for a flying area near Mt. Fuji, described in the hangliding magazine I stole from George and C.J. Sturtavent. I set off in my Toyota 4 wheel drive van (company car, gas included, which at $3.75 a gallon, would have cost $60.00 for the day!) from Nagoya, home sweet home, and headed East for Mt. Fuji and Nishi Juji, 150 miles away. The interstate was in great shape and not crowded, no problem with the ruts like on 1-90 from Seattle to Ellensburg, and was looking good until I got to my turnoff at the town of Fuji, 120 miles from Nagoya and paid the toll-$36.00!! Half an hour later (and another $4.00 for short stretches of toll roads) I pass my meeting spot-I never would have recognized the sign that I was looking for (S.E.T.-for Sky Expert Team) but the collection of clothes left over from a tye-dying festival told me I had found the local paragliding club. My arrival was unexpected, but not unwelcome. The club is similar to one many instructors would like to set up, made up mostly of former and current students. It is sponsored by a company that has at least 15 schools across the country. The clubhouse/sales office looks like an A frame from a U.S. ski area. Through an impromptu interpreter (computer person from Tokyo, lots of these guys around in the sport) the lead instructor checked my credentials and decided I could fly with them for the day. Guest dues for PAGE 12 • PARAGLIDING, THE MAGAZINE

the day are $26.00, plus another $26.00 to join the Japan Paragliding/Hangliding Association for the third party insurance. They decided with my level of experience I wouldn't have to wear a ribbon, at least on my first few flights. Beginners wear a red streamer, while intermediates wear a blue streamer. My interpreter, with 85 flights and 20 hours, was required to wear a blue steamer, even with his level of experience! The club owns its own landing site at the base of their flying site, 5 minutes away from the clubhouse. Thinking we would be landing on a postage stamp in the land of million dollar lots, I was pleasantly surprised to find an LZ 6 times the size of my usual flying site at Tiger Mountain in Washington. When I glanced over at a picnic/rest area under the nearest trees to the parking lot, I noticed a 28 foot aluminum extension ladder. I made a flip comment to my computer friend, like "I hope we don't have to use the ladder today, and was told, it's used every day!! Club-owned shuttle vans ($2.50 a ride) provided the ride up a paved road for 10 minutes to the takeoff point, owned by the club, 1000 feet above the LZ. The area is best described as a valley farmed and clear cut, with a mountain like Tiger, forested with Pine trees. Behind launch are good looking mountains, which I think have possibilities for benching up, like Cushman in the Olympics. It has its own "Emperor Dome", this time on the left of launch, to provide interesting takeoff rotors. We are facing East, looking directly at 14,000 foot Mt. Fuji from our 3400 ft. launch. Truly a spectacular site, several times closer to Fuji than Rainier is to Tiger. Launch is about the same size as Tiger side to side with about as much room for front launches as Cushman and as steep-if you don't make it!! Sounds great, now envi~ sion three times the people at Tiger on the first Sunday of a high! People are setting up 5 abreast where from my experience there is only room for 2, with hang glider pilots threading their way over paragliders to get to their 15 foot long ramp. Mass confusion everywhere! Within a half mile of our launch were two other private club launches carved out at the side of the mountain, used by hangliders. One ramp is a good 60 feet wide and 100 feet long! I decided to watch for a while, and noticed mostly marginal technique. Even when the wind came through strong enough to maybe try a reverse, no one did. Everyone but instructors averaged at least two attempts before they made it off launch. The launch director, after the second botched attempt, reminded them, with his bull horn for everyone to hear, that they only get three attempts, then it's back to the back of the line! (at this time, about 35 people) I find out that this flying site is where they bring people after their first . day on the training hill-which really didn't sink in until the end of the day, when I saw the training hill behind the clubhouse with at least 30 students on it. It was about as wide as it was high-35 feet!! Talk about pucker factor! How many

PARAGLIDING, THE MAGAZINE

of us would want to face Cushman or Tiger on our second day of lessons? After several people tell me to please set up in front of them, I decided I can' t wait any longer. I was hoping for enough wind for a reverse, since I hadn't flown in 6 weeks, but no more waiting. Mt. Fuji was beckoning. E K Mas? To the launch director, said by everyone-"May I Go?" and I'm off. Fortunately my Wills Wing doesn't fail me, and I'm airborne by the time I hit the edge (better than most of the attempts I had seen up to that point.) Unfortunately, bad timing, inexperience or whatever, spoiled my first soaring attempt in Japan. The lift is there, there were still some people up that were there when I took off, so I was looking a bit sheepish. Oh well, it's good to be in the air again anyway. Another 10 minute ($2.50 please) ride to the launch, and it's time to get in line again. It' s now late morning, and a few thermals start popping through, to add lift to the limited ridge lift, more failed front launches by most, and I' m ready to try for a reverse. For some reason, the locals don't hook in (40 % of pilots in Japan, by the way are female) before they take up the limited launch space, which I can't figure out. I grab my wing, and throw it casually in front of about 60 spectators, all stopping to watch the American. With variable winds to about 6 or 7 m.p.h. I time a gust perfectly, it unfolds and inflates my wing, and deciding not to wait for a lull, pull off one of my best moving back and turn around launches. I'm set up and gone in less than 30 seconds, doing my best for crowd control! Luck was definitely with me, I was able to find lift to take me several hundred feet over launch. It's less crowded up here, with only a P4 and a Pacific Airwave to keep me company. It turned out that they were instructors on oversized wings, so I felt pretty good about my flight. I notice some hangliders benching up, and I decide I have enough altitude to join them. I bench up, on a Cushman like mountain, to cloud base another 500 feet higher, over the peaks behind launch. After an hours flight, I go down to a landing and the congratulations by other pilots. Apparently I was the first paragliding club member to bench up with the hangliders.! I hope to try it again next time. Back on the toll road, and 3 hours of Sunday traffic later, I'm back in Nagoya. All in all, a great day of flying, at a great site, equal to some of the best I've been to. It's supposed to be good all year long, so maybe I will join the local club. It's only $270.00 for 6 months, plus another $150.00 for payment for the shuttle vans. (yes, and you still have to pay $2.50 each time!) When you think about it, I guess it's not too bad a price for such a great site. My rule of thumb has been, if it' s less than three times as expensive as home, it's a good price! ... by the way, the ladder was used before I lefta hang glider pilot from one of the other clubs hit my interpreter friend, and when he was looking back at what he hit, he hit another paraglider, who lost control and ended up in a tree, not hurt fortunately. All from Japan-Come on over and we'll go flying!! Bob. Bob Hannah first realized his dreams of flight with Mike Eberle in the summer of 1991. Since then he has been ridge dancing his way around the world. In his 250+ flights he has accumulated more than 100 hours of air time, and is still going strong. As a self employed marketing strategist, Bob enjoys piloting his Flight Deign B2 and Wills Wing 125 to new heights around the world.

everything you need except the instructor. Start with expert and up to date knowledge in The Pilot's Training Manual. Add a soaring

harness with 20 years of harness design and manufacturing experience built in. Then a canopy from the Wills Wing AT Series acclaimed by instructors and pilots alike as the most comfortable and forgiving available. Finally service and support - 50 hour annual checks, canopy repairs and line replacements available now, when you need them. Put it together with personal instruction from your local Wills Wing dealer. Theirs no telling how far you 'll go.

Performance without compromise.

500 West Blueridge Ave Orange California 92665 Ph 714 998 6359 PARAGLIDING, THE MAGAZINE• PAGE 13

CRUISAIR handles very well mannered while providing a high level of speed, performance and stability. The glider is made from Ailes de K's exclusive fabric and comes in three sizes. Look for more news early next year. One of the newest gliders in Europe. the Tornado 61 (34 square meters) has now been certified in Europe. The Tornado 61 won the glide contest at Torrey Pines. The glider is virtually unknown in the U.S. but is available now to qualified pilots. The Tornado 61 comes with custom racing lines and is actually faster than many smaller high performance gliders Recommended hook in weight starts at 100 kilos, but competition pilots in Europe who weigh less than 80 kilos fly the glider (with ballast) in strong conditions. Also available are the Tornado 59, 57, and 55. Since introduction of the glider in Europe, more than 1000 orders have been received. Advanced Air Technology Inc. is the exclusive distributor for the U.S. and Canada.

In the world meet article by Bob Schick, we printed that Hans Bollinger took first place in Verbier on an A 4 glider. Actually the glider that Hans flies is an Advance Omega 2 I 27. Our apologies. Also in that article it said that Walter Holzmueller flew an Edel Rainbow. Walters glider was a Nova.

In the letters to the Editor we printed that Ancil Nance is the Editor of Cascade Lines newsletter. Steve Roti is really the Editor You can order Cascade Lines by calling (503)284-0995 We apologize Gentlemen.

For 1994 Ailes de K, the only Swiss manufacturer, introduces the new CRUISAIR. The glider is designed for advanced recreational pilots who seek competitive performance. The

PAGE 14 • PARAGLIDING, THE MAGAZINE

EPSILON lines of beginner/ intermediate gliders. In Europe the gliders have an excellent reputation for quality, workmanship high performance and easy handling. For free information package please call (800) 424-1983

NEW HIGH PERFORMANCE DEVELOPMENTS AT HARLEY Harley Paragliders are reported to currently be working on a new high performance canopy. Due to come onto the market next year, the prototype was test flown at Verbier recently during the World Championships. Small Sirocco Also Gains 12A's. Harley Paragliders have gained a 12A rating on the small size Sirocco. This latest size to gain certification has an all up weight range (including pilot, clothes, canopy, harness and accessories) of 54-70Kg to provide a canopy for the lightest of pilots. The small size has been fitted with a new riser system which improves the top speed of the canopy when fitted with a speed bar. An un-cross braced harness was again used in the tests. The Sirocco now has a full weight range from 54Kg through to 120Kg making it suitable for virtually any weight of pilot. All sizes have 12A's in the ACPUL tests.

The Swiss Company ADVANCE has just won the World Paragliding Championship on the new Advance Omega- 2/27 piloted by Hans Bollinger. In the womens category ADVANCE placed second piloted by Nanou Berger. The gliders are now being distributed in the United States by Advanced Air Technology Inc., Also available are the SIGMA and

At the end of September, Mr B. Dumont the owner of ITV Laserlab ended the company. Its assets were purchased by Edel, the current world leader in paragliding. The new enterprise will be called Wind Concept ITV Mr. S.J. SUH, the Korean owner, was behind the deal because he wished to continue the ITV brand name and especially take advantage of the creative ITV design team. The former employees will be kept on, and the production facilities will remain in Annecy. Specifically the new ITV will: - Compete with Edel products along its established dealer network. - but share a more solid development team. The alliance of the two companies will make both more competitive in terms of cost sharing for materials and R&D. For the immediate future, continuity of the product line is assured. The transition is marked by a new, easy to use intermediate glider, the AGENA. The goal of the reorganized company, ITV Wind Concept, is twofold: 1) Consolidate its position as leader in the French market 2) Regain a top international level both in competitions and commerce.

Superspace Certified and ready for release Airtek USA has expanded their S.California facilities. The new shop is much bigger. There is room to display the large inventory of harness' reserves and helmets. Part of the shop serves as a class room for ground school. Marcus says having the factory and shop together will make things run a lot easier for Starla and himself. Also being closer to the new training hill in Sorrento Valley is a big plus. It will cut down on a lot of travel time.

Firebird USA and Alpine World Adventures have moved to a new location, right below the training hill in N. Boulder. The new shop is smaller but does carry some merchandise for pilots including varios, harness' and gear bags. If you've been waiting for a new glider Firebird will be releasing their Streamline for '94 soon. The range will include: Dolphin- for beginners, available in 2 sizes in Nov.'93 Marlin- Intermediate, in 3 sizes, will replace the Apache II, call to order now. Bamllcuda- Advanced I Intermediate sportclass available in 3 sizes in Dec.'93.

Airtime of San Francisco is distributing the German made, Drachenfleiger ParaglidingCalanders.Last year was the first attempt at distribution for the USA. These fantastic calanders feature international scenery and unique camera angles.The response to the calanders was excellent. The '93 version was super, but '94 looks even better. To order (415) 759-1177

Edel is proud to announce the arrival of its newest glider the SUPERSPACE. This glider is a completely new design, ideal for the intermediate pilot. The Superspace has a new planform and sailcut, slightly higher aspect ratio, more cells with smaller openings, thinner lines and a new speed system. This is a designthat truly bridges the gap between the Space and the Rainbow without compromising stability or security. The Superspace will be released to the American market on November 1st 1993. Available in 22, 25, & 27 meter sizes, the Superspace has been certified by ACPUL with all A's. ORION Edel's new beginner I school glider, the Orion is ACPUL certified with all A's and is ready for immediate release. The wing comes standard with a dual pulley system, the Stratus harness with integral back protection and will be available in three sizes. The Orion is constructed with a heavier sail material and thicker lines to withstand the abuse of students. This is a school glider that will last. RAINBOW Update, the ACPUL ratings that we originally published concerning the Rainbow were incorrect. We have now received the ACPUL rating cards and the following ratings are official. RAINBOW 24 8 A's 2 B's B in asymmetric collapse B in frontal leading edge collapse RAINBOW 26 8 A's 2 B's Bin asymmetric collapse B in frontal leading edge collapse RAINBOW 28 9 A's 1 B B in asymmetric collapse

It has recently come to Edel's attention that there are quite a few rumors circulating regarding the recall of certain Edel gliders. There was an alleged report of a total line failure on a Racer 25 while performing a spiral

dive. After hearing this Edel grounded all of the Racer model gliders. Upon further investigation, Edel found this incident to be fraudulent. A serial number check found that the glider in question wasn't actually sold until one week after the alleged incident. Charges have been filed against the parties involved in this matter. After determining this, all recalls for the Edel Racers were rescinded. No other Edel gliders were ever affected or involved.

With great pleasure, I am now in a position to inform you about the new Committee for the 1994 season of PWC events. On Sept 12, 1993 the new Executive Committee of the PWC was formed, leaving behind any problems of the past and starting with a fresh approach to plan the new season. The new Committee is as follows: President: Zico Franke 1st Vice Pres.: Yves Goueslain 2nd Vice Pres.: Xavier Remond Treasurer: Olivier Burghelle Gen. Secretary: Joe Hayler Admin. Sec.: Tammy Cooper Sports Director: Urs Dubach Sponsers I Media :Jacques Valente

COMPETITION DATES FOR 1994 SEASON March: Kytakushu - Japan April: Zillertal - Austria May: Grindelwald - Switzerland July: Piedrahita - Spain August: Avoriaz - France Aug/Sept: Chamonix - France (final) Oct or March '95 Governador Valadares Brazil (dates to be confirmed) For more info: Paragliding World Cup Committee General secretary :Jose Hayler (Spanish Joe) 65 Cornwallis Ave. Tonbridge TN1 o 4ET England Tel: (44) 732 35 7413 Fax: (44) 732 77 17 49This publication is provided, free of charge, to members of the United States Hang Gliding Association (USHGA), Paragliding division, as a part of a information dissemination service for USGHA,

PARAGLIDING, THE MAGAZINE• PAGE 15

WASHINGTON State Open Distance

U.S. FLIGHTS lsts and Bests UNOFFICIAL COLORADO State Record Peter Klopfer set a unofficial Colorado state record on his second flight on his new Rainbow 26. Peter launched from Lookout Mountain in Golden and flew West to Jane's peak at the Continental Divide and then on to land in Rollinsville. This 32 mile flight is unprecedented in that Peter flew west up into the Rockies instead of along the front range as most flights from Lookout typically go.

DATE : 05.08.1993 PILOT: Bill Gordon START-ALTITUDE: 3873 ft START-PLACE: Chelan Butte/ Lake Chelan , Washington LANDING-ALTITUDE: 1548 ft LANDING-PL: South of Ephrata between 7&8 NW on C NW FLIGHTT ASK : Open Distance and Flatland Thermalling XC - DISTANCE (MILES) : 49 AVERAGE-SPEED : 13.3 mph FLIGHT DURATION: 3 h 42 min MAX ALTITUDE: 10879 ft Information recorded on Brauniger Altivario with Barograph.

ADVENTURE XC

"Adventure" Paramotor F2 from the beach , in the town of Baysville(NY), climbed to about 2000' heading over the water in the bay area. After a 2 mile journey reaching the coast line again, stopped the engine and thermaled up close to 4000' over the water , pulled the big ears with two extra lines attached on the original outer A Lines , and landed in the city park in the town of Oyster Bay where the annual Oyster Bay festival was taking place.

BAROGRAPHS

The following barographs are accepted by the FAI : Alto Pint. E.W. Electronic Barograph Skybox Flytec 3030 Micropanel 3 Brauniger Altovario LCD VII Aircotec Primus

October 16, Phillipe Renaudin from Sup'Air/ USA took off with an

FASCINATION OF OUR NEW LINE ALTO VARIO BASIS • Altimeter up to 5500 m ( 17 500 ft) • Vario analog/digital • Audio - ASI system • Memo for 5 flights ALTO VARIO CLASSIC/COMPETITION • Easy to use with audio feedback keyboard • Altimeter up to 10000 m (30000 ft) • Audio - ASI system • Nomonal flight calculator • TEK • Temperature indication • Speed • 2 clocks • Memo for 25 flights Additional flight recorder at COMPETITION • Resolution1 m(3ft)upto6000m(18000ft) • Scan rate variable • 25 flights storable max. 70 h • Speed values storable • Parallel (Centronics) and serial (RS 232) connector for printout Distributors: Advanced Air T echnology 29 State Street

Airborne Canada Windsports 1764 Cedar Hill Cross Road,

Santa Barbara,

Victoria,

CA 9310 1 ~;i~i: ~ac~~;'t~t PH. (800) 424-1983 PH .I FAX (604) 477 -2461 FAX. (805) 964-3337

North American Paragliding

P.O. Box 4 Ellensburg WA 98926 PH. 509·925-5565

FAX 509-962-4827

••

FLUGELECT.R ONIC Pi.itrichstraBe 21 · D-82362 Weilheim • Tel. 0881/64750 · Fax 0881/4561

PAGE 16 • PARAGLIDING, THE MAGAZINE

Made in Germany

PARAGLIDING, THE MAGAZINE

SOARING IN 'IHE MIDNIGHT SUN

· '~~~~

p ?{u ADVENTURE "-

I' . - -

VIDEOS

By Bruce Hamler

EAGLE SUMMIT, ALASKA ... On Summer Solstice (June 21), the sun never sets on Eagle Summit, Alaska. Although located 75 miles BELOW the Arctic Circle, Eagle Summit has an elevation of 4,000 feet MSL and as a result, one can still view the "sun which never sets" here on Summer Solstice. Located 100 miles Northeast of Fairbanks in the White Mountains National Recreation Area, Eagle Summit is a drive-up site that provides breathtaking views and is a popular gathering spot for a wide variety of solstice watchers including: timelapse photographers, new age spiritualists, old age tourists, and a wedding ceremony. Tami and I came to paraglide and that we did! The paragliding was great and the setting was spectacular! Eagle Summit is a broad, table-top ridge that juts 400 feet above the tundra right off the dirt and gravel Steese Highway. The best launch faces north and is easily accessed by a short, rocky road (2WD OK) and offers panoramic vistas of one of the largest

expanses of wilderness in the world. At mid-day, the conditions were sunny and windy with strong cumulus clouds developing. The winds were from the north right up the slope but too strong (20-25 mph) . Our flying began later in the "evening" as the winds calmed down to a nicely soarable 15-18 mph. Tami and I launched at around 9:30 pm and conditions remained sunny and soarable until well after midnight. In fact, we camped on the summit and the next "morning" Tami enjoyed another long soaring flight while I fed the children breakfast. Together we were able to log over 4 hours of air time including 5 top-landings. We definitely had fun in the Land of the Midnight Sun! Ours was a very special, even spiritual experience. We enjoyed the gift of flight, surrounded by the stunning beauty of a vast wilderness , on a "day" when the sun never set! Alaska has provided many unique flying opportunities and this had certainly been one of the finest so far!

PAAAGLIDE - THE MOVIE

ACTION PACKED FOOTAGE FILMED ON LOCATION IN THE OWENS VALLEY, CALIFORNIA DURING THE WORLD CUP ANO U.S. NATIONALS. GUARANTEED TO GIVE YOU MORE PARAGLIDING FOOTAGE THAN ANY OTHER VIDEO. 36 MINUTES.

IJ.~ :buxe- SPECTACULAR PARAGLIDING FOOTAGE SET TO MUSIC ONLY AS WORLD CLASS PILOTS FLY TIGHT WITH A SAND DUNE IN AFRICA. 18 MINUTES.

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BASICS OF FLIGHT - EUROPEAN VIDEO THAT EXPLAINS ALL ASPECTS OF HANG GLIDING AND PARAGLIDING FLIGHT: FROM THE FIRST STEP TO PROFESSIONAL COMPETITION FLYING, AND FROM SAFETY ASPECTS TO METEOROLOGICAL CONDITIONS. FOR PILOTS AND NON-PILOTS. VHS - 40 MINS.

HIGHWAYS - FLYING THE USA

FLYING THE USA FROM A GERMAN POINT OF VIEW. VISIT UTAH, ARIZONA, NEVADA, AND CALIFORNIA. THIS IS A COMBINATION PARAGLIDING/HANG GLIDING VIDEO. 50 MINS.

p/JR. /J $ (J.f. - WORLD CHAMPIONSHIP

A FULL LENGTH DOCUMENTARY OF THE 1991 WORLD CHAMPIONSHIP IN DIGNE, FRANCE INCLUDING A SITE GUIDE OF FOUR SITES, REPUTED TO BE SOME OF THE BEST FLYING IN THE WORLD. VHS - 55 MINS. SEND CHECK OR MONEY ORDER PARAGLIDE - THE MOVIE . . . .... $39.95 FLAMENCO DUNE 19.95 49.95 THEAMIK HIGHWAYS 49.95 PARASOL 49.95 POSTAGE & HANDLING . . .... . . 4.00

Ad11enture Video

Soaring in the midnight sun

Paul Hamilt.on 4750 Townsite Road Reno. NV 89511 USA Phone/FAX 702-849-9672 CALL OR WRITE FOR OTHER ACTION VIDEOS PARAGLIDING, THE MAGAZINE• PAGE 17

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1915 E. Katella, Suite "B"; Orange CA. 92667 Contact: Mark G. Misiewicz (714 )673-6275 (714) 639-7777 Alt. Contact: Joe Gluzinski (714) 943-8664 Meetings : 3rd thurs 8:00 pm Regulated Sites: none Membership Ct Newsletter: Yes Dues: $20/month

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80 Fairfield Way; San Francisco, CA 94127 Contact: Chris Northcutt (415)585-9051 Alt Contact: Dave Sondergeld (415)756-4530 Meetings: 1st Wed 8:00pm Regulated Sites: Fort Funston Mt. Diablo MtTamaipias Membership Ct. Newsletter: Yes Dues:$18/month

PO Box ; 43722 Tucson, AZ 85733 Contact: Jan Ala (602) 327-97 41 Alt. Contact: Jaque Neff (602) 625-0807 Meetings: 2nd Tuesday Regulated Sites: Miller Cyn Box Cyn. Membership Ct. 37 Newsletter: Yes Dues:$15/year

PO Box 757; Draper Utah 84020 Contact: Ken Hudjorgenson (801) 572-3414 Alt. Contact: Walter Bresnahan Meetings: 3rd Thurs Regulated Sites: Point of Mountain Membership Ct. 180 Newsletter: Yes Dues: $25/year

Denver/Boulder Colorado Contact: Todd Bibler (303) 449-7351 Alt. Contact: Mike Reeder (303) 989-2779 Meetings: Regulated Sites: Lookout Mtn. Membership Ct. 24 Newsletter: Yes Dues: !

960 IE. Columbia ;Telluride CO

PO Box 183; Mercer Island; WA 98040 Contact: Gary Paulin (P) ( 206) 236-0075 Alt Contact: Dave Kruglinski (S) (206)323-4382 Meetings: 2nd Tuesday 7pm Regulated Sites:Tiger Mtn. Membership Ct. 11 o Newsletter: Yes Dues: $25 I. $30 F.

3024 NE 18th Ave.; Pc»rtland OR. 97212 Contact: David l=!ogers (503) ~·82-3938 Alt. Contact: Steve lr!oti (503) 284-0995 Meetings : 1st Tuesday Regulated Sites: Membership Ct. 78 Newsletter: Yes Dues: $25

PAGE 18 • PARAGLIDING, THE MAGAZINE

PO Box 791; Jackson Wyoming 83001 Contact: Cam Eddy (P) (307) 733-6571 Alt. Contact: Andy Breffeilh (S) (307) 739-0900 Meetings: Semi-Monthly Regulated Sites: Jackson Hole Grand Targhee Membership Ct. 20 Newsletter: Dues: $25/year

81435 Hugh Sawyer (303) 728-4772 Alt. Contact: Eric Tromer (303) 728-3744 Meetings: 1st Tues. Regulated Sites: Gold Hill Launch Membership Ct 24 Newsletter: No Dues: $25 Contact:

Rt. 1 Box 274 -C1; Westfield NC 3505 S. Lamar # 1002; Austin. Texas 78727 Contact: Bob Flegal (P) (512)326-1437 Alt. Contact: Nancy Stanford (S) (512) 794-1160 Meetings: 2nd Thurs. Regulated Sites: Packsaddle Mtn.

Contact:

27053 Tommy Thompson (919) 983-9064

Alt. Contact: Meetings: Weekends on site Regulated Sites: Alligator Rock Membership Ct. 15

From Deutscher HangegleiterverbandE. v. im DAeC (the German Hang Glider Association) DHV

Wear and tear durability problems in thin "kevlar" lines DHV invited concerned manufacturers and competent factory reps. to appear in its offices at short notice. All known cases of line breakage, at home and abroad, in various types of gliders, were collected and analyzed. Apart from overloading symptoms, it was shown that in cases of thin 'kevlar' lines, up to 1.5 mm diameter, for all paragliders the causes were attributable to problems arising from resistance to wear and tear. The most important indication is that the stress load on the reeving (this is where the line attatches to the quick link) of the main lines is most severe at the upper end of the stitching , had particularly serious effects in the case of thin 'kevlar' lines. The DHV is continuing to carry out scientific examinations to ascertain the precise causes and their contexts. The objective of establishing special airworthiness criteria for paraglider lines and to make these mandatory.

Ah·-worthiness regulations for all paragliders The DHV has been gathering information concerning durability loss when the tips of the glider are folded inwards (big ears). The findings are that when operating the canopy with the tips folded in, there is a danger that when negotiating a steep spiral that the entire paraglider can break up. This hazard happened recently on an Edel Racer 23, which was flying in a steep spiral with the ear flaps closed. This configuration lead to the occurrence of a series of line breakages (the pilot had to resort to parachute rescue). DHV carried out load tests on an Edel Racer and another make having the ear flaps closed. The result was that the paragliders tested were found to be only half as resistant to loading as when in a normal flying configuration. This matter concerns a hazard for the sport in general, regardless of the type of equipment flown. This hazard has only recently come to light, as pilots are entering new areas of speed and loading by performing extreme maneuvers with the equipment. To merely increase the general load testing would be of no particular advantage, as the equipment types concerned already test to durability far above the prescribed limits. To guard against accidents attributable to overloading, the following limits have been set by DHV. No steep spirals to be flown with the ear flaps closed. In general, observe your operating limitations, No acrobatic flying, as this has been determined to cause extreme loading.

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Airworthiness regulations concerning UP Stellar 33 UP Stellar 35 UP Katana 55 The DHV accident investigation revealed that the incidents involving the UP gliders were probably subjected to overloading in flight.Apart from breakages of a series of main lines, the seams of the cross stitched fixtures to the harness had become detached. Wittnesses said that shortly before the line breaks occured, the tip on one side of the glider folded inwards during a spiral maneuver. A comparable break-up phenomena could only be reproduced, by DHV, by folding in both sides of the glider to about a quarter section each of the overall span of the glider. In this formation the whole load was concentrated on the center section series of lines. Two paragliders were tested, the UP brand and another manufacturer, completely broke up at speeds of 53 kph and 70 kph. In another phenomena a series of line breakage occurred and the upper canopy detatched from the lower canopy. The loading at the break point was only 520 kg as opposed to 1200 kg,incured during the DHV quality standard inspections. (This occurance did not involve folding in the tips) Further studies on the lines of the gliders involved in the accidents were carried out and the lines were examined for wear and tear , by the Bavarian TUV (Tech. Supervisory Authority). The used lines were compared with lines of new equipment in stock. The lines on the used gliders showed a marked decline in durability, but which did not alone explain the accidents. With the approval of UP Europe the following precautionary measures are advised. All paragliders manufactured in 1993 of the models UP Stellar 33, UP Stellar 35, and UP Katana 55 are to be re-equipped with more robust lines. The equipment affected should not be flown until it has been re-equipped. UP International has sent out service advisories to all original owners of affected gliders.as determined by sereial #'s and the gliders have been returned for re-lining. If you did not recieve a notice or have a question about your glider please call UP at (801 )876-2211 or (801 )576-6460

Airworthiness regulations concemm ing Aernlogic, Bliss, and Racer Pa.ragliders. (Although these gliders are not sold in the U.S., we thought this information was worthwhile to U.S. pilots)

The breakage of several lines on a paraglider of the type Aerologic 51 occurred during a spiral descent without folding in the tips. The cause is not yet known. The same line material is used on the Bliss H and Bliss L , they also have a similar line configuration. The same problem has also occurred on the Charley Racer. The DHV has issued a safety advisory in conjunction with the manufacturers FLY Market and Charley concerning line breakage.The resistance of the main lines is to be rechecked on all paragliders of the type Aerologic , Bliss and Charley Racer, in all sizes. These gliders are not to be flown - - - _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ___J

PARAGLIDING, THE MAGAZINE• PAGE 19

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until such re-checking has taken place. Re-checking is to be repeated regularly at 12 month intervals.

Towing Safety Advisory It has come to our attention that certain persons have been towing paragliders and teaching towing .without adhering to USHGA tow guidelines. Edel gliders (among others) are tested and approved for towing , providing that all DHV I USHGA tow guidelines are followed . This includes the specific use of a WEAK LINK. Edel recommends the use of a weak link that fails at or below the hook-in weight of the pilot under tow. Generally a single loop of #205 leach line is adequate. We also strongly advocate the use of low line tension, so that climb rates never exceed 600 feet per minute. Never tow with an individual who is not one of the following : a USHGA rated paragliding tow administrator, tow supervisor, or tow technician. Endorsed by: Greg Smith-Edel USA, Marcus Salvemini-PG Safety and Training,John Yates-Pro Design, Alan Chuculate-USHGA Tow Administrator,

Stalls Professional European test pilots have concluded that stalling a paraglider is the equivalent of entering a cumu-

PAGE 20 • PARAGLIDING, THE MAGAZINE

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lonimbus cloud. Stalls should not be practiced even under controlled circumstances, even over water. If you do not exit the stall symmetrically, or let the brakes up to fast the glider can surge violently on re-inflation . The canopy can go so fast and so far in front of you that the combination of gravity and the elasticity of the suspension lines will in no time pull you toward your paraglider. There is a high risk of falling into the wing and getting trapped in it. BEWARE!! GMI

It only takes one! Recently in Las Vegas , during the World Heavyweight Boxing Championships , James Miller flew a motorized paraglider into the boxing ring. We can only assume that this was a publicity stunt. Responsible pilots of any craft can not condone this type of inconsiderate behavior. Besides the fact that James violated several FAR 's, he missed his intended spot landing and put innocent bystanders in danger. Safety conscious pilots can not comprehend the motivation behind this kind of behavior. Most of us are responsible caring people, who fly for fun. The consequences of one persons ego trip can negatively affect the entire sport flying community.

PARAGLIDING, THE MAG AZINE, PAGE 21

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Planning and Preparing 1

Creblet Launch; Verbier, Switzerland. 1990 PAGE 22 • PARAGLIDING , THE MAGAZINE

or ALPINE FLYING By Dennis Trott • Chamonix, France

pine flying can be enjoyed by everyone, depending upon the time of year and the area chosen. There are many areas to choose from in Europe,selecting the right place to match your experience is what this article is all about. Needless to say this article is aimed at the 'first time' and 'early' Alpine paragliding pilots. Going into the mountains and flinging yourself oft into oblivion may prove to be a costly affair in time and money it you are disorganized. It's pointless, say planning a summer trip somewhere high and hot, it you are unaccustomed to strong, turbulent, thermic conditions. Many areas in the summer may only have a couple of hours of reasonable flying time, if you are lucky, before it becomes blown out. I hope the following will give you some idea into mountain and high altitude flying. Venue and time of year. You should try to be realistic about choosing the place for your first, or early Alpine flying. Let me explain; During the winter months there can be superb light Alpine conditions with good thermal flying . Summer months can be very turbulent. For example, if this is your first visit to the Alps and you have had, just 20 hours flying in smooth ridge soaring conditions , then winter may be best for your premier Alpine flight. Dec-Jan - Gentle thermals, Feb-April - Nice conditions,XC possible, May-June - Bumpy , exciting flying, July-Sept Strong daytime thermals with over development. Oct-Nov Usually wet. The predominant winter anti-cyclones that persist over Western Europe in the early part of the year give generally good, stable but cold flying conditions. clear, sunny conditions is the recipe for large and smooth thermals. In the mountains, some of our best height gains and cross country flights are made early in the year. December and January Due to the quieter conditions, these are by far the best months tor the new Alpine pilot. Massive, almost bump tree top to bottoms are possible during the middle part of the day and during these hours very little on-slope wind at take off will be experienced. Your Alpine launch technique has to be good. Otten there can be very light, down-slope katabatic winds at the launch area. A committed run is needed here to ~ get airborne , especially as snow or ice can sometimes make launching difficult. 2 (/) -o February to Apri Offer more interesting flights. As spring approaches, the j;j sun climbs higher and by late morning the valley floor is 2Cl.. warm and the thermals break away. At first the thermals are small and lumpy but soon develop due to the warmth of the

PARAGLIDING, THE MAGAZINE• PAGE 23

sun, into large smooth bubbles that rocket the pilot into heaven , often taking him 1000 meters or so above take off. Some of the best cross-country flights from Chamonix valley can be made at this time of year. In the steep sided valleys of the Rhone-Alps, good ther-mal flying will be found as long as the prevailing wind is light and no adverse conditions are present. A wary eye needs to be kept on the weather at all times as conditions can, and do, change very quickly. On some days an inversion layer will not allow thermals to rise very high . The colder air surrounding these little, and sometimes punchy, thermals can sink rapidly . Plenty of height may be needed when flying above tree-lined areas. May and June By spring/early summer, mountain flying becomes erratic, long periods of clouds and rain can be interrupted by shorter periods of sun, and then near perfect flying days are formed. It is possible to fly most days, although conditions will not always be good. It is quite usual to get showers in the afternoon and then over-development in the early evening. The morning flying gives bumpy thermals.strong at times and unsettled. The more experienced pilot will enjoy some interesting flights. When the weather does improve, it's great. July to September The three months of summer give a variation of conditions. The hot daytime sun produces strong to violent thermals. The valley winds quickly become strong as they rush in from the lower lands to replace the hot air that has risen . Often these winds will cause turbulence within the valley, making flying and landing hazardous. The morning flying slot is now very short. Before launching one has to be sure of a safe landing in calm'ish conditions. If the conditions allow, then go high and stay high . If not, fly to a different area, and land at a better and more open site. Generally, sunny, steep-sided valleys will attract strong afternoon winds. By evening, the winds die away and it can be calm by nightfall. During these summer months you may do better choosing a site that is not too mountainous. During stable periods of weather, the larger, more open valleys , will fill by evening, with an ocean of warm buoyant air. These conditions are known as magic winds or evening restitutio n. From late spring onwards, this amazing phenomenon can give beautiful evening flying, up until the sun leaves the valley. These three unstable months offer differing flying conditions . The risk of building cu-nims is ever present and over-development by mid afternoon is not unusual. Any heavy afternoon rain normally clears by sunset. The morning sun heating the damp ground creates low level clouds in the mountains, often covering take-off sites. Some days it can take hours before these clouds clear leaving snappy, inconsistent thermals. The flying is then good, although height gains are not always great and the fast return of over-development shortens the day. By September the flying conditions generally become more settled. The morning clouds give a great indication of valley wind conditions . Disturbed, erratic movement of clouds could show adverse low level winds that are not always detected by other means.

For information call: I Can Fly Inc. 9 Audrey Ave. Oyster Bay, NY. 11771 Phone: 516 / 922-1032 Fax: 516 I 922-2437 Sales • Service . -·instructions Dealer Inquiries Welcome. PAGE 24 • PARAGLIDING, THE MAGAZINE

Weather forecasts. Local weather forecasts are generally very good in France, especially for the mountains. The phone number to call is; 36 68 02 and then the number of the department you are in. The last two numbers on a local car registration plate

PARAGLIDING, THE MAGAZINE

will be the ones you need. The forecasts, in French, give wind speed and direction, temperatures at 2000 and 4000 meters, the height of 0 degrees, general daily forecast and then the forecast for the following few days. Television, newspapers and local mountain folk can be helpful, looking out of your window early in the morning works well too! Site Access. In ski resorts during the winter months, cable cars give easy access to take-off sites. In many popular mountain areas some of these cable cars will also be open in the summer. However, there are periods during the spring and autumn when they are closed for maintenance. It is worthwhile checking with your intended resort to ensure that this uplift service is available, otherwise access to your chosen take-off areas may be impossible. Many European flying sites are only accessible by road. Most of these roads will be impassable to the ordinary road vehicle so a four wheel drive may be needed. However, popular flying areas may have a taxi or bus service available during it's busy season. It is well worth checking with local clubs or schools to see what services are provided. Official launch sites are marked on local maps. Information can be found in local site guides, although its not always accurate and often misleading. By the time site guides have been printed, many are already out of date. Within the Chamonix valley and surrounding areas we have many more sites than are shown in the official site guide. Find out from the school or club controlling the sites in your area, to see what else is available. The French sites are no less sensitive than your own so please respect local rules and laws. If the sign says 'please do not fly'. then don't! Many of the launch and landing areas are created by local clubs or schools and are generally well stocked with wind socks and streamers. Site and Weather Assessment. By the time you have planned and executed this trip, your site assessment should be good. Judge for yourself if you really want to launch from this small tricky looking site with a big drop off. As with many mountain launch sites, abort areas are few and far between. Once in the air, there is no turning back. Be sure to have a good look at the landing field before going up the mountain. Look out for obstructions and possible rotor areas, buildings, cables and trees. Take a look at the area down wind of the landing field, watch other pilots and see how they make their approach. If you are not too sure about the weather and there are no local pilots out flying, then take a tip and investigate further before launching. Conditions may look good at the take-off site but have you considered what the wind and weather is doing in the middle of the valley and down at the landing area? Perhaps the wind blowing in your face could be tail of some rotor from over the back. Did you check the weather forecast this morning? Have you checked in which direction this site is facing? Air law. In France, early pilots are not required to carry red streamers, to indicate low airtime. Many you will find are very experienced and when approached, offer good local flying advice freely. The sort of problem you may come up

against whilst flying, is the lack of knowledge regarding right of way. You may find it wise to give the majority a wide berth, as they will to you, when they hear another language spoken. French airmaps are available from the CAA. Due to the enormity of the Alps, commercial aircraft generally fly in a space well above our own flying capabilities. However, rescue services use helicopters and many mountain areas have their own airports for small private aircraft. In these situations local rules apply. Please check out with the school or club controlling the area for further information. Equipment. A good, tried and tested paraglider in excellent condition, suitable for your standard and experience is all you need. A wing that is easy to launch in both Alpine and reverse disciplines is a bonus. Don't worry about having a super performance glider for early Alpine flying, almost anything goes up, and stays up, when the conditions are right. It is more important to know the wing you propose to fly in the mountains. It is foolish to take a new and untried glider into new areas. A comfortable, properly adjusted harness matched to your glider, is sensible. Too often we see pilots down-grading their canopies with an unsuitable harness. Many paragliders are designed to be flown with a particular harness. Certification takes place with this matched pair. Be safe, keep it that way! If your harness has a back protector, then so much the better. Ample storage pockets are essential for spares, food, drink and extra clothing. So only carry up the mountain items you can f)y with. It is a good idea to carry a basic first aid kit as we are often many miles from civilization. Carry a reserve parachute! Know how to deploy it.! Radios. In Europe, we use the 2 meter band radio exclusively. Why 2 meter? Well, the rescue and security services use it:, as do all the schools and clubs. There is little point in having a radio just to chat with your friends. Radios are fine teaching aids and are invaluable in the mountains, though safety should be your priority. If your party only has airband radios then make sure at least one member carries a 2 meter radio with them. As an individual it is well worth trying to beg, borrow or hire one for your trip. This is an essential piece of equipment for the regular Alpine pilot. It is as important to know and have written down the rescue and security service radio frequencies onto a stickyback label which can be attached to the radio. This information is available at the local school or club. Cold weather wears down radio batteries quickly. If you can carry the radio close to your body for warmth, so much the better. The use of an extension speaker/mike or vox is good in this situation. Whatever you use for transmitting, make sure its within easy reach, as removing your hands from the controls could be hazardous. Vario meters When flying at great altitudes one tends to loose one's perspective of what is going up or down so the information received from a good vario will definitely help to extend your flight.Although not essential, a variometer that displays readings in meters is preferable. All maps and local height PARAGLIDING, THE MAGAZINE• PAGE 25

PARAGLIDING, THE MAGAZINE

information is, of course, given in meters. A simple conversion chart from feet to meters could be written onto a stickyback label and attached to your vario or map case if you are carrying one. A vario is only as good as its battery! Don't be caught out!

Cameras. Having spent your hard earned cash on getting to the mountains, don't skimp on your camera or films. A small, quality camera which is easy to use in one hand is all that is needed. Like your vario, make sure the batteries are full as the cold air at altitude eats them Up. Have your camera situated for easy access when flying. The Alps sometimes produce some stunning views when you least expect them to. Clothing. I hear only too often the excuse "I landed because I was getting cold". Alpine flying, particularly in the winter, is cold. 0 degrees can be at 600 meters and the launch site at 2000. Good protective clothing will keep you warm, aiding concentration, thus extending your flying time. It may be sweltering on the ground in summer but the O degree line is never too far away. For altitude flying, a high quality windproof over-suit is necessary. For the winter months, a 'Gore-tex' ski suit is ideal. Goretex is a waterproof material that breathes. It won't leave you damp after laying out your canopy in the snow. Gloves of the same material also work well. Fleecy undergarments are excellent. Good tough footwear is essential, although many of us find that lightweight soft climbing boots are better for snowy conditions. This type of boot is waterproof and has a rigid sole which is ideal for running in soft or hard snow. Your feet should also remain warm. Proper ski socks tell their own story. Up top, apart from the mandatory helmet, a thick balaclava will keep the head warm and a skiers neoprene face mask makes life more pleasant on those extra chilly days. Don't forget your sun block cream and sunglasses. In summer one can manage with a lighter wardrobe, although you will find that if you are cold prior to launching you will be frozen in the air. Travel. Even though Europe is large it has a superb network of major roads and motorways. Driving here is easy, with long distances covered quickly. Flying by jet is easy, although transfers from airports are never that straightforward unless they have been pre-arranged. If you have booked onto an organized trip then transport should he included. Most Alpine flying areas will have a selection of sites, often many miles apart. To get the best from them, it's important to have some sort of transport. Just to station yourself in one area, without the proper knowledge of the surrounding sites, is a waste. The local schools or clubs should be able to provide information regarding inter-site transportation. Accommodation. What a choice! Be flexible and select a place where your not controlled by a rigid timetable. Camp sites are plentiful in the summer and usually have excellent facilities. Many of the big paragliding competitions offer camping options.

PAGE 26 • PARAGLIDING, THE MAGAZINE

Contacts. If you decide to visit the Alps with an organized party, make sure the details you receive of the flying areas are comprehensive, and the sites suitable for your experience. If not don't be talked into a holiday to an area that you might not he ready for. You may find yourself sitting on a hill watching the more experienced fly, because the conditions are not suitable for you. Alpine flying is quite different. Here we fly almost totally in thermal conditions which means waiting for the right moment. A two and a half hour flight here is not unusual but it has to be planned well, in conjunction with the weather patterns. Be realistic with your planning, it is an expensive game as you all know. If you go it alone, then basic details and telephone numbers of clubs and schools can be got at the tourist office of the region. By this December, I hope to have a complete information package available of the Rhone-Alps flying sites. giving details on sites, accommodation and transport. As a BHPA senior coach and instructor I will be running thermal flying clinics from the British Alpine Paragliding School which will be based in the Rhone-Alps region of Chamonix, starting next winter. For more details you can contact me on: tel 0483 282322 fax 0483 282426 or write to me here in Britain to: Dennis Trott Betula, Cohham Way, East Horsley, Surrey. KT24 5BH UK

REFLEX HELMET Lightweight, strong, comfortable. Designed specifically for paragliding and hang gliding, this helmet offers comfort and full-face protection without restricting peripheral vision. Constructed of polyester polymer and reinforced with chop fiber, it allows the helmet to be strong but lightweight. The "REFLEX" helmet is lined with high-impact foam and brushed polyester fabric for a comfortable fit. Weight 21 oz. Sizes S, M, L XL. Colors: blue, black, white. (Dealer inquiries welcome.)

AIRTEK, 4667 Cass St., Suite B, San Diego, CA 92109 (619) 483-1899 John Yates/Pro Design 1600 E. Cypress Ave. #8, Redding, CA 96002 phone/fax (916) 222-4606

PARAGLIDING , THE MAGAZINE

E. Boonin

In Southern Nevada there are many dry lake beds which provide ideal conditions for flatland towing and cross country flying . Only 100 miles from the Owens , the XC potential is extremely good without the marginal ground clearance that makes the Owens a dangerous. So , in mid June, I drove down from Oregon to try my hand at doing some distance . Two weeks later, I had a handful! of 8 to 12 mile flights to my credit and I was feeling more confident about flying in big air. I was just waiting for The Day to arrive. On a promising looking afternoon , I headed out for some flying with Patrick Sugrue , my current flying guru , and Mark Heckler, a pilot I knew from the Pacific Northwest. Patrick was doing the driving. I was going to fly , and Mark (who had no towing experience) was going to humbly assist on launch and watch and learn . If he felt confident and if the conditions weren 't too extreme , we would tow him up as well. The conditions continued to develop and at about 2:30 I launched. I found some marginal lift and thermalled up to an unimpressive 2500' AGL letting myself drift downwind. Instead, I should have returned to the launch and towed up again to find something better. The prospect of messing around in 105° heat in a flight suit seemed unappealing though so I went with what I had and thus landed about 6 miles down the road, a two-thermal waste of time in his gentle , encouraging way Patrick told me , "Your strategy sucks" and lectured on how I shouldn 't take a thermal unless it's really good since the turnaround time with towing is only 15 minutes .. I sort of tuned him out deciding that maybe the day wasn 't as promising as we 'd thought. We got back to the lake at 4 : 15 and Mark was eager to fly, even after I to ld him the air was pretty rough . Unfortunately, his canopy was not rigged for towing and Patrick didn't want to tow him in strong

conditions on an untried wing. It looked to me like the conditions were settling down and I magnanimously offered to let him fly my new Harley Sirocco. Since it is so stable and Mark had a great deal of mountain flying experience Patrick agreed to let him have a few flights I would stay on the ground and help him launch. "Are you sure" Mark asked me. "If there's a chance that you 're going to have a big flight, I don't want to mess that up for you. " "It's okay," I said . "I think that the day is pretty much done for anyway." I was to recall this conversation again that evening. And again and again. We got Mark hooked in and reminded him of the towing procedures. There was a nice prevailing wind so we kited his canopy. I anchored him and Patrick drove the half mile to the end of the tow line. I gave him the go ahead on the radio and he drove across the lake, towing Mark to about 2,000' . Patrick pulled him through a thermal and after Mark released the tow line , Patrick told him to go back and find the lift. He found it with quite a bit of altitude left, but it was small and punchy and took a couple of swipes at him trying to push him out. In all honesty, we expected him to fly around a bit, maybe thermal for 10 or 15 minutes, and then land on the lake . After all , this was his first tow flight ever, he was flying on a new canopy and it was pushing 5:00 pm . Seeing him get tossed around by the thermal , I assumed he would fly clear and come in to land . He surprised us, by hooking back in and starting to climb at a respectable rate. The thermal accelerated and he specked out. We stood there on the Jake for a little while, not really sure that this was happening. Finally, I said "I guess We'd better chase him" There 's something disconcerting about seeing someone disappearing into the sky on your canopy when you decided to call it quits for the day. Chasing him it was amazing to see the altitude gains and speed he was making. With 4000' between him and the ground, we could still see him climbing. We figured he must be getting 8 or 10 up for us to be able to perceive it from the ground. When he didn 't have his hands full with the flight , he'd radio his altitude back to us. He sounded pretty happy from 12,000' MSL, a new personal best 8.000' altitude gain . On the road , we were driving 60 mph and unable to keep up with him on downwind runs. If he didn't stop to thermal, we'd have lost him altogether. The wind was pushing him steadily towards Las Vegas. Fortunately, his altitude was sufficient for him to clear the TCA of Mclellan Airport. Patrick was concerned that Mark would see the runways , however, and feel he needed to turn away, so he radioed , "Don't worry about the airport You've got

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LINE'93

plenty of clearance. Just go for it!" Later, however, Mark told us that he hadn't noticed the airport below him until we mentioned it on the radio. Then, he spotted it directly below him and glanced around nervously for jets on approach. He heard a roar and spread his legs to watch a big plane launch right underneath him (If it were a dream, Freud would have a field day) Meanwhile, our road through the desert was heading straight into the city and our little service road turned into Las Vegas Boulevard Mark was flying straight down the Strip. It must have been quite a sight, thousands of tourists wandering the sidewalks looking at glitzy displays and us in a dusty jeep, standing up on the seats at traffic lights and craning our necks starring at the sky. The incongruity of it was mind boggling. There was Caesar's on the left, the Aladdin on the right and a yellow and blue Sirocco directly overhead . The valley was glassing off and he seemed to be able to cruise endlessly over the city. I wonder how many UFO sightings were called in that evening. Later, we got a second hand report of the view from above. From 7,000' AGL he could clearly read the names of the casinos, spot the parking lot of his hotel, and see the construction of the new Luxor Pyramid and the Grand Slam Canyon (two gargantuan glass structures in progress).Mark's business is cleaning windows so when he landed he not only gave us a full report of the flying conditions, he also told us the approximate costs of a spit polish for the various Casinos. North of town, the lift began to give out. We lost sight of Mark as we made our way through the maze of downtown traffic but with good radio contact we were able to find our way quickly. Thirty miles from launch, at about 6:00, we picked up a very happy first time cross country pilot. We celebrated with beers all around. I kept saying things like, "Gee Mark, what a terrific flight," While discreetly shredding cocktail napkins under the table, He was far too happy to notice if my smile was a little fixed. We dropped Mark off at his car back at the lake. As the sun set on the entertainment capitol of the world , we watched him speed away from launch for the second time that day.

About the Author: Elizabeth Boonin "Boon" has been flying paragliders for two years. She is a serious XC pilot. She currently lives in Portland OR. with her dog Indy. This summer she spent time in Las Vegas pursuing her XC goal. She had several 8 - 12 mile flights racked up, but the "big one" kept eluding her. The day before this story took place "Boon" scored a 21 mile flight, getting to 12 ,000ft. ,more than once in the small thermals . She really worked it and the flight might have been longer, but the wind did a 180. "Boon" entered the Nationals at Aspen this year and did well. I'm sure we'll see more of her in competition in '94.

~IIIEBIRD'

4439 N. Broadway Unit E-2 Boulder, Co 80304

(303) 440-0803

- =- - --

You may already have heard about the new Harley Sirocco. In tests it has been described as a "phenomenal canopy, well within the reach of a novice pilot; yet the performance is that of a competition canopy''. While advances in competition paragliders have begun to reach a plateau, intermediate models have made huge strides in approaching this level of performance. The Sirocco is the foremost example of this new breed of paraglider: competition level performance with no sacrifice of stability. Fe>r more :information abou the Sirocco, PagoJet or the Wesselman Winch Dleas_e_._eafiltct the British School of Paraalidina. I

British School of Paraglldlng P.O. Box 50382 Henderson, NY 89016-0382 Tel; (702) 896-6000 Fax; (702) 436•1634

his first ever cross country flight,, ~ ~ ~ ~ - - ' ~ ~ ~ . . . ; . ; . . _ _ . ; . ; . ; ; . ; . ; : . ~~

Harley Paragliders, Maesbury Road, Oswestry, Shropshire, England. CARRINGTON NOVARE

Tel; 01144 691 670644 Fax; 01144 691 670617

ha,lcy P.A.A.A.GL-IC>EAS

PARAGLIDING, THE MAGAZINE

his flight test of the F2 was done with a "Rubis" 27 from ITV. First the fuel mixture was poured into the tank. Then , with the help of a hand pump located between the tank and the engine, the gas was forced into th e carburetor until it overflowed out of the air filter. Tilting the paramotor helped the process. With the seat facing upwind, the engine was started, lawn mower style with a good pull on the handle. After warming up the paramotor for a couple of minutes, the engine was shut off The Rubis was spread out on the ground like any other paraglider. The risers were attached to the seat frame . The engine was cranked one more time and placed on my back. Adopting a nomrnl take-off position with toggles in hand, the throttle held in my right palm with the kill switch under my thumb, I waited for a little puff of air to help dming inflation . As a paraglider pilot I would have leaned forward, ran, check my wing and take-off. But as a paramotorist, the procedure is a little different. With the engine idling , I ran upwind inflating and bringing the paraglider almost above my head . Because of the protective cage around the propeller and just behind my neck, I found it a little difficult to do a visual check of the wing, my helmet hitting the metal tubing. My chest

PAM T PARAGLIDING AND NOWPARAMOfORING! Phillipe Renaudin

USHGA certified Paragliding Instructor

GMI Paragliding School

...,«

The F2 Paramotor from "ADVENTURE " A true compromise between power and noise. The F2 is made in France by the company "ADVENTURE" • The power station is a "SOLO" two stroke engine, one cylinder and will accept one or two propellers (70 cm in length). • 18 horse/power at 6500 rpm. • Electronic ignition. • Carburetor has a 32mm membrane and an integrated fuel pump . • Manual starter. • Hand-throttle with a kill-switch. • Fuel tank capacity: 5.5 L. • The seat-harness made by "SUP'AIR " is fully adjustable and high quality. • Two storage pockets, left and right are deep enough to accommodate wallet, keys , snacks, etc ... • The engine is attached to the backbone of the seat made of composite materials, with the help of thick rubber, silent-blocks. • The cage around the propeller is made of aeronautical aluminum AG3 . . Weight: 15 kg. empty. • Max. load 70 kg. • Comes in a kit with full instruction for assembly. Assembly time: 5 minutes . . Take-off distance 10 to 30 meters. • Landing O meter. • Min. speed : 20 km/h. • Max speed: 40 km/h. • Climbing rate: 1 to 2 meters/second . . Fuel consumption: 2.5 to 3 liters/hour. • Max. thrust:38 kg (minus 20% during the summer time) . • Noise: 60 dB at 100 meters. • Flight duration on a full tank: 1-1 /2 to 2 hours . . Ideal flying altitudes: from 150 meters to 2000 meters above sea level.

PAGE 30 • PARAGLIDING, THE MAGAZINE

PARAGLIDING, THE MAGAZINE

had to be kept as perpendicular to the ground as possible while giving full thrust by squeezing the hand held accelerator. The reason for keeping upright is simple. If you lean forward you will bury yourself into the dirt, the propeller being pointed at the ground. Keep on running for ten or twenty feet depending on the upwind speed, and you will be finally lifted off the field. Keep the paramotor at full power until you reach a few hundred feet of altitude. No breaking action is necessary, unless turning. Then, decrease the power to a crnising mode, get comfortable and enjoy. Because of the attachment points of the risers to the seat being higher for a proper weigh distribution, between you and the engine, the suspension lines are consequently raised also by the same amount. It will be, unless you have been outfitted with orangutan arms, impossible to perform the "big ears" configuration. At first as a paraglider pilot you will be at a disadvantage because of the habits developed overtime during your flying carrier. Your brake handles, if not adjusted for the paramotor will be too high and will throw you off as far as controlling the angle of attack during the first few flights. You will not lower your hands as low as you would paragliding, again assuming that you did not touch the length of your brake lines. But, since on most of the paragliders those lines come with some

spare material, it would be up to you to correct the problem by lowering the controls to a more adapted height. It is perfectly feasible to kill the engine and catch thermals, but he F2 can not be restarted in flight. For the first few times, be aware of your added weight, specially when entering a spiral dive. As a rule of thumb, paramotoring should be done in mild weather conditions. Make certain that your wing loading is right. The Paramotor has taken its place has a real alternative to paragliding. The weight of the engines has tremendously been reduced over the last year and a half and true compromises have emerged from various manufacturing plants world wide, with more power and less noise. For the purist, strapping a fan on his back will defeat the purpose of a free spirited flight. But for the pilot in need of altitude and excitement when no mountain or towing systems are available, or when the wind just happened to be from the wrong direction. Then, the most likely choice between staying home watching the weather channel, cussing up and down at who knows who or what; could be the paramotor! Towing is nice, but imagine a situation where in a flat land region a pilot is trying desperately to catch the elusive thermal after releasing the umbilical cord and is now in a downward motion, loosing alti-

tude. Suddenly, not so far away below, a paraglider that looks like any other paraglider is gaining altitude. Joy! .. Lift somewhere! .. A big smile is forming on our pilots face while converging toward his mirage. The paramotor passes by on its way up! End of the story! ... If you think heavy and constrictive, you are dead wrong! Some models are light and small enough, with the appropriate wing, to allow you to enter a thermal, shut-off the engine and apply your thermal flying skills, gain lift and go cross country. After loosing your lift, a few miles later, and heading down for a normal paragliding landing, take a rest for a few minutes. Relax, .. have a drink and a "Oreo !". Then crank your power station again, climb and fly back to where you came from to bug your buddies still hard at work in their conquest of the skies. The price of those little wonders is still up there at cloud-base, but will certainly come down in the near future as their popularity increases. The market has been good in Europe so far with a few hundred units sold last year by various manufacturers. What do you think Santa Claus will be using coming down from the Pole after Ruddy retires?

P.O. Box 8300, Colorado Springs, Colorado 80933 (719) 632-8300 (719) 632-6417 FAX have any of these listed on his/her USHGA rating card. We feel that by achieving special skills a pilot can mark his advancement towards Class II and Ill.

1993 Fall USHGA Board Meeting Nashua NH Paragliding Committee: In attendance : Ed Pitman Alan Chuculate Marcus Salvemini Randy Adams Dave Broyles Rick Sharp Gene Mathews Glen Nicolet Bill Bennett Fred Moy Dave Sondergeld Thomas Johnson Ruth Masters Ray Leonard Jackie Danskin John Bouchard Fred Stockwell and Claudia Stockwell acting as Chairperson.

Traditionally the paragliding committee has a large agenda, as it is actually several different committees coming together as one. Safety and Training is the main heading to lump everything under, and 3 days is not enough to accomplish everything. This committee felt that in order to further integrate into the USHGA structure we should begin to meld into the existing USHGA committees. We petitioned the president, Gregg Lawless, to integrate the following committees Tandem, Towing, Safety & Training, Competition, and Accident Committees. That would leave the paragliding committee to deal with specific issues relating only to paragliding that the other committees don't feel equipped to deal with.

PLF' s Required At the fall meeting the committee took action on the following: PLF's will be required for Class I and instructors are encouraged to teach this skill early on. The committee discussed the best way to achieve this safely, and the suggestion was to use the information currently printed in the Parachute Manual by Dan Poynter With Dans permission the chapter on PLF's will be copied and sent out to all current paragliding instructors.

6000 ft. Requirement Removed from Cfass II The high altitude launch (above 6000ft) was removed from the Classll requirements. This action was taken due to the problems of East Coast pilots having access to high launch sites. Many different view points were heard and the final outcome was unanimous, to move that requirement into a special skills category.

Special Skills are back in the rating program The paragliding committee approved the following special skills: high altitude launch, thermal soaring, ridge soaring, cross country, cliff launch, and para-ski. Any pilot who can adequately demonstrate these skills to an instructor can

PAGE 32 • PARAGLIDING, THE MAGAZINE

Changes to ICP pre -requisites Beginning Jan.1st 1994 a Class II rating, 300 flights, and 200 flying days are required to attend an ICP. For the past two years we have debated on the value of pre-requisites, now after one year of no pre-requisites the ICP administrators feel that a participant should have a minimum of a Class II and sufficient airtime in order to attend an ICP. Existing instructors must meet these requirements to stay current.

Contract for Instructors A sub committee of Dennis Pagen, Fred Stockwell and Tim Herr, has been established to draw up a legal and binding contract for USHGA instructors. Any instructor who breaks the contract would have their rating suspended, pending investigation by the peer review board.

Advanced Maneuvers on HOLD The advanced maneuvers prerequisite is suspended for all rating requirements pending further study. Fred Stockwell, Ed Pitman, and Marcus Salvemini took an action item to look into the pros and cons of performing advanced maneuvers. They will be obtaining info. from AFNOR, SHV and DHV, also from any paragliding manufacturers who wish to contribute their findings. This subject will again be discussed at the next BOD meeting and the outcome will be published.

Accident Committee Chairman Dr Fred Moy was present and gave a report on the accidents so far this year . He will be submitting an article so we can all learn how to participate more actively in the process of accident reporting.Dr. Doug Hildreth and Dr.Fred Moy will now be joint chairmen of the USHGA Accident Committee.

Competition Committee Chairman, John Bouchard gave a report on the 1993 meets The current pilot ranking was read. A motion was made, to adopt for paragliding the current USHGA policy and rules for competition. This motion was discussed and passed. Paragliding pilots will receive points based on the same ranking system as hang gliding pilots. Pilots will be ranked based on two years meets beginning now with the '92 and '93 sanctioned meets. John moved to have this committee dissolved and taken up by the existing USHGA competition committee, the motion passed unanimously. USHGA Competition chairman is Russ Locke.

ASPEN to host 1994 U.S. Nationals Bids were due to be submitted at the Fall BOD meeting for next years meets. Aspen was chosen as the 1994 site for the Nationals, as it was the only bid submitted!

P.O. Box 8300, Colorado Springs, Colorado 80933 (119) 632-8300 (719) 632-6417 FAX

Independent Issues PUBLICATIONS

Other USHGA committee notes Peer Review Board Established Safety and Training Committee Chairman: Glen Nicolet A peer review board was established, to rule on accidents, appointments, suspension and revocation of ratings.This is essentially a small committee made up of the current ICP administrators, safety and training, accident , and paragliding chairpersons. SOP's were established for the peer review board. It is the intent of this committee that the peer review board will investigate problem areas within the rating system and instructor program.in the hopes of improving our accident record.

New Instructor Manuals for 1994 Dennis Pagen is in the process of producing a new instructor manual for hang gliding. At the Spring BOD meeting it was suggested that it also include paragliding. Dennis is 90% finished with the general information portion, and the hang gliding specifics. This summer he asked Claudia Stockwell for help on the paragliding specifics for training. Claudia agreed to get involved in the project. The committee discussed the monetary compensation for her work. Dennis is being paid for his time and effort on the new manual, but the general feeling of the committee was that Claudia should volunteer her efforts for the paragliding part. This was discussed for a brief time and left that Dennis and Claudia will get together and develop a paragliding instructors manual and submit a statement to the board for final approval.

Chairman; Dan Johnson Hang gliding magazine is a publication of the USHGA. Paragliding the Magazine is independently owned and financed. USHGA has a contract with Paragliding magazine to supply a magazine six times a year to its members. Paragliding magazine gives USHGA seven pages each issue at no charge for USHGA news. There is quite a bit of misunderstanding or mis communication of the business relationship between an independent magazine and the USHGA., this topic was discussed at length. USHGA news pages will contain information provided to the magazine from the USHGA office. New ratings are the only info currently being provided on a regular basis. Other news is needed and should be provided by members through submission to the USHGA office.

Special New Pilots Issue A new pilots edition for paragliding was submitted by Claudia Stockwell for review. This special issue will cover areas of interest to new paragliding pilots and will be available next year to schools, and will be in the tandem packets. This item will parallel the hang glider new pilots issue. The board approved the purchase of 1000 copies of the paragliding new pilots issue and 15,000 copies of the hangglider new pilots issue.

Tow Ratings Passed Towing Committee Chairman; Bill Bryden The tow ratings which were approved at the Spring BOD were at last finalized and in place at the USHGA office. This program is official, any pilots who have completed a towing clinic can now apply to the office for a new card which will show the towing special skill.

Status Quo for tandem USHGA /APA Service Agreement Finance Committee Chairman; Dan Johnson

Last year the office projected a loss of $15 K to integrate paragliding . Revenues and costs were projected. Actual numbers show higher revenues, but also expenses. Projected net loss is more like $5 K for all of 1993. New paragliding merchandise could improve the situation. Paragliding members were undercharged for overhead expenses. Executive Director prefers to wait to the end of the year before revising the formula used to charge for these services. (note: paragliding membership is growing approximately four times faster than new hang gliding members)

Tandem Committee Chairman; Paul Voight There were no changes made to the tandem program. Everyone involved is happy with the way this program is being administered. Any pilot working towards a tandem rating must first qualify for a Class Ill pilot rating. The current tandem administrators are Fred Stockwell, Ed Pitman, and Marcus Salvemini.

Next BOD meeting Spring BOD Meeting will be held in Dallas Texas in March. Any members who wish to be more involved in their Association are encouraged to attend. USHGA meeting notes submitted by Fred & Claudia Stockwell

PARAGLIDING, THE MAGAZINE• PAGE 33

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

PARAGLIDING RATINGS !RECEIVED IN SEPTEMBER (Name: City, State; Instructor name) CLASS I

AUSTIN, ST CLAIR: Jackson, 'WY; C. Stockwell/Above &Beyond BARRY, PETER: La Grande, OR; C. Stockwell/Above & Beyond CARTER, DAVID: Campbell, CA; S. Amy/Pro-Flight HEMING, CHUCK: The Dalles, OR; P. Pohl/Sky Hook Sports KNOLL, DALLAS: Klamath Falls, OR; C. Santacroce MILLER, CRAIG: Seattle, WA; M. Eberle/North AmerPG OPDYCKE, THOMAS: Kirkland, WA; M. Eberle/North Amer PG SHINDLER, KRISTIN: Seattle, WA; D. Bridqes/Sun Valley PG Region2 ALFLEN, RANDY: San Ramon, CA; S. Amy/Pro-Flight PG CARTER, DAVID: Campbell, CA; S. Amy/Pro-Flight PG DESGOUTTE, FRANK: Incline Village, NV; R. Leonard/Adventure Sports FORDYCE, JENNIFER: Shingletown, CA; T. Switzer/Skytime PG GARTON, LOUIS: Sunnyvale, CA; D. Saxby/Airtime of SF JURGEN, BACHL: San Francisco, CA; K. Fiebog/Airtime of SF KOGA, YOTTO: Stanford, CA; D. Saxby/Airtime of SF NORRIS, DAVID: Redmond, WA; M. Chirico/Parapente USA RYAN, DICK: San Jose, CA; A. Whltehill/Chandelle STEPHENS, RICK: Bear Valley, CA; R. Leonard/Adventure Sports WILLIAMS, TIM: Sunnyvale, CA; D. Saxby/Airtime of SF YOST, MICHAEL: Belmont, CA; D. Saxby/Airtime of SF Region3 BERRY, ROBERT: Wrightwood, CA; L. Loll/Torrey Pines BROWN, IAN: Harbor City, CA; J. GluzinskVAir America PG BURNETT, GREG: Newport Beach, CA; K. Baier/Air Junkies ESSER, TOM: San Clemente, CA; M. Salvemini/Airtek PG ESSER, JOHN: San Clemente, CA; M. Salvemini/Airtek PG HANSEN, MARK: Santa Barbara, CA; K. deRussy HARRISON, MARTIN: Los Angeles, CA; M. Wright/Glide Gear LAMBDIN, GLENN: Sierra Marde, CA; M. Haley/Airplay LIPPERT, CARL: San Diego, CA; M. Salvemini/Airtek PG MACEY, LOREN: Mammoth Lakes, CA; M. Misiewicz/Flight Systems NELSON, TIM: Torrance, CA; R. McKenzie/High Adventure PATTERSON, GLEN: Bakersfield, CA; K. deRussy/HG Emporium WARMINGTON, DREW: Balboa, CA; C. Smith/Aspen PG

4 ALCANTARA, CARLOS: Chandler, AZ.; S. Gressltt!Skydance PG BOYD, BRENT: Englewood, CO; G. Banks/Parasoft BRAUCH, GARY: Littleton, CO; D. Frank/Adventure Center GIORDANO, GLENN: Denver, CO; D. Frank/Papa Tuna School PG Cuisine GLAD, BRUCE: Albuquerque, NM; P. Waffelaert/Enchantment PG GREENE, TONY: Aspen, CO; J. Stenstadvold/Aspen PG HALL, LARRY: Morgan, UT; C. Santacroce/UP Soaring HUGHES, ROSS: Tucson, AZ.; J. Ala/Alazzorra KANE, TONY: Salt Lake City, UT; C. Santacroce/UP Soaring LEVIN, DAN: Boulder, CO; G. Banks/Parasoft McGILL, ARLENE: Salt Lake City, UT; M. Haley/Airplay PG MEAGER, KENT: Boulder, CO; G. Banks/Parasoft PALMAZ., ALEJANDRO: Aspen, CO; C. Smith/Aspen PG SEGUIN, MIKE: Aspen, CO; J. Stenstadvold/Aspen PG VANDER NOORDAA, PAULINA: Basalt, CO; D. Jackson/Aspen PG WALLACE, JOHN: Salt Lake City, UT; C. Stockwell/Above & Beyond

PAGE 34 • PARAGLIDING, THE MAGAZINE

1Reglcn1 LEBEDOUYCH, VICTOR: Mt. Pleasant; B. Fifer/Traverse City HG/PG RIEDEL. BRET: Parkers Praire, MN; M. Misiewicz/Fliqht Systems 1Regl01n 8 KELLY, SEAN: Wilmington, DE; R. Leonard/Adventure Sports Regi01n9 BLAWELT, BRIAN: Avondale, PA; M. Chirico/Parapente USA DABBOUS, RAED: Bethesda, MD; C. Mendes MILLER JR, MEDICUS: Wirtz, VA; C. Santacrooe/UP Soaring 1Region10 BROWN, JAY: Miami, FL; R. Leonard/Adventure Sports CODDING, STUART: Underhill Center, VT; C. Stockwell/Above & Beyond MUNDELL, BRAD: Orlando, FL; G. Banks/Parasoft VANDERGRIFF, JAMES: St. Petersburq, FL; A. Chuculete/Kitly Hawk Region n AVARY, BETTY: Houston, TX; N. Stanford/Hill Country PG DeLEON, JOHN: Lubbock, TX; G. Banks/Parasoft Region 12 FRIEDSAM, BARBARA: New York, NY; J. GluzinskVAir America PG CLASS II

Regiillln 1 DALE, MARK: Seattle, WA; M. Chirico/Parapente USA JENNINGS, JOHN: Jackson, 'WY; J. Gluzinski/Air America PG SMITH, CHARLES: Bellingham, WA; J. Yates/Mescallto PG TRACY, BRUCE: Omak, WA; J. Bouchard ZAKOTNIK, TERRY: Teten Village, 'WY; C. Stockwell/Above & Beyond Regioi!!2

REGE, MICHEL: San Jose, CA; J. Yates/Pro Design 1Regi011!! 3 BROESAMLE, PHIL: Winchester, CA; C. Mendes/Compact Wings NELSON, TIM: Torrance, CA; R. McKenzie/High Adventure WRIGHT, JIM: Anaheim, CA; M. Misiewicz/Flight Systems YOUNG, RON: San Diego, CA; F. Lawley/Accelerated Flight Regioi!!4 BELL, DAVID: Canon City, CO; J. Yates/Pro Design CARROLL, VALERIE: Draper, UT; C. Stockwell/Above & Beyond HALL, LARRY: Morgan, UT; C. Santacrooe/UP Soaring MEEHAN, TIM: Arvada, CO; G. Banks/Parasoft STELZER, JAMES: Los Alamos. NM: C. Fontenot CLASS Ill

Region1 CHIRICO, MARK: Cashmere, WA; E. Pitman GORDON, BILL: Hood River, OR; J. Gluzinski HANNAH, BOB: Seattle, WA; J. Gluzinski Regiolll3

ENGLAND, BOB: Sylmar, CA; J. Grossman HALIEY, MIKE: Sylmar, CA; G. Smith LIGGETT. RANDY: Ventura. CA: C. Stockwell Region4 REEDER, MIKE: Lakewood, CO; C. Stockwell

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

CLASS II

PARAGLIDING RATINGS RECEIVED IN OCTOBER Through 10/21193 (Name: City, State; Instructor name) CLASS I

Region 1 ADELMANN, ADAM: Missoula, MT; D. Covingtorv'Big Sky PG BALDWIN, GERRI: Auburn, WA; M. Chirico/Parapente USA BALDWIN, BILL: Auburn, WA; M. Chirico/Parapente USA GAGANA, IRENE: Portland, OR; D. Rayboumil-lG PG School Oregon HOGSETT, SMITH: Spokane, WA; M. Ebet1y!North American PG MORKHOLM, ROLF STURLA: Portland, OR; D. Rayborn SMITH, PETER: Seattle, WA; M. Eberle/North American PG THOMAS, JAY: Kir1<1and, WA; M. Eberle/North American PG WIGHT, CHRIS: Jackson, WY; C. Santacroce/UP Soaring Region2 CHRISTENSEN, ANDREW: Sacramento, CA; A. WhitehilVChandelle SF LYDA, CHUCK: Trukee, CA; K. Hudonjorgensen/Above & Beyond NODA, ATSUSHI: San Jose, CA; J. Lucas/Glidell WAGNER JR, LEE JAMES: San Mateo, CA; J. Greenbaum!Airtime of SF WICKHAM, DOUGLAS: Orinda, CA; J. Greenbaum!Airtime of SF Region3 ADCOCK, TONY LEE: Wailuku, HI; M. Eberle/North American PG BAKER, KEITH: Santa Barbara, CA; K. deRussy/HG Emporium BERG, BRIAN: Rancho Palos Verdes, CA; T. BoyseJLA PG DE LA BEAUJARDIERE, LARRY: Santa Barbara, CA; K. deRussy/HG Emp KLEGA, DANNY: Chatsworth, CA; T. BoyseJLA PG SHAMROCK, BETH: San Diego, CA; L. Love/UP lnt'I Region4 ALEXANDER, TOM: Aspen, CO; D. Jackson/Aspen PG BROWN, TERRY: Alpine, UT; C. StockwelVAbove & Beyond BROWN, MEGAN: Alpine, UT; C. StockwelVAbove & Beyond GRAHAM, KEVIN: Gunnison, CO; R. Wilkinson/Eagle's Nest PG LEMONS, THOMAS: Aspen, CO; D. Jackson/Aspen PG MINOR, KAREN: Aspen, CO; D. Jackson/Aspen PG PERRY, PAUL: Prove, UT; C. StockwelVAbove & Beyond STIEHL, JIM: Greeley, CA; G. Banks/Parasoft STUART, J. GORDON: Telluride, CO; C. Santacroce/UP Soaring Regions DENWALT, CHUCK: El Reno, OK; A.Chuculate/UP Torrey

Region 1 DANIEL, MIKE: Auburn, WA; M. Chirico/Parapente USA ENGLE, PATRICK: Kent, WA; M. Chirico/Parapente USA Region2 DIETRICH, THOMAS: Northridge, CA; S. Gressett/Skydance PG Region3 RUSSELL, JEFF: La Jolla, CA; J. Gluzinski/Air America PG Region4 JOHANSEN, MARTIN: Boulder, CO; G. Banks/Parasoft MATYK, JOSEPH: Vail, CO; C. StockwelVAbove & Beyond Regions FARRELL, JEFFREY: Fairfield, CT; S. Amy/Pro-Flight TRIPOVICH, WALTER: So Burlington, VT; K. Baier/Airjunkies

TANDEM ONE RATINGS MIKE EBERLE GREG STERNIK TANDEM TWO RATINGS SCOTIAMY CHRISTIAN MULACK FOREIGN RATINGS Class I BROMLEY, KEITH: Bradford, Ontario; K. Baier/Airjunkies

Class II ARROYO, ENRIQUE: Onito, Equador; J. Stenstadvold/Aspen PG TANDEM ONE RATINGS MARC BALZAK BOB HANNAH RANDY LIGGETT TANDEM INSTRUCTOR JOHN BOUCHARD MAXIM deJONG ED PITMAN JOHN YATES FOREIGN RATINGS

Reglon7 ALIZADEH, KAVEH: Chicago, IL; G. Banks/Parasoft Regions FUESSLER, ROLF: Boston, MA; K. Hudonjorgensen/Above & Beyond Region 10 THOMPSON, TOMMY: Westfield, NC; C. Santacroceil.JP lnt'I Region 11 DURTSCHI, BILL: Austin, TX; N. Stanford/Hill Country PG LIU, WENDY: Austin, TX; M. Osowski/Hill Country PG ROEMISCH, JERRY: Austin, TX; N. Stanford/Hill Country PG

Class I BERGER, JOHN: Inglewood, Ont; C. StockwelVAbove & Beyond KELLER, KLAUS: Wherzburg, Germany; J. Greenbaum!Airtime of SF Class II CARRASCO, JUAN: Quito, Ecuador, J. Yates/Pro Design DICKEY, ALAN: Rosedale, B.C.; J. Yates/Mescacito PG MORELLI, KURT: Quito, Ecuador; J. Yates/Pro Design PONCE, CARIDAD: Quito, Ecuador, J. Yates/Pro Design SALGUERO, CARLOS: Quito, Ecuador, J. Yates/Pro Design SPITZER, JURGEN: Kempten, Germany; J. Greenbaum!Airtime of SF VALLEJO, FELIPE: Quito, Ecuador; J. Yates/Pro Design WEBER, MARKUS: Frauenfeld, Switzerland; J. Greenbaum!Airtime of SF

Region 12 MACKENZIE, CHUCK: Canton, NY; C. StockwelVAbove & Beyond

PARAGLIDING, THE MAGAZINE• PAGE 35

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

Current U.S. pilot ranking (as approved at the Fall '93 BOD Meeting) Submitted by Russ Locke

1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21.

22. 23. 24. 25.

Schick, Robert England, Robert Bouchard, John Smith, Greg Baier, Ken McAleer, Mitch Bibler, Todd Amy, Scott Kaiser, Lee Santacroce,Chris Grossman.James Bell, Monte Housington ,Zack Bellic, Mike Smith Chuck Lawley, Fred Mendes, Cary Boyse, Ted Hankins, Dave Shipman, Mark Ala, Jan Bridges, Dave Stenstadvold,Jan Cohn, Josh Scholes, Kevin

50355 49270 44241 40474 35755 34894 33410 32931 32324 31048 28057 24065 20570 19500 18863 14648 14507 13667 13017 11725 10555 10217 7456 6813 6505

26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43.

44. 46. 47. 48. 49. 50. 51. 52. 53. 54.

55. 56.

Ligget, Randy Dygas, Pavel Fraser, Sean Sties, Greg Curtis, Korey Saxby, Don Barton, Tony Ferguson, Paul Ferguson, Mark Kelly, Greg Wright, Mark Gluzinski, Joe Parker, Joel Scales, Nate Gressit, Scott Reeder, Mike Hajek, Patrick Harris, Ric Kloepfer, Peter Seay, Jerry Belcourt, Bill Youngstrom, TR Gordon, Bill Smith, Ralph Garner, Chuck Boonin, Elizabeth Sugrue, Patrick Quintana, Maria Blachly, Chris Grossman, Dana

6275 6077 4998 4666 4467 4076 3461 3172 3039 2966 2574 2472 2292 2215 2208 2158 2037 1977 1826 1656 1572 1357 1145 1067 954 946 925 847 800 635

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(CAL. residents add tax)

IS YOUR SSPORT TO HIGH A ITUDE F ING XCR regulator screws on/off cylinder's refill port by hand. No wrench or sealing tape is needed.

High quality polyurethane (kink-proof) low pressure O, service line, 5 ft (1.75m) easily connects and disconects the XCFI regulator with the pilot control Harness I Holster via Quick Connects on each end. Oxymizer® 'M' style oxygen conserving nasal cannula with Quick Connect for quick & easy flight preparation and removal for safe storage.

XCR-70 cylinder with bolt-on or sew-on harness for easy removal & refilling XCR pilot Harness I Holster with on-off control valve can be strapped to pilots arm or shoulder strap allowing easy in-flight control of o,.

Nelson A-3 or A-4 Flowmeter/ Adjustor is calibrated in 1,000 ft. marks allowing inflight adjustment of O,flow.

XCR-70 measures 2.0" (5.08 cm) by 15.0" (38.1 O cm) with regulator mounted. Empty weight with regulator, Oxymizer® cannula, valve, holster, cylinder, harness and hardware: 2.5/bs. (1.13 kg) Volume in liters : 70 @ 3,000 (48 @ 2015) psi, @ 70° F @ 1.0 atmosphere. Buy now for only

$399.95 Mountain High Equipment & Supply Company 516 12th Ave. Salt lake City, Utah. 84103 -3209-USATel:(801) 364-4171 (800) 468-8185 Fax:(801) 364-6207 Oxymizer® is a registered trademark of CHAD THERAPEUTICS, Inc.

Looking for the special holiday present? Give someone(or yourself) an incredible persent - the watch that's a vario, barometer, timer, thermometer, alarm clock, averager, and trender • Measures altitude to 60,000 feet with aircraft altimeter precision VERTECH ALPINE ENGLISH • Records your highest altitude and best climb throughout the day, week, or year • Measures temperature, barometric pressure and trends. • Fully adjustable wristband can be worn over your night suit for quick access and easy viewing Or performance data • Simple - pictures guide you through the functions • Made in the USA

• Special low holiday price - only $11 Oincludes U. S. shipping - Visa/MC OK

Call Owens Valley Soaring now! (619)387-2673 PARAGLIDING, THE MAGAZINE• PAGE 37

M-19 Try the Rest, Buy tlile Best Ball's newest Flight Deck, the M-19 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 M-19 comes with Dual One Foot Altimeters that are easy to adjust and can be set for feet or meters, allowing you to skyout while others are repairing their "high-tee" imports. Ball 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 Ball's standard one year warranty. The Boulder Colorado factory offers reliable and quick service for every need. All Ball Flight Instruments are made in the USA. See your local dealer for more details.

Ball Variometers, inc. 6595 Odell Place Suite C, Boulder, Colorado 80301 ph: (303) 530-4940 fax: (303) 530-4836 The new standard for Flight Instruments. Whether you compete or not, We'll help you to be a "Soar" Winner.

ONLY THE BEST Im one of those gorgeous spring days. The air Is like crystal and the

Monitor changing wind conditions. Responsive to slightest variation in wind velocity.

AIRSPEED INDICATOR Use with optional paraglider 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 Oto 50 km/h Airspeed Indicator: $23.50 Paraglider Bracket: $6.50 -SATISFACTION GUARANTEEDHALL BROTHERS P.O. BOX 1010-P• MORGAN, UTAH 84050 U.S.A. Mastercard" Visa" C. 0. D. Phone:(801 )829-3232 Fax:(801 )829-6349 PAGE 38 • PARAGLIDING, THE MAGAZINE

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 fall into the perfect thermal within ninety seconds. Four minutes later you are nine hundred feet above launch, still 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 retrolftting 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 line 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. Dealer inquiries are invited.

RCI 2060 A East Main Street 95776 Woodland, CA USA

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

PARAGLIDING, THE MAGAZINE

CHANGES IN LATITUDE • • • • CHANGES IN ATTITUDE NOTHING REMAINS THE SAME To our, Friends and Readers, It's time for us to move ahead, and start a new chapter in our lives . Toward this end we have recently sold our paragliding school. This will give us more time to devote to producing the magazine. Going through school records and several years worth of accumulated stuff, brought back some lovely memories . We decided to share some of our nostalgia with you. Paragliding first appeared at the Point of the Mountain in 1987. Although Fred wasn't the first pilot to fly a paraglider here. be was the one who stayed to start the first US paragliding school. Gliding Flight, as the school was originally called, was established in 1987. That year we all learned how to launch and glide down on boxy chutes with very large cells.(glide ratio 2.5 I 1) Remember this was way before seat harness' or soaring. Although some of the first paragliding Airheads at the "Point" did manage to soar (park) in winds that matched the forward speed of the glider. Dave Whaley . Clark Saunders , and Fred all have special stories to tell of those early days . In 1988 we hosted the first US Nationals, 18 pilots attended . That was nearly everyone who flew paragliders in the States. The '89 Nationals, here attracted 53 pilots, including some of Europe's best. Andre Bucher and Walter Holtzmuller demonstrated to us how to really make these wings preform. By 1990 Fred decided that the US pil ots needed a magazine. and he set out to produce one. I took over the school and changed its name to Above & Beyond. Now we are again changing our course. This winter we are heading South , moving our base to Florida. We are both excited about doing some flat land flying . Ahead are new adventures in towing. on land and from the deck of our specially designed tow boat. We'd like to take this opportunity to thank the Utah Hang Gliding Association for showing the rest of the country that paragliding and hang gliding can co-exist. The focus here has always been on safe, fun flying . It's interesting to note that some of this countries best pilots of both craft, have learned to fly or trained here at the "Point". Two of these are former H G World Champion LarTy Tudor, and current US PG National Champion Bob Schick. Above & Beyond has always kept its emphasis on teaching people to become pilots. In 7 years we've taught over 700 students with only 2 minor accidents in the school. The new owner Terry Zakotnik "TAZ" plans to keep everything as it is. including Ken Hudonjorgenson, as head instructor. Teny is a really great guy. who original ly started the Jackson Hole Paragliding School. T AZ and his partners plan to keep both schools operating next year. We hope they have as much success and make as many friends as we have in the past several year·s. Soft Landings, Fred & Claudia Stockwell P.S. You can still reac.:h Paragliding Magazine at the same phone and fax #'s as well as (801) 254-8558 The mailing address will remain the same. P.P.S. To all pilots who want to come to fl y the point. Pl ease remember th ere are other air users. We all need to follow the site rules to minimumize the chance of accidents due to overcrowding . You are not alone .

Clark Saunders hanging in his harness. 1987

PARAGLIDING, THE MAGAZINE• PAGE 39

PAGE 40 • PARAGLIDING, THE MAGAZINE

PARAGLIDING SCHOOLS 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 ln~tructions. Dixon White, 2 day classes start at $195.

1500 E Cedar #10 Flagstaff, AZ 86004

(602) Arizona

526-4579

AirTek Paragliding School 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

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

Adventure Sports (702) Nevada

883-7070

Enchantment Paragliding sand training 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 I

France / 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

Southwind 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 Wyoming scenery for both hang gliders and paragliders. Southwind is the proud manufacturer of the Brain Bucket, Back Buddy, and new Brain Bucket Full Race.

----------

SOIJTHJVIND HANGGUDING

____, 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 nation 106 E Capitol Salt Lake City, UT 84103

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

North American 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

day introductory classes, through week long cerification courses. Tours throughout the 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, THE MAGAZINE• PAGE 41

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

(SO ) LJ ta h 1

254 7455 -

l <ffi~ V®gJ<ffi~ lP<ffif<ffigJ~~cdJ~rugJ

(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.

Instruction and sales with our certified staff. Towing and towing clinics in the central valley. Guided tours. Charter flights ~vailable. 555 Bryant St. Suite 256 Palo Alto, CA 94301 Fax (415) 424-9704

LIDELL SKYTIME PARAGLIDING (415) California

868-2413

Aspen Paragliding

(303) COLORADO

925-7625

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 & min . flying seminars, Adventure travel excursions to Europe & South America.

ACCELERATED FLIGHT SYSTEMS Personalized , USHGA Certified Paragliding and Hang Gliding Instruction. S. California Courses are expertly run on a friendly, informative basis. We have been intro- (619) ducing 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

Hill Country Paragliding Inc. Catch some air with Hill Country Paragliding, specializing in introduction to (512) Texas Towing, XC Thermalling, USHGA Certified instruction , sales and service . We

794-1160

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

&!Pitmans FlY AH!lmCA P .0. Box 188 Shasta CA 95087 Fax (916) 359-2397 Personalized instruction, beginning through advanced skills.

Instruction that develops extraordinary pilots !

(916) N. California

359-2392

Alpine World Adventure's Boulders premier paragliding school, est. 1988. Come to learn fly in the Rocky (303) Colorado Mountains. We are the United States distributor for Firebird Products, and deal-

440-0803 PAGE 42 • PARAGLIDING, THE MAGAZINE

ers 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

.. §UN 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 Mtn 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) S.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 offer beginning to advanced instruction, and 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. manufacturers: ITV, Pro Design, Edel, Firebird, Ball, Brauniger, and more - no sales tax!

678-4973

Oregon Paragliding Association, Inc . 13 Oak St. • Hood River OR 97031 (503) 386-5477 FAX 386-5484

AIRPLAY PARAGLIDING SCHOOL We are located at world famous Kagel Mountain, L. A. 's most popular flying site. Our full service retail shop offers complete lines of clothing, books and magazines, flight suits. cross country gear, instruments, gliders, harness repair facilities and much, much more. Year round certified instruction with Mike Haley.

13525 Elderege Street;

Sylmar, California. (818) 367-2373

Introductory - Advanced Instruction ParaTrekking Trips Tandem Instruction > Towing Instruction > Complete Sales & Service >

> >

303/494-2820

Dealers for Edel, Prodesign, Nova, Ball, Brauniger, Maxon ParaSott. Inc.

Para g li d in g Schoof • 4 445 Hastings Drive

COLORADO PARAGLIDING

(303) Boulder

278-9566 MES CALI TO 50639 Obyrne Road • Sardis, B C., Canada • V2R 2Pl

(604) 858-2300 Only one hour from Vancouver, B.C. and Bellingham WA.

• Boulde r , CO 80303

•

3 0 3/ 49 4 - 2 820

• Certified USHGA Introductory to advanced Instruction • Tandem Instruction • Year round mountain tours of Colorado and Utah • Dealer for most major brands, including Trekking and Aircotec 18301 W. Colfax, S-101 Golden CO 80401 FAX (303) 750-3226

•USHGA AND HPAC Certified paragliding Instructors •Tandem Instructors •Paragliding tours in Europe, South Africa, & Mexico •Distributor for Sup' Air, US Voiles and the New "PROFILE" with 7 to 1 glide, 1.0 m/sec. sink and all A's!

,·/

•Dealer For Pro Design & APCO PARAGLIDING, THE MAGAZINE• PAGE 43

CLASSIFIEDS FOR SALE

FIREBIRD APACHE 26

DON'T BEAT UP YOUR NEW WING AT THE BEACH. For sale AIRBOW 23 in the plastic , Yellow $ 1000. Airbow 23, 5hrs , Green $800. Jim (916) 222-4712

ITV harness with back buddy. Excellent condition, low time, $2500 Call Chris (619) 431-2283.

WINGS AND THINGS

Reel Altitude, manufacturers of the acclaimed "SMARTOW Winch". Offer includes all designs (on software), contacts for line, mfg· of releases and accessories and support. Contact Brad Lindsay (602) 863-9909 . Serious inquiries only.

North American Pg is currently importing and distributing Flight Design paragliders, Brauniger flight instruments , UVEX helmets , and Meindl flight boots. For info. on these and other products, please contact us at P.O. Box 4 Ellensburg, WA 98926• (509)925-5565 FAX: (509)962-4827. Dealer inquiries welcome.

APCO ASTRA 25 "SUPRA" With harness , speed system and backpack . Like new, 4 flights , 48 cells , weight range: 60 -75kg - yel low/white $2500. (617)354-0023

1993 NAVAJO 25 Comp. glider. All white less than 20 hrs, $2,500 Sharelle (801) 572-6209

UP KATANA22 No harness , good condition , low hours, $1000 (619) 276-1653

PRO DESIGN CHALLENGER C23 Exe. condition , low hrs, $2400 OBO. AIRBOW 24 good condition , $850. FIREBIRD F-1 exc. condition, $1000. (303) 443-3012

FOR SALE NOVA PHANTOM 45. Only 5 hours of use. Perfect shape . Must sell $1400. (303) 349-7364

NEW CONDOR TORNADO 59 Cells, 175-230 lbs. $2900 Need smaller glider. Larry- (501 )663-3166

1993 DIABLO Diablo 27 sq. m. Very stable with 12 A rating. New 6/93 and includes 3 yr. manufacturer's guarantee from that date. Weight range 145-190 lbs. Also includes harness and speed bar. $16 50 (303) 424-8941, (303) 431-3020.

ONLY$700 Can buy you a 296 sq. ft. 27CELL EXCALIBUR rated up to 240 lbs .. Also includes harness and backpack. Call Chris or Sandra at (801 )752 4919 evenings. PAGE 44 • PARAGLIDING, THE MAGAZINE

BUSINESS FOR SALE

92 UP KATANA 51 Great condition with race risers. $1500 Nate (602)527-4626.

ADVANCE27 OMEGA 2 $2500 ADVANCE 27 OMEGA 26 like new $1000. 1-800424-1983

174 mhz $265. Used radio $200. Litewt. stuff bag $45. Challenger $1900. Wills Wing $1800. Tandem Space $1995 . I can improve your UP harness I add a kevlar back protector (909) 654 - 8559 Cary Mendes

FLIGHT SUITS Full double zip Ultrex breathable waterproof $179.95 Skywatch Windmeters $72.95 Skywatch Airspeed indicators $134.95 plus s&h Paraglider Pipeline (206) 547-4950

FLORIDA FLATLAND FLYERS We are compiling a list of SE US paraglider pilots and flying sites . Towing clinic in the near future. Call Fred (904) 767 - 5768 or Bruce (813) 831- 6359 HG pilots and non-pilots are welcomed.

SKYWINGS Skywings is the official monthly magazine of the British Hang Gliding and Paragliding Assoc .. Subscriptions: £45 per annum (Visa/Mastercard) from BHPA, the Old Schoolroom, Loughborough Rd , Leicester LE4 5PJ, England. Tel : 0533 611323.

FOUND 35mm CAMERA We believe it came back from the Aspen trip Possible someone left this camera while riding up the mountain. Anyway heres how to claim it. Identify what kind of camera, what was in the bag and tell us what concert ticket was inside the bag that you missed in what town. Please contact Airtek (619) 450-0437.

WILLS WING 125 Very Good Condition Used 3 times with WW harness $2600. Brand New Mike (818) 957 - 1519

GLIDERS & STUFF Will Trade Edel Racer for beginner I intermediate wing. New Vario I altimiter $375. New FM radios 130 CLASSIFIED ADS $10. EACH ITEM ADVERTIZED • PLEASE SEND MONEY WITH AD.

AILES DE K The world's first pa rapente man uf actu rer presents

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Paragliding the Magazine makes no warranties or representations and assumes no liabilities 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 purchasing a used glider, be advised to carefully check it's condition for air worthiness. If in doubt many paragliding businesses will be happy to give an objective opinion about the condition of the equipment that is appropriate for their skill level or rating. New pilots should seek professional instruction from a USHGA certified instructor.

Image Entry Level Glider (S, M, L) ,

Reflex Helmet (S, M, L, XL)

, Tracer harness +Reserve Container + Back Protection

Air Thrust Rocket Deployed Reserve. reload and refill in the field Hand Deploy Capability

,/ /

/ /

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. I'

,. /

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