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PHONE(208) 726-1100 - - - - - - ____ FAX (20~) ?26-1149 _ _
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TABLE OF CONTENTS ~
OTO CONTEST WINN ~
It is our pleasure to award the following prizes to the Photo Contest winners:
2.
1st Place - Lowell Skoog (Entry #9) Seattle, Washington
3
2nd Place - Aaron Door (Entry # 11 )Canoga Park.California
6.
3rd Place - Tom Lamb (Entry# 12) Jamul, California
14.
Thank you again to everyone who sent in a photo, we hope to make this contest an annual event.
15. 16.
The Cover Photo this issue is by Lowell Skoog, self portrait ~ f Lowell above Ray Kehl, flyin~ r Mt. Seattle.Washington.
18.
31. 33.
Published Six Times Per Year Publisher - Fred Stockwell Art Director - Fred Stockwell Editor - Claudia Stockwell
36.
FEATURES:
Vol. 5#2 March/April '94
B.O.B. A Pilot Profile An Interview with Bob Schick The U.S. National Champion The Double Project A first look at Apco's Bi-wing The Parapente Roteur A new device Awesome Blossom So. Cal's "Secret Site" Canada's Top Pilots pilot ranking list Japan Update Japan's beginner test Cravatte Canopy malfunction Paraglider Power Systems Airspace Some facts about 103 Toe-ing the Line Part 1- tow guidelines
by Claudia Stockwell
by Steve Lantz by Wade Maurer by Vinceen Muller by James Brown by Jan Ala by Len Davids by Skip Lentz by Alan Chuculate & Jan Ala
Overseas Correspondents Urs Haari - Switzerland Philippe Renaudin - France Willi Muller - Canada Ian Currer - Great Britain Rob Whittall - Germany James Brown - Japan
U.S. Correspondents Ken Baier - Bob Schick Alan Chuculate Jan Ala
Paragliding - the Magazine 221 Treasure Beach Rd. St. Augustine, FL 32084 Phone: (904) 461 -7048 Fax: (904) 461-7017 Subscription Rate for the USA: $26.00 Canada and Mexico: $32.00 Europe: $40.00 Other overseas: $44.00 (postage included)
Departments 7
Flight Lines
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1994 Calendar
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News & Noteworthy
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Safety Info.
22
USHGANews
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Classified Ads
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Paragliding Clubs
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Paragliding Schools
Vol. 5 #2
NEXT DEADLINE: April. 25 for Vol.5 #3
Paragliding the Magazine is published for members of the paragliding community as well as other interested parties. It is the official publication for the United States Hang Glidng Association (USHGA) news for paragliding. Contributions are welcome however, Paragliding, the Magazine reserves the right to edit any contributions. Further, the magazine reserves the right to edit any advertising which may be deemed objectionable or damaging to publication by the staff of the association. The magazine and the association do not assume any responsibility for the contents of any published articles, advertising or for the opinions of its contributors. Anyone is invited to contribute articles, photos and illustrations concerning paragliding activities. If the material is to be returned a stamped self addressed return envelope must be enclosed. If you wish us to keep the material on file please send duplicates. Notification must be made of submission to other paragliding publications. Absolutely no articles, advertising, photos or other published materials of the magazine may be reproduced in any manner without the express written permission of the publisher. @ Copyright 1993 PARAGLIDING PUBLICATIONS INC. All rights reserved. POSTMASTER: Send address changes to Paragliding, the Magazine 221 Treasure Beach Rd ;St. Augustine, FL 32084
PARAGLIDING, THE MAGAZINE• PAGE 1
PARAGLIDING , THE MAGAZINE
B.O.B .- A pilot profile
by Claudia Stockwell
Bob Schick is the current U.S. National Champion for paragliding. If you've been to any of the U.S. meets, you already know Bob. He loves to be where the action is , usually right at the heart of it. is excitement and zest for life is contagious , making him really fun to be around. Bob is one of those guys that makes everything he does look easy. He seems to really have it all, including Margo, his beautiful wife . Bob began flying in 1985. I remember watching and sometimes admonishing him at the training hill , where, after minimal instruction, he began to chase around the experienced pilots.
H
.( Did someone say intermediate syndrome ?)
Since then he has logged over 800 hours on hang gliders . In 1990 paragliding took his interest, since he was such an accomplished "hang driver" he didn't really need lessons! He showed up with our class once or twice and proceeded to fly. Bob was a student in what I later termed "the rental program".Soon he left the nest com pletely and bought his first paraglider, an llV Saphir Must. Bob has a competitive nature and immediately was after site records , always wanting to fly the highest, or go the farthest. At his home site, The Point of the Mountain, he continually tried to "cross the gap" and finally succeeded in 1993. Accomplishing this often-tried and never-met task with typical Bob flair he did the first crossing not from the North side but from launching on the South side, getting high in a shear and landing in Draper. Not long after that he did the flight in the more conventional way, benching up and thermalling over. 1991 was Bob's first taste of paragliding competition ; he flew his llV Alcore in the U.S. Nationals in t he Owens Valley. '92 took Bob into competition in a big way, starting with the Torrey air races , where he flew a UP FR 55. Later that year he took 4th place in the Elsinore XC Meet, and in the fall he took 6th place in the Owens Valley U.S. Nationals, still flying the UP FR 55.
PAGE 2 • PARAGLIDING , THE MAGAZINE
In 1993 Bob just wanted to win! He teamed up with Edel and got tuned in to the Rainbow. While learning the glider, he broke site records in Utah (as I mentioned earlier) , then headed to the Telluride XC Classic where he took 4th place. Bob was chosen for the U.S. World Team and he went to Verbier with his Rainbow. He flew well in Switzerland, taking 54th out of an international field of 120. Not bad for the new guy . Coming home from Europe he headed to Aspen to win the U.S. Nationals, putting into play some of his newly acquired flying skills, trying hard to best Urs Haari, and generally having too much fun. I asked Bob about his thoughts on competition flying , flying in general and his lifestyle. Here are his words: "1993 was a great year for paraglid ing, all the meets were fun and no one got hurt in competition . So we are either all learning something or teaching something. Anyway it's getting better." " Competition is the best clinic you can attend. It's a total learning experience." "I probably learned the most recently by surviving 1 month of flying in Japan. I flew in the
Kushymoto Challenge in my hang glider, and never hit a powerline or a tree. That's no small feat in Japan ." "In Verbier , at the World Meet, I had several close calls 50 ft. or so with powerlines. I was chasing Urs Haari 'cuz I knew he'd get up. I was watching him and didn't see the wires, zap crash, I toasted (melted) 12 cells and lines on my Rainbow, and didn't catch Urs." "I love being Bi-wing-well , I love hang gliding and paragliding the same. I just want to get high and stay high. One of the best expe, i~, ,(.;~::; i::; tc1ki, ,y someone tandem. I once took my 90-year-old grandmother in my hang glider. It's about sharing your love of flight and their fresh excitement. I love Margo the most. She has been with me at every meet, she's a great driver, always chasing me across unfamiliar terrain and talking to me on the radio." "My plans for '94 are to attend the Telluride XC Classic, Aspen Nationals, and Elsinore (if Mitch can get it sanctioned) . I only have time for sanctioned meets now." "I also want to take this opportunity to say thanks to some of the coolest people I know for all of their support, knowl edge , friendship, and help. Fred and Claudia, Terry Hawkins, hill excavator and mentor, Greg, Lisa and Dave at EDEL, and all you hot competition gods and goddesses, for all the good times!" Bob and Margo are currently building a log home in the Wasatch Mountains, outside of Heber, Utah. Bob enjoys all types of outdoor activities , including the Utah winter favorites, skiing and snow-mobiling, except he only rides up to mountain tops and flys down. He is a 33-year-old, Utah native and works for Fibertek, an aerospace composite shop, as Facility Manager. Bob owns Southwind Hang Gliding (/Paragliding) School, and will be offering XC I Thermal Clinics this year, plus the new Euro. fad, Sky Camping (call Southwind for details) . When he's not working , flying , or travelling, he makes two useful products for paraglider pilots the "Brain Bucket" (helmet) and the "Back Buddy"(back protection) . As you can see Bob's the kind of guy who can do it all!!
PARAGLIDING , THE MAGAZINE
EXPERIMENTAL BI - WING GLIDER
The photo shows our latest proto-type of the flying Bi-wing paraglider.
APCO's team of engineers took an innovative approach in the development process of APCO's latest wings. There were a number of aerodynamic parameters and characteristics of paragliders that the APCO team wished to examine and study during the R & D process of APCOsnew range of paragliders intended for the 1994 season . For this purpose, a special Bi- Wing Paraglider was especially designed . Named the "Double" project, a number of Bi- Wing Prototypes were produced and flown in order to study certain factors. Among them were the mutual influence of closely flying wings and their effect on stability and performance of each other.
Dealer for: -Firebird -Pro Design -Edel -Wills Wing -Profile
submitted by Apco Aviation Israel.
Editors Note: We have knowledge of at least two U.S. designers who are working on very similar Bi-wing projects, at this time .(see Vol 2 #2) , ~w1arch 91. One is Greg Yarbenet , an aeronautical designer from New Jersey who has designed many unconventional wings and the other is A. Lee Kaiser ,. of California who has been working on his bi-wing for the last two years . 11
AT Sports Flight Design
C
8 E" 0
0
.__~~~~~~~-='--~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~----' f PARAGLIDING, THE MAGAZINE· PAGE 3
---~-19<)4~ ---Calender ofEvents
PARAGLIDING , THE MAGAZINE
April : 2-5 Para-skiing Clinic Golden Eagle will sponsor a Para-ski clinic in Thompson Pass AK. The clinic is free and suitable for beginner to advanced pilots with good Alpine or telemark ability. Call: Bruce or Tami Hamler at (907)5634359
1-6 Alaskan Extreme The Arctic Airwalkers will once again sponser a Paragliding Fly-in and Demonstration during the Extreme Ski championships Thompson Pass near Valdez AK More info Call: John Lapkass (907) 345- 5923
8-9-1 o Basic Instructor Certification Adventure Sports, NV Call: (702) 883-7070 11
9-17 Super Clinic" N. Calif. Foot Launched Pilots Assa. is hosting this event.This is an educational experience of a lifetime, covering all phases of paragliding . Instructors; M. McAleer , K . Castle , 8. Schick , E . Pitman, G. Smith, J. Yates. $65. per day incl. meals and lodging at NPS service camp at Wiskeytown Lake. For more info. (916) 224 - 3920
9th Sat. 5th Annual Blackcomb Mt. PG Meet. (10th Sun. Rain Date) Whistler, BC Parawest (604) 932- 7052
16- 17
Tandem Clinic
Adventure Sports, NV (702) 883- 7070
21 - 25 1st Annual Torrey Pines Hang Gliding and Paragliding World Invitational (See News and Noteworthy pg. For more info: call Monte Bell at (619) 452 - 3203 Torrey Glider Port, 2800 Torrey Pines Scenic Dr.: La Jolla , CA 92037
PAGE 4 • PARAGLIDING, THE MAGAZINE
P .4 ~ ~
~ ADVENTURE ' . '° -'~ VIDEOS ~
May : 13-15 Region II Regionals (702) 883- 7070 11 - 22 So.Cal XC ELSINORE this is it folks Moved ahead one week Entries limited to 35 pilots, priority given to ranked pilots, balance of entries, first come first served. Thermal Experience recommended, USHGA membership Required. $125. Entry Fee Call Mitch Mc Aleer (909) 674-8844 or Joe Gluzinski (909) 943-8664
24-29 PWC Grindewald, Switzerland 3653366
June: 1-5 PWC Zillertal,Austria 52 82 22 81
11 I 12 -14 I 15 - 18 I 19 Northwest Performance & Safety Clinics Maneuvers and Towing at Lake ChelanHosted by : Ailes de K - USA, Ed Pitman,& Parapente USA. info: (206) 432 -8900
25 - 26 Cochrane Meet 22nd Annual Cochrane Meet for hang glider and paraglider pilots. Tasks XC and target landing , free camping. Contact; Vincene Muller (403) 932-6760 RR #2 Cochrane Alta TOL OWO Canada
July : 24 -30 PWC Piedrahita, Spain (34) 08 62 10 13
August: 16 - 21 PWC Avoraiz France (33) 1 46 56 24 70
28 - Sept. 4 PWC Final Chamonix France (33) 50 55 52 81
29 - Sept. 4 US Nationals Aspen, Colorado Contact Aspen Paragliding for more info (303) 925-7625
Sept. :15-18 Coupe lcare International Film Festival, Equipment Expo, Competition, and Mascarade flights. St Hilaire, France (33) 76 08 33 99
_
PARAGLIDE - THE MOVIE
ACTION PACKED FOOTAGE FILMED ON LOCATION IN THE OWENS VALLEY, CALIFORNIA DURING THE WORLD CUP AND U.S. NATIONALS. GUARANTEED TO GIVE YOU MORE PARAGLIDING FOOTAGE THAN ANY OTHER VIDEO. 36 MINUTES.
IJ.~ ~~ SPECTACULAR PARAGLIDING FOOTAGE SET TO MUSIC ONLY AS WORLD CLASS PILOTS FLY TIGHT WITH A SAND DUNE IN AFRICA. 18 MINUTES.
THERm1H - THE ART oF FLYING
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-PILffiS. 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.
pII RII g(J.P. - 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 FLAMENCO DUNE . THERMIK HIGHWAYS . PARASOL . . . . . . . . . POSTAGE & HANDLING
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PARAGLIDING , THE MAGAZINE
THEPRRRPENTE ROTEUR
from
Steue Lantz The parapente roteur is a stainless steel swivel consisting of two U brackets connected by a AN-4 bolt and three thrust bearings . The unit has been tested to 20001b load. Thrust bearings are rated at 8001b max compression but will not effect the structural integrity of the unit should a bearing failure occur. Two additional AN-4 bolts connect the roteur to the paraglider harness and to the suspension loop holding the carabiner respectively.
R
have already heard the "my students don't need gimmicks because I teach them right" , and "I don't have a problem with reverse launches, maybe you should practice more" and "with my experience I don't need it" comments so what I would like to hear are comments on how the parapente roteur might effect the safety of our sport. If anyone sees a reason why it should not be used let me know now so additional time and money will not be wasted or any lives jeopardized. Steve Lantz holds a Master Hang Glider pilots rating and is a charter
fter two years of flying paragliders I was still not comfort-
member of the USHGA. He currently flies the Swift composite Hang
able with the way my suspension lines and risers looked
Glider. He is a Class II Paraglider pilot. ,He founded Second Chantz
on a reverse launch . Invariably after turning I would stare
Parachutes over ten years ago. He is a former Naval Aviator and cur-
at those eight risers that were now twisted and crossed and would
rently an International Airline Captain for Emery Worldwide Airlines.
hesitate while I figured out which was which, and which brake line
Ray Leonard also holds a Master Hang Glider pilots rating and is a
went over or under to which hand . I wasn 't the only one I had
charter member and Regional Director of the USHGA. He is a Class
observed having this problem. Another observation I had made was
Ill Paraglider pilot. Ray owns Adventure Sports in Carson City
that on occasion someone would hook in with a half turn or even a
Nevada and is an instructor in both Hang Gliding
full turn in the risers (this never happened to me) . I designed the
and Paragliding .
parapente roteur to eliminate these two minor problems . For a
You can reach Steve at (702)831 -3472 or Ray at (702) 883-7070
reverse launch I now lay my glider out normally. After a line check I cross the risers left over right in front of me and hook in facing the glider, hooking the top risers (left facing the glider) into the right carabiner and the bottom into the left carabiner. Now there are no twists in the risers , the brake lines are straight forward as to which goes where and there is no chance of a twisted riser. As the glider comes up and I make my turn the roteur allows the risers to spin to the forward facing position. The parapente roteur has now been flight tested on numerous flights by all levels of pilots with universal positive response , and no negative response. The biggest surprise came from comments made by the more experienced pilots. The parapente roteur appears to actually assist in weight shift turns, it seems that by allowing the risers to twist slightly in weight shift turns there is less, or no canopy distortion, thus a higher performance turn is made. While this has been a subjective judgement by the pilots testing the roteur I believe it might possibly be a fact and could be a slight asset for the competition pilot. I have not tested the roteur in asymmetrical stalls or spins but hope to accomplish this soon . Additionally tandem tests will be performed . I hope to have a patent pending by the time you read this article. Should all the testing go well and the patent be completed , the parapente roteur will be available in the spring of 1994 through Ray Leonard at Adventure Sports in Carson City, Nevada. Harness manufacturers may contact Ray or myself at the numbers at the end of this article . There are four additional prototype roteurs available free to instructors or competition pilots who would be willing to give written feedback after using the units. Since I am neither a paraglider engineer or harness builder I would ask that any of you who are , to comment constructively on the roteur. If you believe there is a problem with harness geometry, flight characteristics, or structural integrity please let me know. I
PAGE 6 • PARAGLIDING, THE MAGAZINE
The Parapente Roteur
Dear Editor, Almost a year ago, in Paragliding the Magazine, was printed a letter from Rumania. I should say it was more of a distress call from a person who represented a group of enthusiastic paraglider sympathizers, (since they did not have one glider).Also a person whose dreams didn't stop him from launching that message in a bottle across the ocean hoping that message will find his way to the land where dreams are fulfilled. Surely it did! Over several months I've developed a relationship with "Associata Aeronautica Ariel", in Tirgoviste, and in it's president, Constantin Castel. We sent them one glider then another, and started asking for donations, the response was overwhelming. By the spring of 1994 they will have between 12 and 15 paragliders and lots of printed materials. I wish now to acknowledge those people who didn't hesitate to donate what they could and made some people very happy. Thank you all again. At the end of April 1994 a few of us from New Mexico are going to Rumania, to meet the people in the club and help them grow in this wonderful sport. If anyone is interested to join us let me know. In the mean time I continue to collect donations, anything you no longer have a need of, video's, books, boots,or helmets. We also accept old or new gliders and harness and instruments. Please send them to my address, I'll make sure they get delivered. Philippe Waffelaert 1705 Callejon Emilia Sante Fe, NM 87501 (505) 983-6055 Also I would like to say thank you to the following generous donors: Tony Kenworthy, Ted Wright, Robert Ford, Patrick Sugrue, John Mc Donald, Terry Zakotnic (Above & Beyond), John and Karen Yates (Pro Design),Fred and Claudia Stockwell, Paragliding the Magazine, and Enchantment Paragliding.
Dear Editor, In the edition of Paragliding the Magazine (vol 4 #6) there was an article,in which it was stated that Terry Zakotnik "originally started the Jackson Hole Paragliding School". that statement although correct is not complete. There are five partners who started the JHPS. These partners are Steve Barker, Bill Fifer, Tracie Fifer, Christine Warren, and Terry Zakotnik. All of us worked very hard to get Jackson Hole Paragliding off the ground. Fly Safe, Tracie Fifer, USHGA Instructor
Dear friends, If possible I'd like to have this little note published in the magazine, I'd like to exchange "T" shirts from my paragliding club with those who may be interested in doing so. As a former AFS exchange student in the USA ('74-75) I think we could also start hosting each other in our home countries for flying. We somehow are a world community, and I believe that despite of our different cultures, we do have many things in common. A balanced judgement leads us to safe flying for sure. Ricardo Neher; Rua Halfeld 1137; Juiz de Fora MG BRASIL
Dear Editor As a new pilot to the paragliding community, I found getting involved with paragliding rather easy. I was looking for something that would tax my energy, exhaust my patience and excite me beyond control. However, I will try to stay in control long enough to finish this letter. I marvel at the beauty of flight like the rest of my fellow pilots. But one of the most rewarding and exhilarating elements of paragliding is the many wonderful people I have met. So many interesting personalities and so little time. When I meet local and visiting pilots, I marvel at their vigor for
life and usually go out of my way to make new friends. Which brings me to the purpose of this letter. On a recent flying trip in California, I had the opportunity to meet thirteen pilots from Japan. Mr. Odajima, of Ultralight Products Japan, his wife, Mari, and eleven other pilots were here in the United States on a flying tour with Mike Haley of "Airplay Paragliding School" in Sylmar, California. Some in the group were hang glider pilots, but the majority were paraglider pilots. Four of the paraglider pilots entered "True Flight Hang Gliding School" for a few hang gliding lessons with Mike's partner, Don Quackenbush. As pilots would say, "we had a well-rounded footlaunched flying group. " We had fun when the language barrier became a problem communication was inventive and imaginary. At times hand signals or charades was the common way to communicate, with lots of laughing at things misunderstood. Mr. Odajima and Mari spoke English very well, so interpretation was available. Eating proved always to be an interesting experience, however, menus with pictures helped the servers in meal selection. The expression on each face was priceless as mounds of food (by Japanese standards) were placed before each anxious face. Serving portions in Japan are relatively modest and it is their custom to clean their plates. This created very miserable pilots, as each plate was empty at the end of most meals. It surprised me to learn that the best flying in Japan is in winter not summer, as in the United States. Their summer flying brings them small landing fields (due to farming taking up a large amount of available LZ's) and humid, stable, sled ride conditions. Fortunately for us, this is not so with Southern California in September. Their flying tour took them to local sites such as Marshall Peak, where some pilots accomplished their first ever top landings. However most of their flying was done from Kagel Mountain, which is the local flying site
·---------------------------------------·----PARAGLIDING, THE MAGAZINE• PAGE 7
nestled next to Mike's shop in Sylmar. The typical California weather allowed them plenty of flying as all pilots got several soaring flights. Some of their other entertainment took them to Magic Mountain and a jaunt through Universal Studio City Walk. Don Quackenbush, offered his home where a fabulous feast was presented. Mike and Don barbecued the largest steaks I have ever seen. Talk about a hit with the Japanese. Steak in Japan is $70.00 a pound. Mike has had the privilege of doing two flying tours in Japan, one last spring to the Kushimoto Challenge. He relayed stories to me of the hospitality extended to him by the Japanese. Mike was very appreciative of the opportunity to return the gesture. I found the Japanese to be warm hearted and congenial and very respective of the way things are done here. I would like to extend a "thanks"to Mike for the hospitality that he extended to these visitors, in the hope that they would find their time spent with us worthwhile. Being able to meet and make new friends is part of the fascination of the sport, one that will keep me flying for a long time. Arlene McGill Salt Lake City, Utah
Dear Editor: I am surprised at the level of controversy surrounding the apparent success of John Bouchard's United States Patent #4,928,909 for an "Elliptical Ram Air Pressurized Airfoil Parachute", a paraglider. Having myself prosecuted an (unrelated) invention over a number of years, I am familiar with the rigorous patent-filing process, and must congratulate Mr. Bouchard on his ingenuity and foresight in seeking protection for his original thought. That his patent is controversial - rather than overlooked - points out the significance of his invention. That his patent survives the test of scrutiny confirms the fundamental uniqueness and comprehensive nature of his claims. Mr. Bouchard may not have been the first to conceive of the paraglider. However, he has proven to be the first - - - - - - - -- PAGE 8• PARAGLIDING, THE MAGAZINE
~-
to recognize its significance, and should be recognized as such. If another had done so, then he would hold the patent, or a reference to his insight would be found in the literature. The paragliding community should now recognize that Mr. Bouchard simply employed good entrepreneur-ship in protecting his ideas~even long before all their implications were clear. He took calculated business risks early, in hopes of enjoying a profit at some future point. This very same business process occurs daily throughout the world, and indeed, within the paragliding industry today. The patent system is a part of this process. It is a part which promotes the open disclosure of useful ideas to the world, thereby enhancing the quality of life for all. The paragliding industry here in the U.S. should now strive to settle infringement claims with Mr. Bouchard, and thereby limit the risks to their ability to do business in the future. Otherwise, an already shaky industry could go the way of many other startup ventures, and fail. Stop wasting money fighting his patent. I have examined Mr. Bouchard's patent, as well as related patents. I have found his claims, in the absence of any prior art, to be clearly defensible. (With all the attention which has recently been given to the search for prior art, it seems unlikely that any will now be found. If it were to be found in the future, then of course Bouchard's patent could be challenged at that time.) For the industry, all is not lost, however. Mr. Bouchard's patent protection is likely limited to the United States. At this time, deadlines will have passed for filing abroad. Based on his U.S. filing date in January 1987, he would have needed to file abroad (most likely in Europe and Japan under the Patent Cooperation Treaty) within one year of the U.S. filing date. I believe that the likelihood that Mr. Bouchard filed abroad and is still prosecuting (so that the existence of such a patent is not yet public) is slim, due to the high costs and logistics involved. Patent examiners will not allow indefinite prosecutions. Moreover, it would not have been a good business risk to file abroad back in 1987, when the industry was still young and its future uncertain. The small likelihood of
recovering invested money would certainly scare away most venture capitalists. Absent oversees patents, Mr. Bouchard can only make money from licensing the sale of gliders in the U.S. If he cripples the domestic industry with a costly royalty, I for one expect to be buying future gliders elsewhere: from Canada, Europe or Mexico. The best solution? All parties should come together to reach an equitable agreement that allows for mutual gain. Perhaps manufacturers can negotiate as a group to secure an open commitment to low royalties for both current and future producers. If Mr. Bouchard chooses instead to control the industry in this country through limited licensing, he may find he ultimately find he has little left to control Faithfully, Garth Magee Hawthorn , CA
Dear Editor, The letter from Garth Magee in this issue of Paragliding shows the perspective on patents that is common in industries that are fueled by the development of new technology. As suggested by Mr. Magee, I began the licensing of the Bouchard patents by writing to each paraglider distributor in the U.S. and offering a license with a modest royalty. I informed them that those who sign up later will pay a higher royalty. Four paraglider distributors, including UP International, have now taken licenses under the Bouchard patents. With each distributor that signs up, the royalty rate gets higher. The various U.S. distributors would be wise to either consult their own patent attorneys or call me to negotiate a royalty rate. A letter by Greg Smith in the last issue, represents the head-in-the-sand approach taken by a few industry leaders. Mr. Smith harangues that "the vast majority of the paragliding industry" does not want to pay royalties for the Bouchard patents. However this is not a matter decided by a majority vote, and those who make it more expensive for me to enforce the patents will pay more in royalties. As noted by Garth Magee, rather than reflecting the attitudes of the majority, the U.S. paraglider distributors should focus on whether there is proof of similar
inventions by others that would undermine the Bouchard patents. Rob Kells of Wills Wing recently crowed that he had found a "silver bullet: of prior art that would invalidate the Bouchard patents. He found an April 1987 issue of Vol Libre, published in French, that describes the first elliptical paraglider offered for sale in Europe, the Gypaaile 7. The glider was invented by Xavier Demoury and manufactured by EMEM. Although it is possible that Demoury got the idea from John Bouchard, since Bouchard's first model was flown in Europe in December 1986, it is also possible, that Mr. Demoury invented the elliptical paraglider in Europe at about the same time as John invented the elliptical paraglider in the U.S. Although Demoury may be entitled to a patent in Eu rope - he may have a patent application pending - this does not undermine the Bouchard patents. Under the patent law, Bouchard is entitled to his patent because he invented the elliptical paraglider, (1) before he learned of any similar invention by others, (2) before the Demoury invention was published, and (3) before a Gypaaile 7 was shown in the United States. Rob Kells now says he has prior art dating from September 1986 in France. As with all previous claims that prior art would soon be produced, I will believe it when I see it. A search for such prior art in Eu rope conducted from December 1986 through March 1987 did not discover any knowledge of elliptical paragliders before John Bouchard's was flown in Europe. Sincerely, Jeffrey T. Haley Patent Attorney
Dear Editor, The Bouchard patents are not a trivial matter to the US paragliding industry. The most recent royalty demanded was two hundred dollars per glider. Figuring a ten percent growth rate per year, approximately two million dollars would be paid in royalties over the next twelve years. The granting of a patent is not proof
or final determination of the validity of a patent. If it were, patents would never be litigated. In fact, patents are fought all the time, often successfully. Patent law centers on two basic issues; Has the design actually been done before (prior art), or was the design idea obvious based on other previous designs (obvious). If either of these two things can be proved a patent is invalid. I believe Bouchard's patents will not stand up to scrutiny because it was obvious and had been done before. It is not true, as Mr. Magee and Mr. Haley suggest, that no valid prior art regarding the Bouchard patents has been found or that new prior art is unlikely to be found. In fact, a great deal of prior art has been found already which makes it almost inconceivable that the Bouchard patents could be successfully upheld in court. Beyond that, more prior art is being found all the time. The Gypaaile 7 cited in Mr. Haley's letter, first flew in France in September 1986, one month before Bouchard ever flew a paraglider. It's a fact that there were elliptical paragliders before Bouchard's claimed invention date of December 1986. It is a matter of historical record that the Bouchard patents were rejected repeatedly by the patent examiner when first applied for. He eventually granted them when he was given incorrect or incomplete information.In one such rejection the examiner pointed out "the effects of elliptical lift distribution and higher aspect ratios are well known", therefore Bou chard's idea was obvious. Bouchard's attorney's response to the examiner was "no one would think to look towards airplane teachings to solve a ram air problem." Yet in his deposition Bouchard admits he got his design ideas from a text book on aerodynamics by Anderson, where he read about elliptical planforms and aspect ratio. Further one of the most respected references in print three years prior to Bouchard's alleged invention specifically states that designers of ram air canopies should look to the teachings of airplane aerodynamics. These are the fundamental claims in the Bouchard patents. It is true that some paraglider distributors have elected to pay royalties
rather than fight this patent. It is not true that this affirms the validity of the patent. It is simply a fact of life in the US today that the costs of litigation are extreme, and that it will almost always be possible to settle any case tor less than it costs to go to court, even if you fully expect to win. The costs of going to trial cannot be recovered, even if you are proven right. Decisions to settle in this case have been made on a short term cost basis, and not on the merits of the case. This patent problem has had one good side effect. A number of manufacturers, distributors, and schools are working together to prove these patents invalid. I doubt that this was anticipated by Haley or Bouchard. Bouchard supplied a pattern in his deposition that showed his "invention" to be under the 3.0 aspect ratio figure he used to convince the examiner it was unique. This means that the earliest date of his invention will be his patent filing date in June 1987. Since his attorney has already acknowledged the Gypaaile 7 in April, no further prior art is necessary to show invalidity. Bouchard is not entitled to his patents because he didn't invent anything. Rob Kells Wills Wing
Dear Editor, About a year ago I wrote a letter asking for financial assistance from the many glider pilots that have in the past and continue to enjoy the facilities that I maintain, here in the Owens Valley, at Bishop Airport. I am grateful for the $3200. and psychological support that I received from 44 individuals, business', and clubs. Their letters urging me on in this seemingly never ending battle with Inyo County officials, have kept me going where I might have given up. The funds have been deposited in a non-profit account and are standing ready for the approval of a lease to start construction. However as usual, when dealing with this county, there is a catch. So here's an update of the situation. Inyo county in ordinance #383, adopted March 25, 1980 titled 'AN
PARAGLIDING, THE MAGAZINE• PAGE 9
ORDINANCE ESTABLISHING RULES AND REGULATIONS FOR USERS OF COUNTY AIRPORTS', has taken it upon itself to define AIRCRAFT in section 3 part B. And I quote, " Aircraft shall mean a device that is used for flight in the air. It includes airplanes, helicopters, and gliders, and lighter than air devices such as airships, blimps, or balloons, but does not include hang gliders." (note: read also ultralights and paragliders) In section 22; Take offs and Landings, part D, the ordinance also states; "Parachute jumping, operation of airships, blimps, balloons, kites, hang gliders and unmanned rockets are prohibited unless prior approval is obtained from the Board of Supervisors (BOS)." In a nutshell the BOS of Inyo County took it upon itself to define and limit aircraft and air commerce activities that the FAA had already established rules and regulations for. At that time FAR part 103 had not been written into law, but the US Congress, in #49 USC 1301 subparagraph 5, clearly defines aircraft as, "Any contrivance that operates in the air". This clearly includes ultralight soaring aircraft. This ordinance, as are most in this county, is selectively enforced. In this case the enforcement came when in Sept. of 1992, I requested a new lease including the remodel of the ultralight soaring center at the Bishop Airport. (read hang gliding I paragliding center) This request included the express approval of the BOS, that is specified by ordinance 383, based on the 12 years of incident free operation at the Bishop Airport. County Council after brief consideration (two months) decided that it would be improper "risk management" (become familiar with this term if you will be dealing with any large entity) for the BOS and thus Inyo County to assume the liability of granting this permission, in an "uneducated fashion". County Council decided that the answer to the problem is an "airspace survey" conducted by an expert in the field.
PAGE 10 • PARAGLIDING, THE MAGAZINE
If there are no compatibility problems found with the operation of ultralights at the Bishop Airport, this liability problem will be cleared up. Then the County Council will negotiate a lease for the flight center remodel, and there will never be another question about ultralight soarings place at the Bishop Airport. It took until Sept. of 1993 for a request for proposals to be sent out to firms that conduct this type of service. Only one response came back which expressed an interest in doing the survey. the Director of Public Works, Jim Gooch and Tom Poole, the Manager of the Bishop Airport, in closed session have negotiated the contract with the firm. i would like the readers to know that these two men are both dead set against foot launched ultralight operation at the airport, and have worked to subvert our rights to utilize it. Fortunately by the time you read this Poole will have retired and will hopefully be replaced by someone with interest in diversified aviation. On Jan. 7, 1994 I was able to review the contract for the airspace survey. It seemed in order and I happily gave it my OK to be approved by the BOS. The cost to the county is outlined at $5000. It is scheduled to be concluded by the middle of Feb. '94 This survey is almost guaranteed to find that there is no compatibility problem with these diverse aircraft types. It's been a long process, and its not yet complete. The last stage will be to negotiate a lease for the remodel of the building and the future operations. This process can still be subverted at this point by prohibitive terms for a lease. In this I need your support. You need to stress the usefulness of the center as an integral part of your Owens valley Flying experience, and a focal point for pilots. The local business community has responded well to the economic input made by ultralight soaring pilots, especially with the World Meet held here in 1993, and are actually interested in future events.They need to be
reminded that the center at the airpo rt draws pilots to the Bishop area. These businesses need to be reminded that the actions of the BOS will affect their income. the Bishop Chamber of Commerce is the organization to hit with letters to th is effect. Again I want to thank the caring people who have supported the center. many are friends that I've gotten to know over the years, some have never visited the Owens Valley but dream of the day they will fly there. Al are future sighted individuals who understand that given free reign local governments will subvert our rights to use public facilities like the Bishop Airport. It is all but impossible for any one individual to face an entity like Inyo County. it is a time consuming, frustrating task. no one has paid me to continue with this fight.The county officials are paid rather well, and there seems to be no lack of funds on their part. The monies that have been donated to date are just a third of the projected total necessary to complete the rebuild. I ask you, if you haven't donated please support this endeavor. If only 1000 pilots send $10. each this would be enough funds to complete the project. If you belong to a club talk to the membership, if you have friends who are undecided push them to donate. I cannot afford to fund this project. without your support it will not be completed, the choice is yours. Thank you, Mark Axen Send donations to: Bishop Building Fund; PO Box 1632 Bishop, CA 93515 Write to Inyo Co. BOS ; Drawer N. Independence, CA 93526 and the Bishop Chamber of Commerce 690 N. Main St. Bishop, CA 93514
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11
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TOUR DU MONT BLANC The Gratteciel Paragliding Club at Montblanc has a new challenge: Objective: To fly all around Mount Blanc massif without touch and go and without accepting any lift in a car. Take off from any launching point and at any time. Take photographs at 4 turnpoints. To land further than the axis Aiguille Verte*/ take off. Dates: between March 1, 1994 and Sept 3, 1994 Prize: awarded on Sept 4, 1994 the first pilot to succeed wins US $5000. Registration: Phone or fax for info and entry form Gratteciel , France 011-33 30 55 52 81 or 011 33- 50 53 47 58 fax 011 33 50 54 52 95 Open to any pilot with a valid pilot license and insurance. Entry Fee: 100 FF 1 attempt, 180 FF 2 attempts, 250 FF 3 attempts. * for the purpose of this competition Aiguille Verte will be considered the massif's centre .
WHITT ALL GOES TO EDEL
he ran toward a flag pole above the entrance to the palace and taunted them . He was unarmed, and no member of the royal family was in danger , Scotland Yard said. He was later deported , and faces charges in the U.S. for airspace violations.
FLYTEC NEWS Flytec has recently celebrated their 10th anniversary. The party was attended by 140 famous folks from the paragliding and hang gliding scene.These included 4 world champions , from both sports, Hans Bollinger PG 1993, Camilla Perner PG 1993, Thomas Suchanek and Francios Dieuzeide HG 1993. Most of the best European competition pilots attended the party, which began with fireworks , and progressed to 50!! bottles of Pomery Champagne. A four course dinner was prepared by the Swiss National Team of Cooks , after dinner there was music and dancing until the wee hours of the morning. "There has been no other party like this in the sport so far" , commented one survivor
SITE RECORD
Edel is proud to announce that Robbie Whittall has joined the Edel team. In addition to flying as a factory/ competition pilot, Rob will be working with Edel's top design team on research and development. Rob is a former Hang gliding and Paragliding World Champion .
FAN MAN AGAIN!! A half naked American paraglider swooped down onto the roof of Buckingham Palace, (late Jan .) James Miller, who staged a prank at a Las Vegas boxing match last year.was hauled off to jail soon after landing his propeller driven parachute. Queen Elizabeth wasn't home and missed the spectacle as Miller set down on her roof, stripped off his pants and revealed he was painted green from the waist down .Police said
PAGE 12 • PARAGLIDING , THE MAGAZINE
A new altitude record was set Oct.1, 1993 at Cucamonga.CA. , with all four paragliders that flew that day exceeding 12,000 ft. MSL. Launching from 4800 ft. Peter Apitz , flying a Condor Caesar IV, climbed to 13,280 ft. exiting the lift due to the cold. Wearing little more than fingerless gloves , Garth Magee spiraled down for more than a mile from 13,000 ft. on a Katana 47 . Both Ed Henry (Voodoo 11) and Cary Mendes (Stellar)reached 12,000 ft. with Ed using this gain to be the first paraglider pilot to cross the Cajon pass. Ed landed 23 miles East, setting a new site distance record for a paraglider at Cucamonga. On succeeding weekends in Oct. , both Tim Rowen and Cary Mendes repeated the crossing. Tim top landed at Marshall in order to join the days on-going, local fly- in. Later Cary broke Ed's distance record, flying East for 28 miles , on Oct 30, 1993. Other notable days in Oct. including
Oct. 2, when numerous pilots reached 10 ,000 ft .MSL , with some above 11 ,000 at Lake Elsinore. The highest altitude reported was 11 ,800 ft. Submitted~ Garth ~ Hawthorn .Q8
Please Note: CUCAMONGA 1s definitely a Class II site, Class I pilots should only fly there with radio supervision from an instructor.
,~,· ,~ CONTEST
A worthy successor to the Challenger C, the Contest, is close to its final conception. The design and testing has not been totally finished yet , but we can forecast that the Contest will be in series expected in the spring of '94. The current prototype has a projected area of 28.4 m and aspect ratio of 4.4, with a total of 50 cells. Two sizes will be available in series. The Contest is designed for the experienced recreational and XC pilot who wants high performance and security. Ask your Pro Design dealer to arrange a demo flight soon.
1ST TORREY PINES HANG GLIDING AND PARAGLIDING WORLD INVITATIONAL
APRIL 21 - 25 1994 $10,000. Prize money, National Media Coverage This competition is limited to pilots invited by UP and who fly both hang gliders and paragliders. You must have a Class II paraglider rating and an Advanced hang rating or the foreign equivalent, accompanied by a USHGA membership to apply for competition.The comp. will be based on pylon speed racing, demonstration ground handling , and overall flying skill and techniques as determined by a panel of judges appointed at the sole discretion of UP and Torrey Pines Glider Port flight director. The entry fee is $100. Ten thousand dollars prize money will be awarded based on total pilot points in both hang gliding and paragliding skills. The purpose of the competition is a cooperative effort to create
greater public recognition of the sports of hang gliding and paragliding .and therefore promote the growth of the industry. Tasks will be designed for spectator enjoyment and appeal for media coverage, as well as to determine overall foot launched pilot skill. Waivers for the media may be required. Schedule of events: April 21 - 22 Practice April 21 - 24 Competition April 25 weather day I demos UP Factory technicians will be present to do free factory inspections on all UP paragliders and hang gliders. Hang glider tuning clinics will also be held free of charge .
TIGER MOUNTAIN Tiger Mountain paragliding. Based at Western Washington's premiere paragliding site , Tiger Mt. , just 30 minutes from Downtown Seattle, Bob Hannah will be offering basic to advanced instruction , starting this
spring. Bob a tandem rated USHGA instructor, will be concentrating on personalized tandem instruction , from first introduction flights to Class Ill sign offs. Call Bob Hannah for more information. (206) 329-7523 I
1993 THE YEAR IN AIR SPORTS
1993 was a great year for United States Air Sports . U.S. hot air balloonists from the Balloon federation of America swept the World Championships in 1-2-3-4 order. U.S. Parachute Association skydivers won the World Parachuting Formation Skydiving Championship. Our Hang Gliding team won the World Championsh ips in California's Owens Valley - taking World silver and bronze medals to boot. Also the U.S. aero-modelers from the Academy of Model Aeronautics won medals in a host of various world championship events associated with that discipline.
But the most promising aspect of U.S . Air Sports is that membership is up in virtually all recognized areas.We can all be proud of our progress. Submitted by NAA; National Aero Club of the United States
TOWING CLINIC Jan Ala of Tucson , AZ, tow supervisor and Philippe Waffelaert of Santa Fe , NM , tow administrator, will be conducting a towing clinic for both tow pilots and towing technician (driver) on May 28th , 29th and 30th, Memorial day weekend. For info call Jan at (602) 327-9741 for info and lodging call Philippe (505) 983-6055
ATMOS WINGS ARRIVE The ATMOS line of paragliders from Switzerland is being introduced to North America by Paraglider Pipeline Inc.of Seattle, WA. If you want your next wing to combine performance and stability, examine the ATMOS 40. For further information, contact Ray at (206) 547 4950( Dealer inq. welcome)
$1,300.00 will include: 6 Flying Days , Hotel , Breakfast, Dinner, Transport on All Sites By Van , Raaios , Insurance with the F.F.V.L., Supervision by French Certified Paragliding Instructors, Different Sites Everyday Ranging from Three to Six Thousand Vertical Feet over the Valley Floor. You will be integrated in a group of pilots with the same flying experience. Words can say so much . It will be a unique experience, flying in the Chamonix Valley, home of the "Mont Blanc", Highest mountain in Europe. Most of the instructors speak enough english tor you to understand their recommendations during flights. The local food specialties are numerous, the scenery outstanding , and this will be a great opportunity to make paragliding friends in Europe. FOR MORE DETAILS:
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PARAGLIDING
MAGAZINE
'Mwe«1ome Blo,1c1om" A r1ite report By Wade Maurer ention paragliding and San Diego in the same breath and Torrey Pines is sure to come to mind. Some out-oftowners have heard about Little Black and Horse Canyon. One of the best kept secrets (oops!) in San Diego is Blossom Valley (launch is 1450' MSL, the valley floor is about 500' MSL) . When my buddies and I first started flying there over a year ago, it seemed every time we started hiking up the trail, we'd see the fat lady that lives in the house on the north side of the road standing outside with her hands on her hips, scowling at us. Then , when we were almost at launch , a sheriff's helicopter would fly around in the area for about 15 minutes . We thought we were just being paranoid until one Saturday, just as we got out of the car and got our gliders, a sheriff really did show up and informed us that we wouldn't being flying Blossom that day.
M
Well , the pendulum swings and today there's no-hassle flying at Blossom. The fat lady moved out and the "Trespassers Will be Violated" signs are now old and faded. Just remember that you're launching on the outer edges of a pretty upscale neighborhood , so be considerate , don't leave a mess, etc. A good way to play it safe is to talk to the locals first. Without a doubt , John Ryan of the Hang Gliding Center is your best bet. John has a full service hang gliding and paraglider shop located directly in front of launch across the valley and is intimately familiar with the site. Just like everywhere else in Southern California , the launch area is dirt and rocks. It faces west and there's enough room to have maybe two gliders laid out . Since it's at one end of the valley, the launch isn't too wind direction sens it ive , as long as it's blowing PAGE 14 • PARAGLIDING , THE MAGAZINE
onshore. The main ridge is about one quarter mile long. Directly below launch is the "finger". This is a little raised area with a road on top that's easy to land on. If you get below launch and start getting low, chances are this is where you'll be landing. If this happens, pack your glider up and head for the road where one of your friends will pick you up. The worst thing you can do is to fly straight out and land in some farmer's field in the valley. Don't jeopardize the site by being a bonehead. North of launch on the valley floor is El Monte Park. It's fun to leave a car parked along the road next to the softball field and fly down and land in the outfield. You're supposed to have a liability waiver from the San Diego Parks Commission to do this. If you didn't park a car along the road in front of launch or at El Monte Park, then just to the south of launch about 150' below is a little flat area with a piece of carpet on it that you can bail out to. Then it takes only about 5 minutes to hike back up to launch. Blossom is very top-landable and a great place to practice if you're working on your Class II skills. There are a few boulders to watch out for in the launch area when you're coming in to land. Across the valley is El Capitan (3645' MSL), a granite peak that looms up begging to be soared. The hang drivers do it on a regular basis, but only a few of my parabuddies have made it. The trick is to get at least 2000' over and go for the "wall" across the valley. From there you just bench up (so I'm told) and conquer El Cap. Spring is almost here and there should be some outstanding soaring days ahead . If you're in the San Diego area for some flying, ask around. On the right day, Blossom can be truly awesome. ~
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PARAGLIDING MAGAZINE
1993 Canadian Cross Country ParagUding List 11:Jiy i.Diiru:eelfl Muller
The first Paragliding Canadian Cross Country List was compiled after the 1989 season. A Quebec pilot, Eric Meunier, flew 6.7 km. Since then pilots have been flying distances similar to hang glider pilots. You will notice some difference in this year's list compared to the past four years. Changes have been made to keep the list the same as the hang gliding list. In 1993 the list remains the total of "the best three flights" launched in Canada. However this year these flights can be open distance, out & return or Triangle, thereby including most competition flights. (complete list available from Muller Hang Gliding see Calender. We've only printed the best 3 flights)
1993 was an unusual year. If you thought 1992 was a poor year, look back on '93. However, May was a good month with two tow flights over 62km. Peter Maclaren had a good flight in Golden in May. Sean Dougherty towed up south of Calgary and flew 62km, and, at the end of the month, Chris Muller flew the same distance from Bieseker. Chris flew in strong winds and covered the 62km in less than 1 hour 15 minutes. It was the same day that Willi Muller flew 101 miles on a hang glider from the same tow site. And in Camrose, Steve Preboy flew his hang glider 136 miles from a 200 foot hill. It looked for awhile as if it would be a great year. Then the rain came. Golden in July was not as good as in previous years. The Golden Hang Gliding Meet was run on a different format this year. Meet Director Richard Ouellet allowed pilots to call their own tasks, scoring out and return flights higher than open distance. Pilots could choose to fly either hang gliders or paragliders, with paragliders receiving a bonus. Pilots returning to the main Nicholson landing area also received a bonus. Due to the less than ideal conditions, this format worked well. Despite the conditions, it proved to be an interesting meet. In one round a paraglider pilot won the day by completing the same out and return task as the hang glider pilots (times did not count) and receiving the bonus points. The Canadian Nationals were scheduled for Golden. It started out as a five-day meet but the first two days were weathered out and it ended up as the usual three days. Two of these days provided the most 'exciting' conditions encountered by paraglider pilots in Golden. Day 3, the race to goal was a great Golden day. The task was 44km, with some pilots electing to fly further. A 50- 60km goal could have been called with equally good results. Mike Potter of Canmore flew 75km on this day, landing near Spur Valley for the longest reported flight in Canada. Most of the paragliding cross-country flights on the 1993 list were taken from results of the Canadian Nationals. Four Quebec pilots are on the list; the flights were from St. Isidore or Mt.St. Anne near Quebec City. Mt.St. Anne is a ski area and was the site of the Canadian Hang Gliding Championships a few years ago. XC flights from this site are very challenging. What will 1994 bring? The following list is in order of the best 3 flights originating in Canada. All distances are in kilometers.
No.
Name:
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 .26. 27. 28. 29. 30. 31. 32. 33. · 34. 35. 36. 37. -
Dougherty S Unterberger MullerW. MullerC. Gordon B. Derouin G. Oddy E. Potter M. Maclaren P. Kruglinski D. Tracy B. Kloepher P Cooper T. Hannah B. Henderson Northey S. Siempelkam Fussel C. Chodanwski Pavelic T. Ferguson M. Leinweber D Comfort G. Groom R. Gourdeau M Roti S. Duford M. Lutz S. Carylo D. Frocklage K. Hajek P. MacCollugh Levitt S. Marion R. Pezderic G. Fiset C. Ouellet R.
Prov./Country Glider
Best 3
Apco Astra Edel racer Apco Supra Apco Supra Fl.Des. B2 Adv.Omega Apco Astra Adv. Sigma Edel racer Fl. Des.B2 ITV nunkie Edel Space Apco Starlite Fl. Des. A4 Apco Supra ITV Atiks Pro Des. Ch. Apco Astra Apco AstraC Firebrd Apac Firebrd Nava Apca Astra Apco Supra Airwve Vood
Alta BC Alta Alta USA Alta BC Alta BC USA USA USA BC USA Alta USA BC So.Africa Ont USA USA Alta Alta NZL PO USA Alta Alta BC Alta BC Alta BC PO BC PO Alta
Aile dK Flyar Apco Supra Apco Supra US V Gemini Apco Hilite Up Stellar Apco Hilite Custom sail Airw. Blk Ma. Apco Astra
144.00 144. 141. 135. 108. 100. 97. 93. 89. 68. 62. 61.50 59.50 54. 54. 54. 54. 53. 49. 48. 42. 40.50 39.50 35. 32. 26. 25. 24. 23.50 23.50 23. 21.50 18. 17. 13.50 12. 9.50
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PARAGLIDING, THE MAGAZINE• PAGE 15
PARAGLIDING, THE MAGAZINE
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Sharpen your pencils and dust off your protractors and compasses.
listed above, and enter the correct heading in the space above.
Question: In the following formula, l (lift) is calculated. Circle the correct answer in connection with lift. By James Brown The new year, 1994, will bring some changes to the awarding of classifications in the Japanese paraglider world. Until the end of 1993, ranks were divided into A, B, and P-classifications with additional qualifications, such as tandem ratings, added to the P rank. A and B levels required only a technical test, but the P-rating necessitated a written exam as well as completion of the technical requirements. 1994 will bring not only a change in the number of classifications, but also in the testing requirements. A new level called "novice pilot" will be put between B and P (pilot)-level. Every classification will also require a written examination in addition to the demonstration of technical skills. Because of next year's change in testing procedure, and since taking tests involves a trip to a test site and a fee, a lot of B-rated pilots were eager to take the last P-level written exam before the end of the year. The final test permitting Sievel flyers to jump to the P-level classification was offered in my area on December 5, and about forty people showed up for their last chance to save some money and time. Passing the test does not guarantee that you will get the coveted P-rating, but it is a necessary requirement to achievement of that rating. Passing the test allows one to fulfill the technical requirements within two years to get the P- rating. In my last article I mentioned that the P-classification was roughly equivalent to the US Class One certification. Many of the basic technical requirements are similar, but the Japanese require a written examination in addition to the flying skills test. The test given on December 5th will be changed as new tests for each level are developed, so nothing will be given away by presenting a few of the questions here.
PAGE 16. PARAGLIDING, THE MAGAZINE
(NOTE: p: air density, S: wing area)
'l=Cl1/2PSV2
1
1 ) When air speed (V) is halved, lift (L) is also halved. 2) When air speed (V) is doubled, lift (L) is quadrupled. 3) When CL is halved, lift (L) is
reduced to a quarter. 4) When CL is doubled, lift (L) is
quadrupled.
1
Here's another one for all of you who think you know everything about paragliders. How many times have you seen the word "aspect" in the specifications of paragliders? Question: The aspect ratio is a calculation that indicates one of the surface measurements of a wing. This is the square of [ divided by [ ]
A snap, right? Well, how about this one? Question: Which of the following indicates a glider's stall speed? (Circle the correct answer.)
!
1) The minimum air speed. 2) The maximum air speed of rate of descent. 3) The air speed at which lift becomes "O". 4) The air speed at which drag is the greatest.
Included in the test are questions about weather patterns as well as ' flight rules and regulations. The final section is related to navigation. Question: Under the following conditions when wanting to fly from , point A to point Bl, what is the proper heading? [MH =__ (±4°) 1
0
The test consisted of sixteen questions, some of which involved fourpart answers, diagram drawing or labeling of points on a diagram. All of us who took the test received a study sheet the previous week from our instructors, and on the day of the test we had a one-hour lecture about the contents of the study sheet. Unfortunately, the previous evening was the year-end party for all of the members of the West Wind Club here in the Niigata area and many of us arrived to take the test in not necessarily our best mental conditions. The results came in just before Christmas, and I was lucky enough to have passed ... a fine Christmas present for me. With the winter weather closing down most of the sites on this side of Japan, I won't get around to fulfilling the technical requirements for the P-level until spring. How I miss the dry winter conditions of central Washington where I took my first flights with Mike Eberle! One of the best flying sites in this area, Okami, is having its landing zone modified and slightly enlarged (from tiny to small), so nobody will be using that site until spring. I hope to introduce the site and some of its facilities and features in my next article. Oh, yes ... the answers to the questions above: (1 ). 2; (2). [span] [area]; (3) 1; (4) [MH = 72°]
]
1
I ) From point A to point B is 90° 2) Airspeed is 36 km I h (10 m/S) 3) Wind direction is 30° 4) Wind speed is 6kt (3m/S) Draw your flight diagram in the square, labeling all the conditions
I'll let you do the diagramming on your own. Don't forget to label everything and draw a key for reference. Bye for now. I'll write again with more news from Japan.
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PARAGLIDING, THE MAGAZINE
s not just for wearing with a tuxedo anymore. story and sketches by Jan Ala
Flying near Aspen, Colorado last summer I was subjected to two new Paragliding experiences. The first was a rare and extreme form of line-over (known as "Cravattage" - from the French cravatte or bow tie) and the subsequent, a reserve deployment, being novel for me because previous "airing of laundry" had been deliberate, at safety clinics over water. On this particular day, Aspen's most experienced hang glider pilot launched, later reporting good lift at times but extreme turbulence and vertical shears. Several experienced competition pilots landed in lee side conditions rather than stay in the air any longer ... The canopy I was flying was a solid and stable intermediate wing (12 A's, no cross straps - ACPULS) and I was right in the middle of the recommended weight range. Nevertheless, along with various and sundry collapses, all the lines went completely slack three separate times. Twice I heard the reassuring swish & thump of the canopy reopening, the third time something felt wrong and looking up I was rather perturbed
-=-·--
--
___
~~~~=-. /- - - - - ~ - ~ ------
-
-
----
~
-- .
\\
Figure #1
inflated beyond the 'lines-over' and accompanied tangling or twisting. Most flight manuals recommend pumping the brake toggle deeply to clear a trapped tip, and I did instinctively try this - but the Cravatte is clearly much loftier than a mere trapped tip and did not even condescend to scoff at the effort. The full stall a la cravatte was equally ineffective, and various riser pulls on the tangled side were scoffed at too. The cravatte was clearly imperturbable, which at this point was more than could be said for your humble author. All this being the case, most manuals (including the one for this glider) very sensibly advise reaching for the reserve handle ... At this moment however, a piece of advice that might interest the readership from French pilot Pierre Bouilloux came to mind. I remembered that he had experienced a Cravattage in the French Alps almost two years ago. He had not managed to untangle the wing and had thrown the reserve--but mentioned that test pilots had succeeded in clearing a condition such as this by pulling down hand over hand on the wing tip line (tangled side) then feeding the wing tip back in front and to the outside of the lines on that side. The concept made sense yet I regret to say that not only could I not find the wing tip line in all the tangle, but also after a few attempts I realized that it was time to look for the aforementioned handle. Perhaps the fact that pulling lines with both hands meant going back into the spin, made finding the line harder ... but more to the point only the lower 'A' lines were colour coded. The line I was looking for was the same colour as all its neighbors ! Thank goodness for reserves and aspen groves. In conclusion, I would like to say that I have flown a few gliders equipped with colour coded wing tip lines and I now see wisdom in this. The wing tip line on most of today's gliders attaches to the outboard end of the 'B' riser quicklink and could perhaps be marked with a piece of coloured tape or something similar if it is the same colour as the lower 'B' lines. This would provide quicker reference in times of need.
\-- '~-
!Figure #2
to see something like Fig. 2. (Prior views having looked more like Fig. 1.) What remained of the canopy was now capable of a lazy but disorienting spin or with some brake applied, a mushy parachutal descent. After attempting various reopening procedures, I threw the reserve at perhaps a thousand feet above ground, and landed without injury. Cravattage might best be defined as a form of extreme multiple line-over whereby the wing tip is
About the Author, Jan Ala is a Class Ill paragliding instructor, has flown several different gliders in various competitions and holds the current Arizona State paragliding distance , record - 60 miles. He lives in Tucson, Arizona.
----------· - - - - - - - - - - - PAGE 18 • PARAGLIDING, THE MAGAZINE
The latest listinQ from the DHV new _qliders thaf have passed certification follows:
SAFETY NOTICE Navajo Line Replacement Due to our own tests and an incident in Venezuela, we recommend that the lower A &B lines on all Navajo 25's, 28's and 31 's be replaced after one year of flying. Our own tests have shown that the lower lines become weaker at the point just above the black heat -shrink at the bottom end of line Uust above the shackle). This is because the heat-shrink is relatively hard and forms a pivot point at its upper end. While all the lines we have tested have had a breaking strain so that the glider is still within the AFNOR BG tests, recent experience has shown that in turbulence after a collapse , massive loads can be concentrated on individual lines. The Navajo has relatively few lower lines. FIREBIRD RECOMMENDS THE FOLLOWING ACTION *Every owner should check the base lines just above the lower heat shrink to see if there is a weak point or bending point in that area. If there is any doubt, lines should be replaced . *After 1 year of flying , every pilot should replace the original lines. (the replacement lines are longer lasting). *Pilots should be careful when packing the glider, that they do not fold the line just above the riser. With time this will weaken the line. NAVAJO LINE REPLACEMENT KIT Firebird provides a line replacement kit with instructions for the pilot to replace the lines himself. It is a relatively simple task. These kits can be ordered from the Firebird dealer. In the U.S . Dave Whaley (303) 440- 0803 The replacement lines have a HMA kevlar core (more flexible than the old line) and does not have heat shrink over the sewing. While this does not look as nice, it is much safer. ALL NAVAJO OWNERS SHOULD CONTACT THEIR FIREBIRD IMPORTER FOR FURTHER INFORMATION Note: This safety notice only applies to Navajo paragliders. This is because the Navajo has very few lower lines (with 6 to 1 cascades), which are mostly of a 1.1 mm diameter.
Level 1-2 gliders listed are: Firebird Firebird
Dolphin 27 Dolphin 24
(80 - 120 kg) (60 - 85 kg)
Level 2 gliders listed are: Advance Advance Firebird Firebird Firebird Pro Design Pro Design
Epsilon 29 Epsilon 26 Marlin 23 Marlin 26 Marlin 29 Compact 31 Compact 35 D
(90 - 115 kg) (70 - 95 kg) ( 60 - 75 kg) (75 - 110 kg) (90 - 125kg) (65 - 85 kg) (100-115kg)
Level 2- 3 gliders listed are: Ailes de K Pro Design Firebird Firebird Flight Design
Spydair 44 Compact 35 S Barracuda 25 Barracuda 28 83 26
(100 -120kg) (100 - 115kg) ( 60 - 85 kg) (85 - 100 kg) (85 - 110kg)
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Streamers make sense Streamers are used in many countries to designate a pilots experience level. They are especially helpful at busy , crowded sites. Generally more skilled pilots will let the beginners have a bit of extra room in ridge soaring conditions. Some sites use streamers to designate visiting pilots from locals. This is not a form of prejudiced , but a way to encourage sharing of local site knowledge. It you see a pilot wearing a streamer it's a good idea to ask them about their flying experience, before a situation arises. Think about it.
LATE NOTICE as we go to PRESS!! ITU USA is back on track!! The final details of a supberb 1994 line of wings are being made. The next issue of Paragliding Magazine, will be preuiewing the different models for paragliding and para-motoring.We will consolidate and deuelope the dealership network in the US. All repairs and inspections will be handled in this country For dealership app. Call Philippe (516) 676- 7599
Worlds Smallest Vario! The New Paragliding Standard 2 Year Guarante Clips to helmet,cap chinstrap, etc 200 Hours on Batterie 0 -1200 fp Fast Respons ery Sensitive in light Ii 1
PARAGLIDING, THE MAGAZINE• PAGE 19
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Flyin.g with Han;
Paraglidet Many pilots are scared of flying with low-airtime pilots in the same lift,
~® iJ'G=n~ [F[W~ ©@~~~@ [ID~©[[ if@ CF[W~®u@~~
David Sondergeld has reported that the situation at Fort Funston has improved. Preliminary agreements have been reached with the Olympic Club ( the golf course South of Funston proper ) to allow paragliding activities from their launch on the cliffs in their vicinity. While the final details still have to be worked out, it looks like unhindered paragliding will soon resume in the Funston area Perhaps once multi- mode flying has gone on for awhile any lingering differences between Bay Area Paragliding Association and those members of the Fellow Feathers hang gliding club who oppose paragliding on the coast will evaporate into the mists of San Francisco and become a dim memory.
PAGE 22• PARAGLIDING, THE MAGAZINE
and rightly so, because often these pilots do not understand the principles of flying with other aircraft, even though they believe they know the Rules of the Air. The situation becomes even more dangerous when flying with craft of the other discipline. Knowing the rules of the air is not enough, the pilot must be able to fly according to them. Other pilots feel more confident about your ability if they see you are looking around, taking note of the other aircraft around you and where they are flying , especially those closest to you. Making eye contact or signalling that you are aware of someone, instills confidence. Looking at your glider or having your eyes glued to your instruments in traffic, whether in thermal or ridge lift, will make everyone around you paranoid. Often beginners think that it's fine to follow a more experienced pilot around. To a certain extent that is so, but make sure that he knows where you are. There are few things more disconcerting than to have this voice talking to you from somewhere out of sight, informing you that he is directly above you, and there is no way you can see him. It can be difficult to know what to do in this case, although the lower pilot has the right of way, will the higher pilot give way or try to stay above? The higher pilot should put himself in such a position that in a thermal he is opposite the other pilot, even if slightly higher. They can then turn together, and still see each other clearly. And do remember always turn in the same direction . Another problem which sometimes occurs is the so called coring of a thermal. Many novice pilots have heard of this and are eager to do it. So in a busy thermal they will shorten their turn and cut in front of other pilots, creating a dangerous situation . Flying alone in a thermal gives one the chance to do whatever you like, but as soon as you are with other pilots, whether they join you or you join them , the situation is changed, and careful flying is required. Once again, try and maintain a position in the thermal where you can see and be seen by the pilots nearest in height to you . Hang gliders and paragliders fly at very different speeds, and differ in handling. Paragliders stall at aprox. 15-20 kph . with a top speed for intermediates around 35 kph. , and the new wings able to reach 50 kph. Cruise speeds are about 25 - 30 kph for most paragliders. Intermediate hang gliders have a stall speed in excess of 22 kph . and the higher performance gliders often stall well above 30 kph . Their top speeds range from about 45 kph for intermediates to more than 100 kph for competition gliders. Hang glider pilots get very worried when a slow moving paraglider gets in their way. The higher performance wings are difficult to control in rough conditions, take a long time to react, and need more space due to the speed . Hang gliders flying at minimum sink (close to stall speed) are susceptible to stalls due to gusts, and can suddenly dive to pick up speed. Because paragliders often fly very close to rock faces, they must be
' ·,
Glider and P:iJots aware that they need to leave more space for hang gliders which have to pass between them and the mountain . (when overtaking a slower aircraft on a ridge , you must pass between that aircraft and the ridge) Two or more paragliders can quickly trap a hang glider trying to thermal with them , by turning too short in front of him, with their shorter turn radius . This could leave him no way out. Staying opposite the hang glider applies here too .
Paragliders on the other hand, can suffer collapses due to turbulence, which may cause them to lose a lot of height very suddenly.Paragliders must not reduce their speed in a thermal , especially with hang gliders, and just "hang " there . They have to learn to turn in the thermal, and with other pilots, i.e. in the same direction! The difference in control mechanisms is a major factor. A paraglider pilot pulls on two control lines, or kicks in a speed stirrup. He keeps good visibility at all times . A hang glider pilot has to shift his weight, which then drops the wing in the direction of the turn , thereby impairing his visibility on a steep turn . The
pilot is also more hampered in general visibility to the sides and above , than a paraglider pilot. Hang gliders can climb quite steeply after a dive, which paragliders can not emulate. However, paragliders can descend vertically through executing simple maneuvers such as wing tucks , front tucks and 8-line stalls, which hang glider pilots do not expect.Turbulence can tuck a wing for a paraglider pilot, causing some loss of directional control. An improperly controlled tuck can cause a spiral or negative spin. Paraglider pilots should avoid doing tucks and other such manoveurs near other craft. Hang glider pilots should avoid aerobatics in the vicinity of paragliders.Wing tip vortices from a hang glider can cause a paraglider to tuck. Due to generally better glide angle and higher speeds, hang gliders need more landing area than paragliders. Hang gliders have a reasonably long approach, and will ground skim for a longer distance than a paraglider will. It is very difficult and somewhat dangerous having to avoid obstacles.on final approach , such as a paraglider pilot packing up in the middle of the field. Having a clear field is an absolute necessity, so always take your glider to the edge of the field to pack up. Paragliders can decrease their glide angles radically with wing tucks etc., enabling them to land in very small areas, but they have to be careful of unexpected turbulence near the ground. The one thing both groups have in common is the inability to get away from the magnetic effect of small trees! Experienced pilots should be patient with pilots whose gliders have streamers on them, they are still learning. Talk to them about problems afterwards, don't scream at them in the air, it might aggravate the situation. Low air time pilots must learn to self regulate. If they don't feel comfortable flying with hang gliders and paragliders, they should not fly when there are other gliders in the air. This is especially true in prime time or congested flying space. If necessary, this means they should fly away and/ or go land when the air becomes too crowded while they are flying . Many pilots have picked up tips on how to fly together safely, please share these with the rest of us, and help us to fly together even more harmoniously. This article was reprinted from the So. Africa Hg & Pg Newsletter, Editor, Laura Nelson, sent to us courtesy of Peter Wallenda, Parapente So. Africa Photo Fred Stockwell
PARAGLIDING, THE MAGAZINE • PAGE23
P.O. Box 8300, Colorado Springs, Colorado 80933 (719) 632-8300 (719) 632-6417 FAX
PARAGLIDING RATINGS IN JANUARY (Name: City, State; Instructor name) CLASS I ~
BERGSTEDT, BRYAN: Bellevue, WA; M. Chl'lco/Parapent DEAL, RYAN: Sun Valley, ID; ID. Bridges,/Sun Valley PG GUl..l.tlGSRUD, I.AFIRY: Skagway,AK .K~i!l!?iVAbow&Beyood HEATH, DAN: Renton, WA; M. Eberle/North Amer PG HOOVER, KOY: Ketchum, ID; D. Bridge11/Sun Valley PG KRICH, DANE: Bothell, WA; K~ISelVJ~&Beyood PARK, TIMOTHY: Kirkland, WA; M. Chirloo/Parapem USA PERKINS, CHRISTOPHER: Juneau, AK; C. Santacroce
PETERSEN, ROBERT: Anc:h:lrage,AK; R 1.oonar<V~Sporis 2
.ALEXANDER, GRAY: l\llammolh Lakes, CA; K Ca;tie/AweoomieAir GUSSME'o'ER, CHAD: Redding, CA; Z Hoisington/Zach's Air Attack HARRISON, WALT: Tahoe City, CA; IA. loonard/Ac:lventure Sports HOVIS, DAVID: Redding, CA; D. Mllls/Fme Ride PG KELLOGG, MIKE: Fremont, CA; J. luca!1/Sky Times PG ILASCURETTES, DAVID: Oakland, CA; S. Bicldord/Alrtlme NORIBV, STEVEN: Los Osos, CA; K. deRussy/HG PG Emporium ROBIN, JEAN YVES: Corte Madera, CA; N. M,:Brsh/Chandelle SF SARGENT, RON: MIii Valley, CA; J. Greenbau1m/Alrtlm_e SF THOMAS, GARY: las Vegas, NV; 1111. SaMminl/A1rtek PG WALKER, RICHARD: Biq Bend, CA; E. Pitman M"'~ilnfi'"i
3
BOTTORFF, RON: Newbury Park, CA; K cleRussyNiG PG !Emporium HALL, KEVIN: Simi Valley, CA; M. Haley/Airplay PG JONSSON, ERIC: Simi, CA; R. Liggett PETERSON, JAMES: Duarte, CA; M. Saivemini/Alrtek PG RENNER, INGO: Del Mar, CA; F. lswley/Acceleratec:I Flight Systems RENNER, HILDA: Del Mar, CA; F. lswley/Acceleratod Flight Systems SEERY, PAULA: Kihel, Hi; S. Amy/Maui PG SMITH MICHAEL: Simi Valley, CA; M. Ha,ley/Air Play PG STEVENS, DAVID: Klhei, Hi; S. Amy/Maui PG 4 CUNNINGHAM, DANNY: Albuquerque, NM; G. Brl11htbill/Enchantment
HEASTON, TINA: Snowrnass Vilage, CA; D. Jackooll'Aspen PG JONES, GUY: Albuquerque, NM; G. Brlghtbill/l~nchantment PG LANDIS, TERRY: Albuquerque, NM; G. Brightbill/Enchantment LOWMASTER JEFFREY: Colo Springs, CO; R. Wll~:lnson/Eagle's Nest MAYER, STEVIE: Sandy, UT; C. Santacroc:e/UP lnt'I McWETHV, KIRK: Gila Bend, AZ; G. Brightlbill/Enchantment PG PAULE, DAVID: Boulder, CO; K. Baier/Air Junkies SCHURMAN, DAVID: Jay, UT; K Huclonjorgensen/.Obove & Beyond THOMSON, ARVO: Santa Fe, NM; P. Waffelaert/Enchantment PG WALTEAS, CHARLES: Colo Springs, CO; R. Wllkin1;on/Eagle's Nest
MALONE, KEVIN: Kewadln, Ml; 8. Fifer/Tl'averse City HG
8 FARMAN-FARMAIAN, REZA: Cambridge, MA; C. Srnith/Aspen PG
9 LEWIS, JIM: Lusby, MD; M. Salvemini/Airtek PG
11 HIUJARD, CHRISTOPHER: Hooston, lX; C. Stockwell I Above & Beyond
CLASS II 1 ANDERSEN, KURT: Sumner, WA; M. Chlrlco/Parapeme USA MARCY, OONALID: Seattle, WA; 1111. Eberle/North Amer PG ORTH, GENE: Fall Creek, OR; J. Gluzlnskl/Air America PG STURTEVANT, GEORGE: North Bend, WA; M. Eberle/North Amer PG
Regiofi'l 2 BOWER, RICHARD: Benicia, CA; J. Greenbaum/Airtime SF HARRISON, BRUCE: Redding, CA; D. Mills/Free Ride PG ROBIN, JEAN YVES: Corte Madera, CA; N. Marsh/Chandelle SF H~tHl'ln 3 l\llclNTOSH DESMOND: Sama Barbara, CA; J. Hagemann/Sama Barbara ORNELAS, MARIO: la Jolla, CA; l. love/UP lnt'I RILEY, TIM: Carmarlllo, CA; R. Liggett/Topa Topa PG TOMS, JENNIFER: Cypress, CA; 1\11. Wright/Glide Gear USA
4 SHARP, DAVID: Salt lake City, UT; C. Snatacroce/UP Soaring WILLE, RAOUL: Aspen, CA; J. Stenstadvold/Aspen PG 7 KUSHNER, BRAD: Whitewater, WI; K. Baier/Alrjunkies CLASS Ill
3 GOTTSCHUNG, ANDY: la Jolla, CA; J. Gluzinski TABOR, JOHN: Venice, CA; M. Wright
4 BRIGHTBILL, GARY: Cedar Crest, NM; C. Stockwell SWIFT, CARL: Nederland, CO; J. Yates WAFFEILAERT, PHILIPPE: Sante Fe, NM; C. Stockwell TANDE!VI ONE RATINGS ARJAN AILA GARY BRIGHTBILL KARI CASTLE MARK CHIRICO BILL GORDON THOM SWITZER PHILIPPE WAFFELAERT
TANDEM TWO RATINGS SETH FOERSTER TANDEM INSTlRIUClOR MARC BAI..ZAC STEVE BICKFORD KILAUS FIEBIG JAMES GROSSMAN BOB HANNAH CHRISTIAN MULACK
PARAGLIDING, THE MAGAZINE• PAGE 25
P.O. Box 8300, Colorado Springs, Colorado 80933 (719) 632-8300 (719) 632-6417 FAX
FOREIGN RATINGS Class I COLLEY, R.L: Hong Kong, China/C. Mendes/Compact Wings FISLER, URS: Kirchdort, Switzerland; S. Amy/Pro-Flight PG fRIEDERICI, JUERGEN: Bad Homl:lerg, Gemiany; NJ. Marsh!Chandel!e HALE, CHALONER: Calgary, Alberta; G. Derouin/Rky Mm PG RADICE, VINCE: Sonora, Mexico; D. White/Thermax PG WHITE, MICHAEL: NVlll'iOOU\lel', B.C.; K Hudonlolqei l!lei ,/Ak:Jr:Ne & ~
LOERTSCHER, MARK: Sandy, UT; C. Santacroce/UP Soaring PARKER, ANDREW: Park City, UT; C. Santacroce/UP Soaring WHITE, DEBRA: Flagstaff, AZ; D. White(Thermax PG
1 BUTH, JOHN: Coopersville, Ml; K. Baler/Air Junkies
a RYAN, TOM: Winooski, VT; R. Sharp/Flight Gravity
9 CASKEY, ROBERT: Struthers, OH; M. Wright/Glide Gear PARAGLIDING RATINGS RECEIVED IN FEBRUARY (Name: City, State; Instructor name)
H<l>l"iiill"ln
10
SCHICK CHARLES: Fairfield Glade, TN; D. White/Thermax PG
CLASS II
1
CLASS!
1 ARMSTRONG, JOEL: Spokane, WA; M. Eberle/N American PG SAUER, GARY: E Wenatchee, WA; M. Chlrlco{Parapente USA WARR, KENT: Paul, ill; D. Brldlqes/Sun Valley PG
CAMOU, JIM: Wilson, WY; J. Gluzinski/Air America PG CORBET, MARK: Redmond, OR; IP. Phol/Sky Hook Sports KUNZ, ETHAN: Eugene, OR; J. Gluzinskl/Alr America LAPKASS, JOHN: Anchorage, AK; B. Hamler/Golden Eagle WORSHAM, FRANK: Seattle, WA; M. Chirico/Parapente USA
R<1>ni11,n 2
GILMOUR, LAURIE: Menlo Park, CA; J. Lucas/Glidell GILMOUR, BOB: Menlo Park, CA; T. Swttzer/Skytlmes PG HOFF, HEILAND: Novato, CA; J. Lucas/Glidell SLEZNICK, TONY: Redding, CA; E. Pitman/Fly America YISKIS, ERIC: Arroyo Grande, CA; J. lucas/Glldeil
2 HARRIS, ERIK: Mammoth Lakes, CA; K. Castle/Awesome Air HAUSER, WILLIAM: San Francisco, CA; J. Yates/Pro Design
3 GAY, JOEL RAYMOND: San Diego, CA; M. Bell/forrey Pines
R<1>nirm 3
ERWIN, BILL: Bakersfield, CA; K. DeRussy/HG PG Emporium JEBB, DAVID: Jamul, CA; M. Salvemini/Airtel< JOBE, TAYLOR: Escondido, CA; J. Gluzinski/Air America PG JOBE, TIM: Escondido, CA; J. Gluzlnsld/Air America PG JOBE. EWOT: Escondido. CA; J. Gluzinski/Alr America PG IIC>~~i~,n
4 FRECKLETON, PETER: Aspen, CO; D. Jackson/Aspen PG
WESTWOOD, DAVE:Orern,UT;KHudon~CanFly FOREIGN RATINGS
Class I DAVIS, ROBERT: APO, AE; D. Whaley/Alpine World Adventures
"lf
CHRISTENSEN, MATT: Orem, UT; C. Santacroce/UP Soaring CREMER, DAVE: Vail, CO; K. DavisNall lPG
mi-~
PARAGLIDER
-ll!!!IJ"l"l!E:!l!..ll!-E:
Windspeed Indicator ...... $7~.95 add $3 s&h
Airspeed Indicator ........ $134.95 add $3 s&h
Flight suit ...................... $'1189.95 Specify size & color. Male zip? add $10 s&h To ord6r, send check or M.O. to: Paraglider Pipeline, Inc. 3530 Bagley Ave N, Seattle, WA 98103
(206) 547-4950 Quality products for the serious pilot.
Dealer inquiries welcome.
PAGE 26 • PARAGLIDING, THE MAGAZINE
Ultrex™
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Flight Suit • 2 Full Double Zips • Breathable • Waterproof • 3 Velcro pockets • Vario strap • Elastic cuffs • Choice of colors (body): Red, Black, Royal blue, Light blue, Purple • Black Accent: arms, OIIILV neck, chest pocket ~ • Sizes: S/M/L!XL ~ • With or w/o male zip • Made in USA Allow 4-6 wks.
1
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1 QI'!'..
TOTAL
1994 USHGA Calendar - Better than ever, buy one for a friend. 12x12 full color ............................................................................ $9.95 OTHER USHGA CALENDARS SPECIFY YEAR: 1991 1990 1989 Excellent Photography- collect them all! ........................ @ $1.50 *'NEW" USHGA BARBARIAN RUGBY JERSEYS super heavyweight 100% cotton embroidered bold 4" ash/navy/purple/forest green striped, traditional collar or mock turtle neck. SIZES M L XL (XXL $45.95) ................................ $39.95 USHGA "OATMEAL" LONG SLEEVE 100% cotton. Natural color with fine-lined navy stripes and 3" screened logo. Available in MOCK NECK or HOODED SIZES: Med. Large XL ..................................................................................................... $19.95 COLLEGIATE SWEATSHIRT Super heavyweight 11 oz. fleece - 95% cotton, cross-weave w/ side gusset, 3 colors on ash. SPECIFY SIZE: MEDIUM LARGE XL reg. $39.95 ............................................................... $34.95 COLLEGIATE SWEATPANTS Side pockets, 50/50, elastic waistband w/ drawstring. Sizes: Med. Large XL ........................... $29.95 COLLEGIATE T-SHIRT ASH, 100% cotton, puffed lettering. Sizes: Med. Large XL ............................................................... $13.95 COLLEGIATE SHORTS ASH, side pockets. Long 8" inseam or regular 5". Sizes: Small Med. Large XL ............................ $18.95 "FREESTYLE" SWEATSHIRT 9 oz. set-in fleece - 50/50 heavyweight, beautiful multi-color design on white. SIZE: M L XL ........ $24.95 ALSO FREESTYLE T-SHIRT 100% preshrunk cotton Med. Large XL ................................................................................... $14.95 "LOOP" SWEATSHIRT 9 oz. set-in fleece - 50/50 heavyweight, red and white on navy. SIZE: M L XL ..................................... $19.95 USHGA Golf Shirt 100% combed cotton. Colorfully embroidered. Colors: White Red Navy Yellow Jade Black SIZES: Medium Large X-Large XXL (in white, navy & jade only) .................................................................................. $22.95 USHGA MTN. GLIDER T-SHIRT 100% cotton. Our most popular shirt. SPECIFY SIZE: M L XL COLOR white ash ............ $12.95 USHGA YOUTH MTN. GLIDER T-SHIRT For those up and coming pilots. SPECIFY SIZE: S(6-8) M (10-12) L(14-16) ................. $9.95 USHGA MTN. GLIDER CAP Embroidered SPECIFY COLOR: NAVY WHITE PURPLE RED ....................................... $9.95
$ $
**NEW" PERFORMANCE Fl YING by Dennis Pagen. Covers just about everything for the Intermediate & Advanced pilot.. ............. $29.95 Hang Gliding magazine "SPECIAL NEW PILOT EDITION" launching, landing, buying a used glider, etc. . ................................ $4.50 Higher Than Eagles by Maralys & Chris Wills. The story of early hang gliding and Bob Wills. Hardcover ............................................. $19.95 UNDERSTANDING THE SKY by Dennis Pagen Micrometeorology for pilots. Almost 300 pages, 260 photos & illustrations ............ $19.95 THE ART OF SKYSAILING by Michael Robertson. Covers material used in ICPs, including Charts of Reliability ............................... $9.95 PARAGLIDING· A PILOT'S TRAINING MANUAL Produced by Wills Wing. Everything you wanted to know about paragliding ......... $19.95 HANG GLIDING FOR BEGINNER PILOTS by Pete Cheney The Official USHGA Training Manual. Over 200 pages ........................ $29.95 PARAGLIDING FLIGHT -Walking on Air by Dennis Pagen Covering all aspects of Paragliding. Over 140 illustrations ................... $19.95 HANG GLIDING FL YING SKILLS by Dennis Pagen Our most popular book. For the beginner to intermediate pilot. ......................... $9.95 RIGHT STUFF FOR NEW HANG GLIDER PILOTS by Erik Fair Overview, humor, techniques and personalities ................................. $8.95 FEDERAL AVIATION REGULATIONS Federal Regulations covering ALL types of aviation .................................................................. $8.95 USHGA DELUXE LOG BOOK 72 pages. Covering pilot ID, ratings, rules, maintenance, inspection, terminology ... and more .............. $4.95 USHGA X-C LOG BOOK 64 pages. Very clean! For those who like to document their flight. ............................................................ $3.95 USHGA FLIGHT LOG BOOK 40 pages. The official USHGA flight log book.. .. .. . .. .. ............................................................. $2.95
$ $ $ $ $ $ $ $
"NEW** USHGA STADIUM CUSHION Comfortably protects your assets ............................................................................................... $5.95 OFFICIAL USHGA WINDSOK™ Pink/yellow or pink/white .................................................................................................. $39.95 USHGA DELUXE LOG BOOK COVER Gray colored and debossed with the Mtn. Glider design. Show off your flights ....................... $4.95 USHGA LAPEL PIN Beautiful multi-colored Mtn. Glider design. Custom shaped pin w/ military clutch and epoxy dome ...................... $3.95 USHGA MTN. GLIDER SEW-ON EMBLEM The most beautiful patch you'll ever own. 12 different colors used ................................... $3.95 USHGA MTN. GLIDER DECAL Full color 6" diameter vinyl decal. Guaranteed to last!. . .. ..................................... $1.50 USHGA KEY CHAIN "Soft Feel" Plastic. Custom Mtn. Glider shaped. Screened white on red .............................................................. $1.50 USHGA SEW-ON EMBLEM Our original logo, in its original colors on this 3" circular emblem ............................................................... $1.50 USHGA EMBLEM DECAL Our original logo, in its original colors on this 3" circular sticker ..................................................................... $ .50 USHGA LICENSE PLATE FRAME "I'd Rather Be Hang Gliding" PLASTIC-white with blue lettering ........................................ $5.50 METAL-(zinc) with white on blue lettering ............................ $6.50 '*NEW* BORN TO FLY Great flying action, meet Larry Tudor, The Green Team ... Fly Owens, Sandia ... you name it (50 min.) ......... $34.95 PARAGLIDE: The Movie Owen's Valley world competition. More action than you can probably handle. 40 min ............................... $39.95 FLAMENCO DUNE-Special Version Extreme paragliding in Namibia. Superb editing, original sound track. (20 min.) .................. $19.95 DAREDEVIL FLYERS Ill - THE PARAGLIDING VIDEO The Wills Wing gang paraglides at Telluride, CO (50 min.) ........................... $24.95 HAWAIIAN Fl VIN' video. Hang gliding and paragliding in paradise! Awesome scenery! (46 min.)... . . ................... . ................ $33.00 HANG GLIDING EXTREME video. Let's you see some of the most spectacular sites in the U.S. hot pilot profiles. (50 min.) .............. $34.95 MAGAZINE COLLECTOR BINDER Brown vinyl binder w/ gold lettering. Wire inserts to hold 12 issues of HG. ... . ....... .. $9.00 'USHGA ERIC RAYMOND POSTER 24" X 37" Eric doing oxygen at 17,000 MSL over the Sierra Nevada Range. .. ............. $5.95 'USHGA AEROBATIC POSTER 23" X 31" Colorful keel shot of John Heiney looping skyward........................... .. ....... $6.95 'Posters are NOT AVAILABLE on International Orders-SORRY' SPECIAL-BOTH POSTERS FOR ........ $10.00
$ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $
$ $ $ $ $ $ $ $ $ $ $ $ $
$ $ $ $ $ $
$
$ $ $
PAYMENT must be included with your order. FOREIGN orders must be in U.S. FUNDS drawn on a U.S. BANK'
CHARGE MY CREDIT CARD VISA or MASTERCARD (circle one) acct#_
exp. _ __
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SHIPPING .01 - 9.99 ADD $3.50 10.00 - 19.99 ADD $4.00 20. - 34.99 ADD $5.00 35. - 49.99 ADD $6.00 50. + ADD $7.50 Canada & Mexico add $1.50 extra lnt'I surface add $5.00 extra lnt'I air add $15.00 extra
SUBTOTAL
$._ _ _ __
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SHIP TO: (Street address if possible) NAME -------------------------------------USHGA# _ _ _ __ CITY/STATE/ZIP_ _ _ -_ __ UNITED STATES HANG GLIDING ASSN. P.O. BOX 8300 COLORADO SPRINGS, CO 80933-8300
(719) 632-8300
FAX (719) 632-6417
p NAME
ZIP _ _ _ _ _PHONE(_)_ _ _ _ _ __ NEW MEMBER
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0 l Year $35.00 U.S.($ 40.00 Canada/Mexico*)($ 50.00 Int'l*) ............ $ ~ - - - ~ D 2 Years $65.00 U.S.($ 75.00 Canada/Mexico*)($ 95.00 Int'l*) . . . . . . . . . . . $_ _ _ _ __ D 3 Years $95.00 U.S. ($110.00 Canada/Mexico*)($140.00 Int'l*) .......... $_ _ _ __ **************************************************************************************************************** SUBSCRIPTION ONLY:
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INSURANCE INFORMATION The cost of the insurance is included in the full membership fees with the member as additional insured. USHGA provides a Combined Single Limit Bodily Injury and Property Damage Liability Master Policy in the amount of $1,000,000 per claim which covers all recreational flying. USHGA's insurance is valid ONLY while flying in the U.S., U.S. Properties, Canada, and overseas while on USHGA approved business.
*Foreign payments must be in U.S. FUNDS drawn on a U.S. BANK. USHGA, PO BOX 8300, COLORADO SPRINGS, CO 80933 (719) 632-8300 FAX (719) 632·6417 PAGE 28• PARAGLIDING, THE MAGAZINE
(11/93)
the aragliding LL-- lately, there's a real going ®
third place@
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I I A Pilot's Training Manual
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, Sallll Diego, CA 921()9 (619) 483-Ul99 Johllll Yates/Pm Design 1600 E. Cypress Ave. #8, Redding, CA 96002 "TOLL FREE" Phone/fax 1 800 Y ATES-16 PAGE 30 • PARAGLIDING. THE MAGAZINE
$1 2000 Copies Sold Revised 4th Edition 140 Pages 62 Illustrations Slkills, Aerodynamics, Weather, Equipment, and More Available from paragliding schools, dealers, or direct from
WillsWing 500 Blueridge Ave. Orange CA. 92665 Include $2.00 for postage and handling Calif.Residents add 7.75 % sales tax
PARAGLIDING, MAGAZINE t&~;, ~~=
POWER
;rs;J
.;;:· . ~~·.:.. . ··~\:;
PARAGLIDER POWER SYSTEMS & DESIGN TRADES Article by: Len Davids can't say it was a matter of choice on how I became familiar with paraglider power systems. My first experience with a paraglider was being pushed off a training hill in Simi Valley, California, by my son (Rick). This was after telling him that any one that paraglided was out of their mind . That first 40 ft of ai r was quite a thrill but it wasn 't enough to get me going in the sport. I still had reservations about safety. A year later I tagged along with my son to the Marshall site in San Bernardino , Ca. He was going to demo a paraglider supplied by Cary Mendes. It just so happened that Cary was also giving tandem lessons so I decided to go for a ride with a professional. Thirty minutes later, after soaring a thousand feet above Marshall in the thermals, I was hooked for life.
I
So, how did I get into powered flight? Same scenario , my son! Always looking for a new thrill , he asked me if I would consider going in with him on a paraglider power system. (I'm avoiding using the word paramotor because I have been told that it is a
registered trademark. Funny , I thought it was a generic term.) My first response was negative (should I say, as usual?). My thoughts on the subject were a bit altruistic. On my first solo flight above Marshall, I had the good luck to catch a thermal that took me 2000 ft over, and my soaring buddy was a hawk. The feelings I had after that flight just didn't mix with the sound of a noisy prop. Never fear, the old male chromosome having to do with toys kicked in and I told him to go for it. Another factor also contributed to my decision to give powered flight a try. The three previous weeks I had spent my Sundays driving 160 miles for 15- minute sled rides. Before I go any further, I should warn the reader to take my opinions with a grain or two of salt since the guy who got me into this sport is now the U.S. distributor for the DEFl-210. So much for an introduction. What about design trades. After 30+ years spent in the unrelated field of satellite system engineering, nothing grabs my interest like a good design trade. Just looking at the propeller design alone, there are a bunch of decisions that the designer has to make. The pilot would like a small little propeller so it won't get in the way of his glider during ground handling. This same pilot would also like a lot of thrust and low sound level. Naturally, all of these desires are conflicting. Normal propeller design wisdom says that for maximum thrust and efficiency at low speeds , you would like to have the largest diameter possible. Also , the smaller the propeller , the more the pilot's body
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interferes with the airflow and decreases the efficiency. Since propeller noise is primarily determined by blade loads and tip speed , more power implies more noise . Blade load can be reduced by increasing the number of blades at a cost of reduced efficiency . Without getting too hung up in theory, let's look at how the three current power systems available in the U.S. have attacked the problem . Pagojet has opted for a relatively large diameter(44 inch) two-bladed propeller to absorb the full 24 hp that their three cylinder radial engine is putting out. Because the Pagojet engine directly drives the propeller, the maximum rpm at full power is rather high . This results in higher tip speed and more noise. The designer has attempted to mitigate this problem with their optional swept tip composite propeller. In contrast, the Adventure and the DEFl-210 both use the same single cylinder SOLO 210 engine with a poly V belt rpm reducing system that brings the maximum propeller speed down to 2700 rpm. Fortunately (or unfortunately depending on your point of view) the engine power is in the range of 15 to 20 hp, otherwise the propeller would have to be very large or have a lot of blades to absorb the power at such a low rpm. In this case , power has been sacrificed for a substantial reduction in propeller noise, although I suspect that cost had a lot to do with selecting the engine. The designer of the DEFl-210 has gone one step further in reducing noise by using a small diameter (36 inch) threebladed composite propeller with swept tips . Arplast, the manufacturer of the propeller, has also taken full advantage of the composite material by using a theoretically more efficient bell-shaped blade. In contrast, the Adventure systems (that I have seen) have used fai rly conventional larger diameter two-or four-bladed wood propellers , or a three -bladed composite lvoprop. If you are interested in portability, the Pagojet is the slickest design with its integral composite engine motor mount and fuel tank and break down prop cage. If, on the other hand, you are not interested in taking your power system on board an airliner, the DEFl-210 is at the other end of the spectrum. Its chassis is constructed of large diameter all welded aluminum tubing for maximum ground handling durability. If you happen to be a klutz like me , who took six tries including a face plant to finally get airborne , this may be a better choice for you. The experienced pilot may also find that the DEFI feels a bit more natural with the riser attach points to the chassis located just slightly above the standard harness attach point rather than over the shoulder, as is th e case for both the Adventure and Pagojet. Please note that most of the comments that I have made above apply to the models designed for the mid to heavy weight pilots . Right now paraglider power systems are in their infancy and just like the paraglider , we should see significant changes occurring over the next few years . I expect that propeller designs will evolve first, since major capital investments would not be required . As the sport becomes more popular, I would hope that light weight and less costly engines will also become available . For those pilots that have an interest in powered paragliding, I suggest you attend the Super Clinic 94 sponsored by the Northern California Foot Launched Pilots Association , which will be held just outside of Redding on April 9 through the 17th. See Calender pg 4. (Rick will be there with the DEFl-210)
For information call: I Can Fly Inc. 9 Audrey Ave. Oyster Bay, NY. 11771 Phone: 516 / 922-1032 Fax: 516 / 922-2437 Sales • Service · ··Jrrstructions Dealer Inquiries Welcome.
PAGE 32 • PARAGLIDING, THE MAGAZINE
PARAGLIDING MAGAZINE
AIRSPACE SOME FACTS ABOUT 103
By Skip Lentz
As paraglider pilots our only Federal Aviation Regulation is Part 103, Ultralight Vehicles which is only 2 pages long. In comparison , FAR Part 105 - Parachute Jumping is 4 pages in length (as reprinted by Aviation Supplies and Academics, Inc.). ~ ~ defines an ultralight vehicle. (Tandem operations require a waiver of the requirements of 103.1). ~ ~ allows the
FAA to inspect the vehicle but only to determine the applicability of Part 103.
m.J1 does not require any inspections to determine the airworthiness of the vehicle.
~
As paraglider pilots, we enjoy many freedoms compared to our aircraft counterparts in the sky. While there are many ways we are freer than the airplane pilot, I specifically want to discuss our freedom from regulation . While we are not totally free of regulation , compared to the airplane pilot, we are quite free. The non-commercial airplane pilot must comply with: the certification requirements of Part 61 , the general operating and flight rules of Part 91 and must meet the medical standards of Part 67. These are the minimum Federal Aviation Regulations which must be adhered to for non- commercial flight. Commercial operations carry the burden of additional Federal Aviation Regulations. Parts 61, 91 and 67 encompass hundreds of pages of print. Increased restrictions tend to follow an increase in violations and/or a loss of safety margins. Increased restrictions could come as a result of our own rate of serious accidents and deaths due to paragliding activities. An even quicker way to obtain more restrictions on paragliding activities would be to have paragliders and aircraft start meeting in mid- air. This would most likely occur in areas of heavy aircraft traffic . (As you will see later, paragliders ARE restricted in these areas.) Aircraft operating in the vicinity of high use airports (Class B airspace) are required to be in direct communications with an air traffic controller . These aircraft are required to be equipped with a transponder which reports aircraft altitude to the air traffic controller and they are required to adhere to air traffic control instruction. Commercial air crews are busy setting aircraft instruments for the approach to or the departure from the airport. Commercial aircraft approaching class B airspace routinely indicate 400 knots ground speed when above 10,000 MSL. Below 10,000 MSL aircraft are restricted to 250 knots indicated airspeed. When close to class B airspace a commercial air crew is fast and busy. They would have a difficult time seeing even our most colorful paragliders, let alone have the reaction time it takes to avoid it. At 400 knots , it takes only 7 - 8 seconds to cover one statute mile. Air traffic is normally very heavy within class B airspace. With all the high speed aircraft activity and the fact that a paraglider is not detectable on radar it makes sense that the FAA does not want paragliders operating within this airspace. One of the fastest ways I can think of to get the FAA more involved with paragliding is to have a paraglider and a commercial airliner meet in mid air over a densely populated area underlying Class B airspace.
~ ~ requires a waiver from the FAA to conduct
operations which deviate from the part 103 requirements. ~ .:ilmJ;'. states that ultralight operators do not require
pilot certification , aircraft certification or medical certification while operating an ultralight vehicle; and that ultralight vehicles are not required to be registered or bear any markings. In less than 3 inches of print ~ ~ eliminated
hundreds of pages of requirements which are imposed upon the aircraft pilot. The remainder of Part 103 contains the operating rules. (Sub-part 103.0 thru 103.23.) ~ ~ states that an ultralight vehicle cannot create a hazard to other persons or property. ~
mJLi essentially requires day light operations.
~ ~ requires ultralight vehicles to see and avoid
each other and to yield the right of way to all aircraft; that an ultralight vehicle may not create a collision hazard with respect to any aircraft and that powered ultralights will yield right of way to unpowered ultralight. ~ ~ states that an ultralight vehicle can not be
operated over any congested area of a city, town, or settlement or over any open assembly of persons. ~ ~ states that an ultralight vehicle may not be
operated within class A (formerly the positive control airspace), class B (formerly terminal control area), class C (formerly an airport radar service area) and class D (formerly an airport traffic area) airspace without prior authorization from the Air Traffic Control (ATC) facility having jurisdiction over that airspace. ~ ~ states that an
ultralight vehicle may not operate in a prohibited or restricted area without the permission of the using or controlling agency.
~ ~ states that an ultralight vehicle can not be
operated over or in the vicinity of any area to be visited or traveled by the President, Vice President or other public figure contrary to the restrictions established in a Notice To Airman (NOTAM). Part 103.20 also states that
PARAGLIDING , THE MAGAZINE• PAGE33
PARAGLIDING, MAGAZINE
/\\ 1 an ultralight vehicle can not be operated within areas designated in a NOTAM for space flight operations except when authorized. ~ ~ requires that an ultralight vehicle be operated with visual reference to the surface. ~ ~ includes a chart listing the minimum visibility and cloud clearance required for ultralight flight. The preceding is only a quick review of part 103. Any paraglider pilot can and should obtain a full copy of part 103. They can be obtained at almost any Fixed Base Operator at your local general aviation airport. A copy of FAR Part 103 can be purchased from: Aviation Supplies and Academics, Inc. 7005 132nd Place SE Renton, WA 98059-3153
While part 103 was initially written to regulate very light motorized aircraft, it is the governing regulation for paragliding operations. It allows ultralight vehicle pilots a lot of freedom that the airplane pilot does not have . Paraglider pilots have few restrictions . An oversimplification of the intent of Part 103 could be that ultralight vehicles shall not cause an unsafe environment for aircraft in flight and/or people or property on the ground. Now that we know that paragliders are restricted within class A, B, C and D airspace we need to be able to identify where this airspace exists. Class A airspace, formally referred to as positive control airspace, is not depicted on any sectional charts . It is that PAGE 34 • PARAGLIDING, THE MAGAZINE
airspace at and ab ove 18 ,000 MSL (mean sea level). Class ~ airspace (formally TCA) is depicted on a sectional chart by a series of "boxes" outlines with a medium blue line . These "boxes" radiate outward from the primary airport within the class B airspace. Within each box there are two blue numbers , one above the other, much like a fraction . The top number indicates the top of the class B airspace in hundreds of feet MSL. The bottom number indicates the bottom of the class B airspace in hun dreds of feet MSL. Notice on the accompanying Las Vegas sec' tional chart that the class B ai rspace around Jean Lake (south of Las Vegas) starts at 8 ,000 ' MSL and tops out at 9,000' MSL. As you move north toward the primary airport , McCarran International the top of the class B airspace remains at 9000' MSL but the floor decrease until it is at the surface (as noted by the letters SFC instead of the lower two digit number)printed over the north east part of the city of Las Vegas . This airspace structure allows for the normal controlled descents required of commercial aircraft without restricting the underlying airspace. Class .C. airspace is depicted on a sectional chart in a very similar manner as class B airspace. Class C airspace is shown using magenta lines and normally, but not always consists of two magenta colored circles around the primary airport. The top and the bottom of the airspace are depicted the same as for class B airspace (i.e. one number over another number, or the letters SFC) . These numbers are also printed in magenta. There is no class C airspace depicted on the accompanying sectional chart. Class D airspace is depicted by a dashed blue line around an airport. Refer to the North Las Vegas airport north west of the city of Las Vegas. The -45 within the box indicates that the class D airspace extends from the surface up to but not including 4,500' MSL. Also notice the dashed blue line stops where it meets the class B airspace (surface to 9,000' MSL) to the east of it. The large blue numbers with a smaller blue number to the right of it indicate the height of the highest obstacle with each 30 minutes of latitude and longitude - plus a small margin. For example , the two B's printed just above Jean Lake indicate that the highest obstacle within that 30 minute square is something slightly less then 8,800' MSL. This is pointed out to avoid confusion with the other smaller blue numbers used to indicate the top and bottom of the class B airspace. Now that we know how to identify class A, B, C, and D airspace let's review a flight which was covered in PARAGLIDING, THE MAGAZINE, Volume 4 #6, titled SOARING THE STRIP by E. Boonin .
PARAGLIDING MAGAZINE Towing in the Las Vegas area is normally conducted in the vicinity of Jean Lake. In fact, at the end of the flight they had to return to the lake to retrieve a car. It is noted that the pilot was towed to about 2,000' AGL (above ground level). He then climbed to 4,000' AGL, still possibly below the class B airspace floor of 8,000' MSL around Jean Lake. The next reported altitude was 12,000 MSL. To get to i 2,000' MSL the pilot HAD to climb thru the Las Vegas Class B airspace (FAR violation #1). At i 2,000' MSL above the McCarran Airport our paraglider pilot is 3,000' above the top of the class B airspace. This altitude and location could certainly create a collision hazard with respect to any aircraft (FAR 103.13(b)). (Remember those high speed aircraft with busy crews?) And just to remove any confusion, the air traffic controllers at Las Vegas consider a paraglider at i 2,000' MSL over Mc Carran Airport a collision hazard. (FAR violation #2.) After overflying McCarran International Airport, elevation 2175', our paraglider pilot heads for the Las Vegas strip at 7000' AGL (9175' MSL). He is only i 75' above the TCA. We now \ have our pilot over a congested area (FAR i 03. i 5) descending back into the Class B airspace (FAR violations 3 and 4). Our pilot covered 30 miles during this reported cross country flight. The article didn't state whether they were nautical miles or statute miles, but in either case 30 miles north of Jean Lake lies in the class D airspace of Las Vegas North Airport. Given the route of flight (Mc Carran International then the Las Vegas strip, it is very likely that the pilot descended thru class D airspace (possibly FAR violation #5)-
The number of FAR violations is not the important issue here. The important issue is that this flight did take place under the given conditions. No reasonable person knowingly violates the law (FAR's in this case) and then brags about them in an internationally distributed magazine. It is very likely that the persons involved did NOT have the knowledge to read and navigate by a sectional chart or even have one in their possession. Why didn't the LOCAL instructor have a better idea of where the restricted ( to paragliders) airspace was? Remember the chase crew (an experienced cross county pilot and her "current flying guru", the local instructor) was in radio contact with the pilot during the entire flight and even encouraged him to continue ( of course when you are right over the class B airspace primary airport you don't have too many options.) We as paraglider pilots fly aircraft) unrestricted. I like it to FAR i 03 (or get a waiver) and we can and can not fly. Everyone will make mistakes. mistakes in such grand style. relatively (as compared to that way. We need to adhere need to know exactly where we Lets not publish these ! ABOUT the Author: Skip lives in Kissimmee Florida, he started flying in 1972, and has flown the speed range from parachutes to supersonic military aircraft. He is currently a Class I paraglider pilot, Commercial pilot, Flight Instructor, and Instrument Flight Instructor. He currently flies an Edel Space.
PARAGLIDING, THE MAGAZINE• PAGE 35
PARAGLIDING, MAGAZINE
Pairt 1 ; Historical Foundation By Jan Ala and Alan Chuculate
nyone attempting to fly a string kite when there is not quite enough wind to do so, has seen some of the principles of towing in action. But to transition from kiting, or tethered flying, to towing aloft a paraglider with a human life at risk, it is imperative to ensure the safety of the pilot, operational consistency, and mechanical reliability. Let's explore this passage by beginning with a historical perspective. Then we will see from whence we have come and what problems and solutions have been revealed along the way. With the exception of Dick Cheney, President of UP International, who first fool launched an oak and nylon Rogallo glider in 1958, towing begat hang gliding. In 1964 an Australian water skier, John Dickenson replaced the boat towed flat kite with the Rogallo wing. Towing done in those early days was static line towing, using a fixed length of tow line between a tow vehicle and whatever was being pulled. The use of the Rogallo wing in contrast to the flat kite was a dramatic leap in technology because the Rogallo glider is a true wing, a lifting device, distinguished by having; a forward glide, a change in that glide over a useable speed rainge, am:I independent control of airspeed and bank angle. These same differences are part of what distinguishes our paragliders from parachutes, though the foundation of our technology is directly inherited from skydiving. An early example is the introduction of the Para-commander, a round canopy with stabilizers and rear slots for turn control. Modern parasailing evolved as the combination of this and other round canopies coupled to a boat by a static line. This spinoff activity has limitPAGE 36 • PARAGLIDING, THE MAGAZINE
ed potential though, because it uses a drag dominated descent device which lacks an appreciable glide. Parascending was begun by towing round canopies, but was advanced with the development of the ram air canopy with a rectangular planform; commonly called "squares". Mountaineers later gave birth to paragliding when they used these "squares" as descent vehicles. Our modern paragliders are distinguished from skydiving or parascending canopies by; being rigged with a higher angle of attack, using a coated impermeable fabric, having a lower internal pressure, and Greater aerodynamic efficiency by using; an elliptical planform, a higher aspect ratio, more and smaller cells and, smaller cell openings relocated immediately below the front to provide a smooth leading edge profile. As a result of these refinements, our modern paragliders require about 1/3 the towline tension of the earlier parascending canopies, and approximately 2/3's that of earlier paragliders. Though modern lines and fabrics are strong, and certified gliders are load tested to 6 - 8 Gs. the skinny upper lines are much more vulnerable to abuse from abrasion and kinking than the fat "ropes" of earlier versions. This vulnerability increases the risk of "over-towing", pulling too hard and thereby stressing the lines, as well as the canopy, attachment loops, and seams. Static line towing is still in use today due to its simplicity and low cost, but the susceptibility to over-towing when using this
.---- ---·-------
method has made it somewhat archaic and obsolete with the current availability of new technology. Towing was popularized with the advent of the safer dynamic towline; one that changes length. The first of the two dynamic systems, the stationary winch, had more than just safety as a motivation; namely doing it over land without a roadway. Operation of a winch begins by laying out a relatively long length of line, at least several hundred feet, and perhaps as much as a few thousand feet. Some form of power drive such as a gasoline engine, in conjunction with a hydraulic or mechanical clutch, is then used to draw the towline in, temporarily creating airspeed to thrust the glider to altitude. The second system, the payout reel, reverses the dynamics from that of the winch by lengthening, rather than shortening the towline. This system uses a mechanical or hydraulic brake to set the line drag, much like a fishing reel. A moving vehicle such as a truck or a boat creates the thrust while the glider provides the lift, and draws the towline off the reel. The payout reel provides a significant safety advantage over static line towing: the ability to "spool" line to the glider during the tow in "reel - time". This is crucial because it eliminates the over-tow problem, due to thermal gusts. The clutch on a winch provides a similar benefit. Winches are more popular in other countries where grassy fields are common because of the low surface abrasion. Payout reels are more common in the U.S. because of the harsh surface conditions of sagebrush and barren rocky ground prevalent in the west, and particularly in Texas where it was developed. If hydraulic technology with an adequate pump is applied to towing, the features of a winch and a payout reel can be combined into one. This offers versatility, smoothness and reliability, but the price paid is greater cost, weight, size and complexity. Whatever your budget allows, the measure of a safe tow system is its ability to provide and consistent towline tension throughout the duration of the tow. So in the interest of glider safety with respect to lines, their attachment points, the seams and canopy stretch; towline tensions should be kept to a minimum. Many tow systems on the market today were first developed with the broader speed range of a hang glider in mind. While these systems can be utilized for paraglider towing, their operational parameters of pressure and speed need to be reduced, and the operator control needs to be more gentle and subtle. So "caveat emptor" when evaluating a tow system, "don't choose a Marlin reel to fish for brook trout." In subsequent articles of this series we will discuss towline sizes and materials, and how these differences in towIi ne affect operational efficiency. we will also examine paraglider towing theory and some of the practical issues involved in; the design considerations of tow systems and their reels, the release mechanism and bridle attachment points, the safety link, also known as the weak link, site selection for land! and water towing, operational technique, the problem of lockout. The essential points of towing theory and its application will be summarized into a check - list of "do's" and "don'ts" so you have some tangible guidelines to reference for your own safety, and to evaluate the relative safety of others, before you tow with them.
YOUR A.BSOI.UTE BEST PRICE/PERFORMA. VA.LUE > !-Flight Memory > Dual I Foot Altimeter > Factory-Serviced in the U.S. (Fast Tumaround!) > Year-to-date Totals Memo,y > 30 years in the business > Used by #I-Ranked Hang Glider and Paraglider Pilots
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6595 O'Dell Place, Suite C, Boulder, CO 80301 Phone: 800/729-2602 Fax: 303/ 530-4836 PARAGLIDING, THE IIIIAGAZINE • PAGE37
ADVANCE ALPHA 23 110 - 145 lbs. Very good condition $1200 080 (719) 597 - 7399
COMETCX-23 Low hours, with four riser system $900. (619) 225-8720
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1992 model, very good condition, harness and pack included $1500 080 (208) 529 - 3736 Keep trying delivery possible.
Like New with harness. $950. Call Martha (619) 943-7715
WINGS FOR SALE
Supra 28 Exe. Condition, speed system, Secura harness $2600. Call Don (31 O) 541-5494
Voodoo 26 - $2800; Space 27 $2600; 82 26 - $1800 ; Challenger 25 - $2000 ; Excaliburs (all sizes) $300 - $500 Call Mark today (909) 697 - 4466
ITV RUBIS 30 70 hrs. Good Condition Easy to launch and fly. Great first wing. No harness. $1100. (503) 223- 9534 or (503) 245-6302
WILLS WING AT 125 Silver and Blue new harness and reserve. All equipment bought together, used less than 10 hrs. Perfect condition. Also a Firebird Apache 26 intermediate Moving call Joe (805) 499-3940
METEOR 95 90- 125 lb pilots Excellent Condition $2000. Call David (303) 926- 2008
PRO DESIGN KESTREL 26 sq. m. with weight shift harness. Very stable wing 12 flights Exe. Cond. pink and blue $1400. Chris (208) 265 - 5742
Buy the harness and I'll practlcally give you the wing! NOVA Phantom 45 purple on white High performance wing in great condition, very low hours. Von Blon harness with built in seat reserve. Brand new condition. (cost $800. w/ reserve) $1200. and it's all yours Tristan (206) 328 -7002
ITV METEOR GOLD 28 w/ Aerolite 20 gore reserve (never deployed) Both in Exe. Cond. Low airtime. $1750. 080 Call Ron(703) 641- 4981
EXC. BEGINNER GLIDER Edel Corvette 25m Florescent yellow and orange. $1200. w/ harness $1000. w/ out. Great condition Call Chris at(619) 579-0403
PAGE 38 • PARAGLIDING, THE MAGAZINE
$$ Had Baby = Need Cash $$ Must Sell mint Pago Jet (5hrs)Ready to fly. Includes: the smooth, quite and powerful Pago Jet, ITV Rubis 30 paraglider(wing loading up to 2501bs) ITV seat, 2 whisper props, carrying case, and many extras. Cost over $11,000 Need immediate sale $6500. (516) 2510116 anytime
'93 APCO SUPRA
French Video 82 miles and 8 hrs in the sky, was Pierre 8ouilloux's (Mr. Sup'Air)record flight.This 19 minute video is available at GMI Corp. for the ridiculous price of $15. inc. S&H. The catch is that it is all in French!, but some literature will keep you informed on what Pierre is doing and saying. A professional mini camera was used and Pierre became its operator. You will be flying along with him. It's funny and radically different, a must have. Order through GMI (516) 676-7599
APCO IHIILITE Ill Hilite 24, Good Cond. Excellent Intermediate glider. w/ Trim tabs, and harness $1100(31 O) 541-5494
The ACCESSORY SHOP Paraglider repair service, reserves repacked and inspected. Custom gear bags. complete parachute I paraglider loft service Call Jeff at (303) 277 - 9839
WILLS WING 123 Gray with yellow, less than 25 hours and excellent condition. wills Wing Deluxe harness plus 16 gore reserve included. $2100. 080 Call Eddy (714) 589 - 4824
The longest experience to rely on. The first to introduce a maneuvers clinic. Committed to excellence in quality, performance and safety.
CHALLENGER 25 w/ soaring lite harness, Exe. Condition, less than 10 hrs. $2500.080 Call: Jim (505) 662-7620
STEREO VARIO $100. The best pilots fly with two varios, so why don't you? Don't miss out when your vario craps out. Ball M30 analog varios w/ audio are an excellent first vario also. Ci arette lighter charger, nicad battery. 100. NEW. V/MC call Todd (303) 449-7351
1
GREAT GLIDER GREAT PRICE Flight Designs A-4, pilot wt 70-90 k's Used only 6 months exc. cond. listed $3295. get it now for $2400. call Gary (505) 281-2759
CLASSIFIED AD $10. EACH ITEM ADVERTISED (PLEASE SEND MONEY WITH AD)
PARAGLIDING the MAGAZINE 221 Treasure Beach Rd. St Augustine, FL 32084
Brizair-Everest Genalr Flyair Passagalr Tandem new Spydair Tigair 1,~ i,lilJ,i 1P' 11:1:( 11 - 'Uiii·~-, ime.' :i •
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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.
~
CLASSIFIEDS NEW PILOTS EDITION
ITV NUNKIE 94 Super glider for intermediate pilot. This one is bright pink w/ yellow wedge, mylar coating keeps it looking great .. 25 air hours no ground bashing! This glider looks and flys like new, I need to get something larger to fly with a para-motor. wt range 120 -150 lbs. Asking $2800. will consider offers. Claudia (904) 461-7048
PRO DESIGN Challenger C23 Excellent Condition , low hours $1750. and R2 reserve $400. call Carl (303) 443 3012
Practically New Edel Corvette 25m and back pack with upgraded harness by Edel. Only 5 hours of East Coast air time on grass. $1200 . For more info call Steve at (516) 957-9606 Anytime!
ITV Meteor 100 Just inspected, inspector said "Great Condition" , speed seat. Orange, yellow.and white 155-185 lb pilot. $1200. Call Taylor (406) 543 -2850
State-of-the-Art Flight Deck on Your Wrist
A "special issue" of Paragliding Magazine , will be available in April '94. The New Pilots Issue will contain articles , info, and stories geared for students, or anyone interested in learning more about paragliding .Including current info on motorized paragliding . To order a copy please send a check or money order for $6.50 for orders in the U.S. $8.50 for other countries , to Paragliding Magazine New pilots issue. 221 Treasure Beach Rd. St. Augustine , FL 32084 or call 904) 461- 7048 for prices. if you want more than one copy .
SKYWINGS 'The official monthly magazine of the British HG and PG Asso. Subscription (Visa or Mastercard) to BHPA The Old Schoolroom , Loughbirough Rd ., Leicester LE45PJ , England or phone 011 44 53 36 11 23
Tempera tu re co mp e nsated a ltim e ter to 60,000 feet with aircraft altimeter Precision in 10 foot in crements. Reco rds yo ur hi g hes t a lti tud e and bes t cl imb throughout the day, week, or year. Di spl ays temperature, barometric pressure and trends . Full y adju stab le w ristb and can be wo rn ove r your fli ght suit fo r qui ck access and easy viewing of perfo rmance data. Simpl e - p ictures guid e you throu g h th e funct io ns. Al l fun ctions in English or metric displ ay . Made in the USA Only $120. includes U.S . shipping, Visa/ Mastercard accepted
Satisfaction guaranteed! 30 day money back, 2 year replacement Call Owens Valley Soaring (619) 387-2673
FASCINATION OF OUR NEW LINE ALTO VARIO BASIS • Altimeter up to 5500 m ( 17 500 ft) • Vari 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 Oislribulors: Adva nced Air Technology 29 State Street
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SOUTHERN CALIFORNIA PG ASSOCIATION 1915 E. Katella, Suite "B" ; Orange CA. 92667 Mark G. Misiewicz (714)673-6275 Contact: Joe Gluzinski (714) 943-8664 Alt. Contact: 3rd thurs 8:00 pm Meetings: Dues: $20/month Newsletter: Yes Members: ?
BAY AREA PARAGLIDING ASSOCIATION 80 Fairfield Way; San Francisco, CA 94127 Chris Northcutt (415)585-9051 Contact: Dave Sondergeld (415)756-4530 Alt. Contact: Meetings: 1st Wed 8:00pm Fort Funston, Mt. Diablo, Mt Tamalpias Regulated Sites: Members: ? Newsletter: Yes Dues:$18/month
CASCADE PARAGLIDING CLUB 3024 NE 18th Ave. ; Portland, OR97212 Contact: David Rogers (503) 282-3938 Alt. Contact Steve Roti (503) 284-0995 1st Tues. Meetings: Members: 78 Newsletter:Yes Dues:$25./year
SANDIA SOARING ASSOCIATION PO Box 14571; Albuquerque, NM 87191 Contact: Bill Lemon (P) (505) 891 -5370 (505) 293-6917 Patrick Sheedy (S) Alt. Contact: Meetings: 1st Thurs. 8:00pm Regulated Sites: Sandia Peak/ Crest Newsletter: Yes Members : ? Dues:$25 ./year.
SOUTHERN ARIZONA HG & PG ASSOCIATION PO Box 43722; Tuscon, AZ. 85733 Jan Ala (602) 327-9741 Contact: Jaque Neff (602) 625- 0807 Alt. Contact: 2nd Tues. Meetings: Regulated Sites: Miller Cyn. ,Box Cyn . Newsletter: Yes Dues:$15./year Members: 37
JACKSON HOLE PARAGLIDING CLUB Distributors and Representatives: AUSTRALIA · ~neParagliding (61 ) 57-SS1.753
BRAZIL- Glider Do Brazil -F: (S5) 21-264 1990 CANADA· Muller Hang Gliding - (1) 403-932-£760 CH/LE-Chtlsdafl1Jens1annen - F: (S62} 218-4845 COLOMBIA -Ga'viria (57} 1616-91S6 DENMARK - Jens Mu~kJensen - (45) 98-12-00-57 ENGLAND · APCO UK (44) 759-304-404
FRANCE -APCO France · /33) 1-3467-6667 GERIIANY- Paraglld:ngService -(49)7725-7 117 GREECE- P!atonCourouvacalls (30)1 -2024-684 HOLLAHO- ParaglldlngHolland (31 ) 10-467-3951 ITALY - OeltaShop0olada (39) 437-479-040 JAPAN -Japan la Mouette (81 ) 474-25-4612 KOREA· Samsun Corp. (82) 2-732-1516 MACEDONIA · Kuzmanoski ing. Zarko {38) 912-43-642 NORWAY · ParasportAS {47) 551-0262 PERU - High Fl/gh! {51} 14-733-~2 PORTUGAL - EscolaNaclonaldeParap. (351)1 -469·\B43 SPA1N - Nortec(34)85-357-696
SWIIlERU.NO · Paradi (41 ) 1-919-02·86 SWEDEN· Peterson 59on /46}515·1ll21 SOUTH AFRICA- MGOn Trading (27) 11-402·1210 SLOYENlA · S1elaoZuna (38)61 ·226·214 TURKEY- SoyluAviation (90} 4-427--61-95 U.S.A. -Aeria1Action j1) 818-367-7210 VENEZUELA -Aerolighl (~2) 242-51·52
Limited Special Offer: FREE AIRBAG with every purchase of Supra or Astra with Secura
~ ~m!li?ff1 Setting Future Standards MAIL: P.O.B. 2124, HOLON 58121 , ISRAEL FACTORY: 14, HACADAR ST., IND. ZONE - NETANYA, 42377 ISRAEL TEL: INTL. (972)-9-334322 , 619563 FAX: INTL. (972)-9-619051
Contact: Alt. Contact: Meetings: Regulated Sites: Members: 20
PO Box 791; Jackson, WY 83001 (307) 733-6571 Cam Eddy (P) Andy Breffeilh (S) (307) 739- 0900 Semi - Monthly Jackson Hole, Grand Targhee Dues:$25./yr Newsletter: No
PACKSADDLE SOARING ASSOCIATION 3505 S. Lamar #1002 ; Austin, TX 78727 Bob Flegal(P) (512) 326- 1437 Contact: Nancy Stanford(S) (512) 794- 1160 Alt. Contact: 2nd Thurs. Meetings: Packsaddle Mtn. Regulated Sites: Newsletter:Yes Dues:$15. Members: 51
UTAH HANG GLIDING ASSOCIATION Contact: Alt. Contact. Meetings: Regulated Sites: Members: 180
PO Box 757; Draper, UT 84020 Ken Hudonjorgensen (801 )572-3414 Walter Bresnahan (801) 566-5122 3rd Thurs. Point of the Min. Dues:$25./yr Newsletter:Yes
A
I
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C O
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PICCOLO $420 - Alllmelers: 3adj. modes MS.ODO Fl. - Va1lomet11: Adj. slnk/111111tpolnl and audiolone • - UOO 1pm dlgllal/LCD nttdle Indicator - RF 1hl1td1d; Auto power saver '1- Weighs 7oz. Incl. Battery - Optional speed probe (8-75 mph) 1
ROCKY MOUNTAIN HG & PG ASSOCIATION PO Box 28181 Lakewood, CO 80228 Todd Bibler (303) 449- 735 1 Contact: (303) 989-2779 Alt. Contact: Mike Reeder Meetings: 3rd Wed .. Regulated Sites: Lookout Mtn., Williams Peak Members: .100 Newsletter:Yes Dues :$20 . I year. TELLURIDE AIRFORCE 960 E. Columbia; Telluride, CO 81435 Hugh Sawyer (303) 728-4772 Contact: Eric Trommer (303) 728- 3744 Alt. Contact: 1st Tues. Meetings: Regulated Sites: Gold Hill Launch Newsletter: No Members : 24 Dues $25 /year.
ALIBI
MID-ATLANTIC PARAGLIDING ASSOCIATION #1 O Goshen Court; Gaithersburg, MD 20882 L.E. Herrick (301) 924-2104 Contact: Alt.Contact: Nick Stammers (410) 381-2910 Meetings: Newsletter: Yes Dues: No Members: 10 NEW ENGLAND PARAGLIDING ORGANIZATION 217 North Road; Bedford, MA 01730 Contact: Doug Sharpe (617) 275- 1792 Alt. Contact: HagaiGolan (61 7) 449-97 1O Meetings: Bi-monthly 4th Thursday even # months Newsletter: Yes Dues: $20/ year Members: 12
PRIMUS
BAROGRAPH $1,075 ALL FEATURES OF AUii AND PICCOLO (~ ABOVE PLUS: , - Barometer • - Sp11d probe · - Clock (realllme, ,I stopwatch) f - Temp11atu11 - Auto battery switch 0Y1r - larooraph (connect, dlrtel to printer) - Weighs 16.8 oz. Incl. batterl11 - Too many other ltalu111 to
ARCTIC AIRWALKERS PO Box 134; Palmer, AK 99645 John Lapkass (907) 345-5923 Contact: Alt. Contact: John Blasko (907) 345-0660 Meetings: 2nd Tuesday Regulated Sites: Alyeska and Alpenglow Ski arear Members: 18 Newsletter: Yes Dues : $1 0./year SAN DIEGO HG I PG ASSOCIATION PO Box 420238; San Diego, CA 92142-0238 Contact: Reggie Jones (619) 445-3633 Alt. Contact: Roger Greenway (619) 482-1859 Meetings: 1st Thursday Regulated Sites: 12, including; Laguna Mt. , Horse canyon , Otay Newsletter: Yes Dues: $50./ Year Members: 270
NORTHWEST PARAGLIDING CLUB PO Box 183; Mercer Island, WA 98040 Contact: Gary Paulin (206) 236- 0075 Alt. Contact: Dave Kruglinski Meetings: 2nd Tues. 7PM Tiger Mtn . Regulated Sites: Newsletter:Yes Dues: $25. - I -$30 .- F Members: 11 O
PLUS $575
ALL FEATURES OF PICCOLO ABOVE PLUS: - Flight counter/Total flight-time - Stop watch - Maximum All., highest climb rate storage - Peak value memory - 200 hrs. battery lite - Weighs 6.3 oz. incl. Battery
SAURATOWN MT, PARAGLIDING ASSOCIATION Rt. 1 Box 274 - C1; Westfield , NC 27053 Contact: Tommy Thompson Meetings: Weekends at site Regulated Sites: Alligator Rock Members: 15
NORTHERN CA. FOOT LAUNCHED PILOTS 7591 Yellow Pine Rd. Redding , CA 96003 Contact: Don Mills (916) 275- 1704 Alt. Contact: John Yates (916) 222- 4606 Meetings: 1st Tues. Regulated Sites: Shasta Lake, Wiskeytown Lake Members: 35 Newsletter:Yes Dues : $ 25/yr.
2
1111
Swiss made. Swissaccurate, lite, simple, rugged and meeting NAS Distributing criteria. All AIRCOTEC Instruments are bocked by toctory trained U.S. rec nl !ans a d ye-o rronty. H.G. Of.,e._G. mounting system, acces!ory bag, safety roP.nnd batteries ore st~ndard. New Dealers Welcome!
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A I R C OT E C
IN METERS OR FEET.
Pnces subject to change For a free brochure or your nearest dealer contact
AIRCOTEC USA, LTD. 303/278-9566 OR FAX: 303/750-3226 AIRCOTEC USA, LTD. 1s a division of NAS D1slnbulmg, Inc.
S C H O O L S
PARA6L I D I N 6
North American Paragliding Become a pilot under the guidance of USHGA certified instructor Mike Eberle . We offer year-round instruction for the P acific Northwest, sales/service of all major brands, and world wide adventure tours. Distributor for Flight Desig n, Brauniger, UV E X , M eindl, and more.
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P.O.Box 4 Ellensburg, WA 98926 tax (509) 962-4827
Wash .• n gto n (509) 925-5565
Hill Country Paragliding Inc.
TEXAS 1-800-664-1160
Learn complete pilot skills with Texas-style fun at Hill Country Paragliding Inc. Our personalized USHGA certified Class I training includes ridge soaring, foot launching and tow launching from sites in central Texas. Motorized paragliding instruction and equipment Is also available. We offer a full range of the best paragliding equipment, towing accessories and novelties from a variety of manufacturers.
4800 Wlspering Valley Dr. Austin, TX 78727
s
Accelerated Flight Systems CaI1"f0 rn I•a 0
Personalized, USHGA Certified paragliding and hang gliding instruction. Courses are expertly run on a friendly, informative basis. We have been introducing people to the world of foot launched flight since 1976. New and used gliders and accessories. Ball, Comet, Edel, Firebird, ITV, Second Chantz, Wills wing, and others. All skill levels welcome. (
P.0.Box 1226 Del Mar, CA 92014
•
61 9)
481 • 7400
iTRAVERSE CliTY H.G./ PARAGLIDERS
M•ICh •Ig an
Put your knees in our breeze and soar our 450' sand dunesl Full time shop. Certified instruction, beginner to advanced, foot launch and tow.
Sales, service and accessories for all major brands. USA distributor for_,...___,
(616) 922-2844 1509 E. 8th St. Traverse City , Ml 49684
Pegas Paragliders and motors. Visa and Mastercard accepted.
ABOVE & BEYOND Above & Beyond is the first paragliding school in the U.S. Est. in 1987, at the Point of the Mountain, near Salt Lake City. This is the best inland training site in the U.S. featuring year-round drive to launch sites. Our USHGA Certified Instructors will ensure you receive personal instruction and the finest training available. We provide everything you need to become a pilot; including tandem instruction and
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advanced training. ' - - -- - - -
3314 W. 11400 S. So. Jordan, UT 84095
UTAH (801) 254-7455
SOUTHW/ND Hang Gliding USHGA Certified Tandem Instruction. Come learn to fly XC with Nationally ranked IJ pilot Bob Schick. Specializing In advanced tandem instruction, thermal and XC -
T'AH
U
(801 ) 359• 6036
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 and Back Buddy, and new Brain Bucket Full Race Helmet.
106 E. Capitol ; Salt Lake City, UT 84103
SOUTHWIND
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HANG GLIDING
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Thermax Paragliding Year round flying at the easiest site to learn or to soar 1000' volcanic craters (extinct?!) Plus many other great drive up sites. One hour from the Grand Canyon, dealer for almost everything, specializing in Edel products. Class II USHGA Certified Instructor. Dixon White. 2-day classes start at $195.
1500 E. Cedar #10 ; Flagstaff, AZ 86004
ARIZONA (602) 526-4579
RI R TEK Paragliding School San Diego advantage of San Diego's weather, nearly everyday is a good flying day. So. California Take Class I certification $450. six days of training including high altitude. Accommodations, airline reservations, and transportation arranged on request. Teaching since 1989. Class Ill Tandem rated instructor, excellent safety record.
(619) 450-0437 4206 C. Sorrento Valley Blvd.; San Diego, CA 92121 PAGE 42• PARAGLIDING, THE MAGAZINE
Alf' fJ
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ff R ff 6 L I D I N 6
SCHOOLS
:!!!t!~~:2 t par a g l i ~in g New Mexico
From sand training hills to dozens of mountain ! ! 2a':o~ to fly in New Mexico's uncrowded, crystal clear skies is an unparalled experience.Leam mountain flying, towing, thermalllng, and X-C from USHGA certified instructors. A variety ot gliders, accessories and safety equipment avail~ able. Euroflyinglnterestyou?Callorwriteformore info.
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PO Box 1082; Cedar Crest, NM 87008
(505) 281-2759 ~
~ Golden Eagle Paragliding is a full-service school and shop specializing in Pro design, Edel, Ball, Brauniger, Flytec l-t ~ and more! Our Instructors are USHGA Certified and utilize the latest techniques and equipment.Guided tours Yl. available throughout Alaska! Come fly with Golden Eagle Paragliding and SOAR WITH THE EAGLES! Owned p (907)
563-
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and operated by Bruce and Tami Hamler since 1989. 500 West 42nd Ave, Anchorage, AK 99503
l GMI Pa•u&•• &dtoat GMI: Paragliding I Paramotorlng I Towing School
Paraglid i ng
GMI: June I July I September Paragliding Trips to Chamonix,France GMI: Represents Exclusively SUP'AIR in North America Sup 'Air being the world leader in paragliding accessories. GMI: Any Artwork on your paraglider Free catalogs and Brochures PO Box 451 , Glen Cove , NY 11542 Fax 516 676-0106
NEW YORK
(516) 676-7599
A[PINE World Adventures
COLORADO (303) 440-0803
Boulders premiere paragliding school, est 1988. Come to learn or just to fly in the Rocky Mountains. We are the U.S distributor of Fireblrd products, and dealer for Ball varios and Hanwag Boots. Other accessories available in our full service shop. For more info. please call Dave Whaley or stop by.
4439 N. Broadway unit E 2 Boulder, CO 80304
GLIDELL-SKYTIME PARAGLIDING Instruction and sales with our certified staff. Towing clinics and Tandem instruction. Summer paragliding tours in France and Switzerland.
California
(Charter nights avaliable)
(415) 868-1330
555 Bryant St. suite 258, Palo Alto, CA 94301 Fax 415 424-9704
JI
E'iJ Pitman~
Personalized instruction, beginning through advanced skills.
N. California INSTRUCTION THAT DEVELOPS EXTRAORDINARY PILOTS! 1-800-SKY PILOT PO Box 188 Shasta, CA 96087
UP SOHR I NG CENTER
Two f ull seruice hang gliding and paragliding schools, located at the nations most consistent sites; Torrey Pines, CR. and Poin t of t he Mountain, UT. State of the art training gliders, eHper ienced Instructors and Ideal conditions set UP apart from the r est . Tandem and solo instruction, year round. Call f or an lnformatlue brochure. COM£ 2 UP
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So.Calif.(619) 452.3202 (ao1) 576-6460
UTAH
dJ •JOIN NATIONALLY RECOGNIZED PILOT AND INSTRUCTOR
So. California Ju.tt
~ IN Hts PASSION FOR FLYING EXCELLENCE I
•COURSES FOR: ~ l · MOTORIZED - SoAAfNG - fNSTRUCTQRS
(619) 753-2664
•TERRIFIC SrrES AND CoNSISTENT WEATHER IN THE SAN DIEGO AREA.
• 564 SAN DtEGUITO; ENCINITAS, CA 92024 PARAGLIDING, THE MAGAZINE· PAGE 43
PARAGLIDING SCHOOLS __...
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~ 51JI\J VALLEY
PARA6l.lD1/IJ6
SUN VALLEY PARAGLIDING The most experienced and comprehensive flight school. We specialize in private tan(208) Idaho dem instruction. Our certified instructors and USHGA appointed towing and advanced maneuvers administrators will einsure 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 o·ur 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. Florlbunda, San Jacinto, CA 92583
PARAGUDE
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~NIA
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 discounls. We offer beginning to advanced inslruction, and international lours. Courses offered throughout Oregon: Willamette Valley, CenlraJ 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.
1 3525 Elderege Stre et;
Sylmar, California. (818) 367- 2373
> Introductory - Advanced Instruction > ParaTrekklng Trips
Tandem Instruction > Towing Instruction > Complete Sales & Service >
303 / 494-2820
Dealers for Edel, Prodesign, Nova, Ball, Brauniger, Maxon
Pa raSof t. In c. Paragliding School • 4445 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. PAGE 44 • PARAGLIDING, THE MAGAZINE
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• Boulder. CD 80303
• 303/494-2820
• 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 •Paraglirung tours in Europe, Soulh Africa, & Mexico •Distributor for Sup' Air, US Voiles and tbe New "PROFILE" with 7 to 1 glide, 1.0 m/sec. sink and all A's! •Dealer For Pro Design & APCO
PARAGLIDING
ORTS Air Thrust Rocket Deployed Reserve. reload and refill in the field Hand Deploy Capability
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Hand Deploy Reserve Medium and large
FREE COLOR catalog available, call or write to Airtek
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Image tandem 40 m2