reviewed the ne
tiad to say;
"The Super Space II fits the intermediate class.'
"The Super S slable as well as v
Edel is proud to announce the Super Space II as its premier intermediate glider. Using our new Advanced Stability Technology, the Super Space II offers unparalleled security and performance in its class. But don't take our word tor it - Call today and request the complete Drachenflieger review and read it for yourself!
.EDELUSA P.O. Box 5715 Ketchum , ID 83340 208/726-11 00 Fax: 208/726-1149
ABLE OF CONTENTS
FEATURES: 6.
Toe-ing the Line part 4 Going to Cruise
10.
Pilot's Travel Log
26.
The Atmosphere Stability Calculator
Vol. 6 #1 Jan./ Feb. '95 by Jan Ala & Alan Chuculate
by Bill Dowell
A do it yourself project.
30.
Competition U.S.A.
by Ken Baier
Asking some questions. "Heli-paragliding" , Grand Comb in, Switzerland. Richard Vernizzi with the new Ailes de K, Cristal along the Glacier de Petit Combin. 10,000 ft vertical into the Val de Bagnes. Photography; Francois Peraudin.
32.
Please, don't run the guts out of your canopy.
by Dennis Trott
34.
Japan Report
by James Brown by Jean F. Tremblay
& More from Japan Published Six Times Per Year Publisher - Fred Stockwell Art Director - Fred Stockwell Editor - Claudia Stockwell Editorial Assistance - Shari Asplund
38.
Class I, Hang I, Para I, Beginner? The rating debate.
Overseas Correspondents Philippe Renaudin - France/US Vincene & Willi Muller - Canada Ian Currer - Great Britain James Brown - Japan
Departments:
Vol. 6 #1
U.S. Correspondents Jan Ala - Ken Baier - Alan Chuculate Mike Eberle - Bob Schick
Paragliding Magazine 8901 Rogue River Hwy.
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5.
1995 Calendar
14.
Flight Lines
18.
News & Noteworthy
24.
Safety Info.
41.
USHGANews
45.
Paragliding Schools
50.
Classified Ads NEXT DEADLINE: Feb. 20 for Vol. 6 #2
Paraghcling Magazine is published for members of the paragliding community as well as other interested parties. It is the official publication for the nite ates ang Gliding Association (USHGA) news for paragliding. Contributions are welcome however, Paragliding Magazine reserves the right to edit any contributions. Further. the magazine , eserves 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 ssume 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.
PARAGLIDING MAGAZINE • PAGE 3
SUBSCRIPTION FORM Paragliding Magazine is the official publication for the United States Hang Gliding Association paragliding news, and covers what's new and who's who. We publish the magazine six times per year. We also have back issues available for purchase . The cost of back issues is; $5 .00 @ U.S.-$8.00 Overseas or you can get Vol. 1 #1 - Vol. 4 #6 (15 copies) $45 .00 , (includes postage in the U.S.) while they last.
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PAGE 4 • PARAGLIDING MAGAZINE
Ph. 503 5821467 Fax 503 582 3522
JANUARY mMarch 1995 Para-ski Clinics at Adventure Sports Call Ray (702) 883-7070
FEBRUARY: 1st - May 1st Become Biwlngual: The Soaring Center at the Point of the Mtn. is now offering a Novice (Hang 2) Hang Glider rating course at a reduced rate of $500. This course will be available to rated paraglider pilots and will be offered Feb. 1st to May 1st 1995. Discover the advantages of flying both. 80 I 5766460
9 -20 North American Paragliding's 4th annual New Zealand Adventure. Deluxe accommodations retrievals, ground transport, lift and landing fees included. Register today! NAP 509 925-5565
19th Reserve Chute Clinic Paragliding and Hang gliding 8 hour clinic $35. Simulator practice, lecture, packing. Call Chandelle 415 454-3464
24 - 25 - 26th Paragliding I.C.P. San Francisco Administrator Norma Jean Marsh, reservations required space is limited. (All participants must meet current requirements). Contact Chandelle 415 Gliding (454-3464).
- March 5 Maneuvers Safety I Maneuvers - reservations Requested for one or more days. $50. refundable deposit required. Minimum requirements: Class I pilot rating with glider, reserve and radio. Prior towing checkout recommended. Co-administered by Ken Baier and Alan Chuculate. Proposed location is Mission Bay in San Diego (city approval pending). Alternate location will be at a lake on the Colorado River. Call 619 221-7918 for reservations, details and updates.
25th & 26th }lorida Towing Paragliding Tow seminar in central Florida. (Orlando area) call Barbara Flynn for more; 407894-5715
25th & 26th Radio license class Technical class for Amateur radio license preparation. Cost $170. Test on March 4th $5.92 Call Ikaros Sport Aviation 718 777-7000
MARCH:~ ICP At Adventure Sports Carson City, Nevada (702) 883-7070
~ICP Weather Safety and XC seminar, by Steven Makinos, Ikaros Sport Aviation $35. 718 777-7000
22 - 26 Parachute Industry Asso. Symposium Kissimmee, Florida (outside Orlando) The hang gliding and paragliding community has
been invited to participate in the world's only International Parachute Symposium and Trade Show, sponsored by the PIA. For more info. contact Betty Pfeiffer, High Energy Sports, 714 972 8186.
29-30 Soaring Clinic Utah
25-26 Tandem Paragliding Clinic
Contact The Soaring Center 801 576-6460 to reserve a spot.
At Adventure Sports Carson City, Nevada (702) 883-7070
26 (1 day) Reserve Chute Clinic Paragliding and Hang gliding 8 hour clinic $35. Simulator practice, lecture, packing. Call Chandelle 415 454-3464
Contact The Soaring Center 801 576-6460 to reserve a spot.
MAY: 5-6-7
Thermal Clinic
10-11 Tandem Clinic Utah Administrator Fred Stockwell, reservations required space is limited. Contact The Soaring Center 801 576-6460.
11 Reserve Repack (1 day )
29 th - AnrH 3rd The World ExtremeSki Championships
Contact The Soaring Center 801 576-6460.
(Alaskan Aiiwalkers Fly-in) Thompson Pass, near Valdez great flying! for more info call Golden Eagle PG 907 563-IFLY.
Administrators Fred & Claudia Stockwell, reservations required space is limited. (All participants must meet current requirements). Contact The Soaring Center 801 576-6460.
APRIL: 8 - 16 2nd Annual SUPER CLINIC & Whiskeytown Paragliding Festival The Ultimate Spring Paragliding Camp Clinics for beginners to expert flyers covering all aspects of the sport. $65. per day. All reservations on a first come first serve basis. Call the N.C.F.L.P.A. hot line for more info. 916 224 3920
13 - 17 Bassano del Grappa Vicenza Italy Paragliding 6th International Flight Meeting at Montegrappa also at this time will be a Hang gliding and Ultra light Motors Meet held concurrently.
18 -20 I.C.P in Redding, CA For more info or to reserve a space call 1800 YATES 16
20 - 21 Tandem Clinic, Redding, For more info or to reserve a space call 1800 YATES 16
20 - 23 2nd Annual Torrey Pines
UP Sports at
Hang Gliding and Paragliding World Invitational The air races are back! HG and or PG pilots from around the world are invited to the Air Races at Torrey Pines. There will be I on 1 pylon speed racing and wing tip to wing tip excitement. UP Sports will provide prizes and cash for top finisher's in the hang gliding and paragliding categories, as well as for best overall finish. April 20 - 21st will be practice days, and the final rounds will be held April 22 and 23. All pilots must have current USHGA membership. PG pilots must be Class 2 or 3 rated. HG pilots must be Advanced or higher rated. Foreign pilots must have ratings equivalent to the above ratings and USHGA membership (temporary memberships available at Torrey Pines Glider Port). For more info and updates call (619) 452-3202.
12-13-14 Paragliding I.C.P.
25-30 First Annual National Paragliding Safety Seminar, Dem ofest and Trade Show. This major event will be held in Utah at the Point of the Mtn. For more info call Ken Hudonjorgenson, at The Soaring Center 80 I 576-6460. (see News & Noteworthy pg 20)
AIRTEK CLINIC SCHEDULE FEB4-5 INSTRUCTOR CLINIC FEB 18-19 THERMAL CLINIC (CLASS I) FEB25-26 DEALER SEMINAR MARIO TOW CLINIC (LAKE MOHAVE) MAR 11-12 SAFETY/MANEUVERS CLINIC (LAKE MOHAVE) 4204 "F" SORRENTO VALLEY BLVD. SAN DIEGO, CA (619) 450-0437
PWCA Meet Dates for more info call Joe Hayler, General Secretary Tel: 44/732 36 34 35 Feltre, Italy APRIL 24 - 30 Zillertal, Austria JUNE 4 - IO Piedrahita, Spain JULY 15 - 21 Gstaad, Switzerland AUGUST 14- 20 St. Andre, France SEPTEMBER 4 - 10
AILES DE K '95 TRIPS Alpine Marine Flying Adventures The Andes I Chile- Feb - March '95 The European Alps Switzerland I France July - August '95 call Christian Mullack at 206-432-8900 PARAGLIDING, THE MAGAZINE• PAGE 5
Part 4
Going To Cruise ,
by Jan Ala and Alan Chuculate n Part 3 of this series we examined towline materials, sizes, and cost, and the connections between the towline and the pilot. Here n Part 4 we'll discuss the tow operation from both the perspective of the tow system operator, the yanker, and that of the pilot, the yankee, and what they each must do to get it up!
1
Command Hierarchy Except in the case of instruction, the Tow Pilot (TP) is in command of the tow operation because it is their ass that's on the line. The pilot is responsible for his or her own safety. However, unlike foot launching, the pilot can't do it alone, and is dependent on the tow system operator or Tow Technician (TT). When using a payout reel the pilot is also dependent on the driver. In the words of Texas Towhead Charles Fontenot, "towing is a team sport". The two functions, TT and driver, could be pe1formed by one person as is sometimes done with hang gliding. The difference with paragliding is that the pilot must first inflate and position the canopy overhead as a wing before the tow can commence in earnest. And unlike hang glider truck towing, the paraglider pilot is totally at the mercy of the operator/driver beginning with liftoff and until some safe recovery altitude is reached, say at least 100' (30 m) AGL. Because of the need for coordinated timing of these actions, particularly during the critical inflation and liftoff phase, the TT function and the driver function are best performed by two people. When these duties are delegated in this way, the TT generally directs the driver. For stationary winch or static line operations, a spotter or launch monitor should be substituted for the driver and positioned next to the pilot. When using either of these two tow systems with a reflex pulley (a pulley which is anchored upwind to reverse the direction of the towline), the functions of operator and spotter can be combined and performed by one individual. Given this hierarchy, the most important element of the tow operation, as in any interactive effort, is the communication.
Communication Signals For communication, use of radios is best and a virtual necessity for the longer separation distances of static line and stationary winch operations, except when using a pulley as mentioned earlier. But don't let your safety be dependent on batteries. A set of manual signals is required. The Brits have a standard set of signals, and there are also other versions. Which set of signals you use is not critical. What is important is that: - the TT and the TP each understand which signals are to be used, - the signals have the same meaning. and - the signals are readily distinguishable.
PAGE 6 • PARAGLIDING, THE MAGAZINE
The minimum number of signals required is five. These generic signals and one suggested version are: L TT to TP: READY TO TOW (wave arm or flag side-to-side overhead); 2. TP to TT: GO TO CRUISE (begin tow; pilot makes a forward bow); 31. TP to TT: REDUCE CLIMB RA TE (dynamic scissors: pilot repeatedly opens then closes legs); 4. TP to TT: INCREASE CLIMB RATE (pilot flaps elbows up and down); 5.TTtoTP:RELEASE (driver stops vehicle).
Pilot Responsibilities When there is sufficient wind for the pilot to kite the glider, doing so will greatly reduce the chance of coordination problems between TP and TT during inflation and liftoff, and make for a smooth transition. The more difficult situation is in light to no wind when the pilot's two responsibilities become more critical. They are to promptly make a full and clean inflation, and to stay on his or her feet by running. The safest launch method for inflation and launch is for the TT to use low towline tension, or what could be termed "the soft touch". The TT uses minimal towline tension, just enough to keep the slack out of the towline as the pilot runs. The pilot can then run without risk of tripping over the towline and safely perform the forward inflation. This also forces the pilot to run vigorously, avoiding the tendency for the pilot to become lazy and dependent on the towline tension to inflate the canopy. When the TT observes the canopy to be fully inflated, straight and level, and overhead of the pilot, then the TT increases the towline tension to produce liftoff. During the inflation IT IS CRITICAL THAT THE CANOPY REACH, or CLOSELY APPROACH THE FULLY OVERHEAD POSITION (an inclination angle of 90'; see diagram pg. 8). Otherwise, the canopy will hang back, which can lead to low level lockout. The trend in modern glider design is toward longer line lengths. These canopies need extra time to travel the additional arc distance to reach the overhead position. This factor necessitates a slight hesitation on the part of the pilot during the inflation launch run so as to not outrun the canopy. The pilot has two responsibilities during the liftoff: (1) keep the canopy under control overhead, and (2) stay on your feet
by running _This phase is identical to foot launching except that there will be a tendency for the canopy to hang back behind the pilot. This is why it is critical to be judicious with the use of brake input. Beginning with liftoff, EXCESSIVE BRAKE APPLIED AT ANYTIME DURING THE TOW COULD CAUSE SAFETY LINK FAILURE AND/OR LOCKOUT.
line~._ ith the Yanker and the Yankee It is reasonable to apply some moderate amount of brake input to aid liftoff just as you would when foot launching to trade off airspeed for altitude. However, because the pilot is literally being pulled out in front of the canopy, any significant amount of brake input which is sustained other than briefly, will exaggerate this "pitch-up" tendency and cause an excessive increase in angle of attack. This orientation of the canopy can create enough drag to break the safety link, which would then be followed by a large surge with a possible frontal collapse. If the altitude is low, even if a collapse doesn't occur, ground impact probably will. If the safety link is excessively strong, the glider will stall. Then any imbalance, a gust, releasing one brake while reaching for the release, or even a subtle weight shift, will cause the glider to quickly rotate toward the ground and dive in. This gets very ugly real fast! To avoid this scenario, DON'T USE YOUR BRAKES TO LIFTOFF UNLESS YOU HAVE TO, AND IF YOU DO USE THEM, RELEASE THEM AS SOON AS YOU ARE AIRBORNE. You can always apply them again if you begin descending. The pilot has one responsibility during the climbout phase which constitutes the remainder of the tow: STEER THE CANOPY TO TRACK TOWARD THE TOWLINE. Weight shift works extremely well for this purpose and eliminates the potential problem of applying excessive brake input while steering. During the climbout portion of the flight, the pilot may notice a significant delay, or lag time, of the glider in response to steering input whether using seat steering or brakes. This lag will then be followed with a rapid response and probable overshoot of the intended heading change leading to P.1.0. (Pilot Induced Oscillations) in roll.
TO A VOID OR CORRECT P.LO. IN ROLL, BEGIN TO RELEASE THE STEERING INPUT AS SOON AS THE CANOPY STARTS TO RESPOND. Again, just like the use of brakes for liftoff, if the canopy undershoots, you can always apply the steering input again. There are five conditions when the pilot should release:
U, The lift condition: you are in strong lift and high enough to work it safely; 2, The normal end of tow condition: the vehicle stops because it reaches the end of the "runway", or all of the towline is payed out; 3, The problem end of tow condition: the vehicle stops because the driver or the operator has a problem; ~, The emergency condition: you are in a lockout; or 5, The anxious condition: you are uncomfortable or confused with the situation and you want to end the tow now!
The canopy surge following a release under tension should be minimal and easy to manage, but if your altitude is critically low, don't let the canopy surge. Whenever the vehicle stops, the towline will immediately go slack and the glider will cease to climb due to the loss of towline tension. The pilot may as well release, otherwise the towline becomes "a real drag". If you are in a lockout, the quickest, easiest, and safest correction is to release from the towline because it is the downward pull of the towline, off at an angle that is causing the problem. Eliminate the problem, and with sufficient altitude, you can control the glider and land safely. The release mechanism will work best when some towline tension remains, so if you notice the vehicle slowing down such as when it is approaching the end of the "runway", release as soon as it begins to slow. This will ensure a prompt and clean separation from the towline. If the towline is slack, there will be insufficient resistance from the towline to overcome the friction of the release loops, so the towline may not separate even though the release pin has been pulled clear. Remain calm and simply reach down with both hands. Place one hand on the towline and the other on the bridle, then pull them apart. Unless the release was improperly set, this pull will produce sufficient tension to overcome the friction in the release. When you let go of the towline it will fall away. If it doesn't, a visual check will reveal the problem. IF NECESSARY, CUT THE SAFETY LINK WITH YOUR HOOK KNIFE.
Technician Responsibilities THE TT'S PRIMARY JOB IS TO ASSIST THE PILOT, to give him or her a good steady pull, and to safely get the pilot high. The pilot's mobility is restricted once the connections begin to be made so the TT must help the pilot with canopy layout when it's disturbed by gusts, and methodically check all the connections to ensure there are no tangles or twists. There are many details which must be correct if the tow is to proceed safely, so even a seasoned TP is likely to overlook something. Therefore, the most valuable contribution the TT can make to safety is to be disciplined enough to have the checklist in hand, and to follow it to the letter. An example of an abbreviated checklist is provided below. The TT should read the checklist aloud as each item is visually confirmed. When something deviates from the checklist, patiently wait for the pilot to give you their attention and point out the discrepancy. There is so much extra stuff to deal with when preparing to tow that interrupting and distracting the pilot from what they may be doing at any given moment often leads to them neglecting to complete some action. This can have serious consequences. Following the inflation the TT must make the "go/no go" decision to proceed to liftoff. The criteria that the TT uses are: - is the canopy properly positioned, straight & level above the pilot?, and - is the canopy fully inflated?
PARAGLIDING MAGAZINE• PAGE 7
jJlg•u•- the line.
.A ~ .. · ...· · continued
?
0\/ '
If either of these conditions is not met, the next criteria is whether the pilot is performing the appropriate action to correct the problem and is it succeeding? If so, or if the inflation was good, then the TT should increase towline tension to produce liftoff. Otherwise, abort the tow and start over. The canopy lagging behind the pilot is a critical factor and is a common error with severe consequences and so bears repeating. THE TT MUST WAIT FOR THE PILOT TO GET THE CANOPY OVERHEAD BEFORE INCREASING THE TOWLINE TENSION TO PRODUCE LIFTOFF.
Following liftoff, the TT must be constantly attentive to the canopy's position with respect to the pilot. If at any time the canopy significantly lags behind the pilot for any reason, the TT should immediately reduce towline tension to allow the canopy to accelerate to a position above the pilot. Abrupt changes will lead to canopy pitch oscillations, so FOR BOTH THE TP AND THE TT, THE KEY TO MAKING CONTROL ADJUSTMENTS IS SMOOTHNESS. The TT must also constantly monitor the glider's position with respect to the direction of the towline. If the pilot is not steering to track toward the towline, then the situation is moving closer to lockout, and the shorter the towline length, the quicker this can occur so the more critical the situation. By the time the angle between the towline and the glider heading approaches 45°, the TT must slacken the towline to ensure the pilot's safety. Afterwards, if the pilot takes the hint by correcting their diverging heading and remains "on-line", then the tow may resume if the slack in the towline has not become excessive. The TT should coordinate the towline tension and vehicle speed to keep the glider at an inclination angle (the angle of the towline with respect to the surface) in the vicinity of 45° . After the pilot releases, the TT should strive to rewind the towline promptly, with a tight and uniform tension, and with a neat and orderly wrap. This will ensure a clean payout of the towline during the next tow.
Getting Higher There are two advanced techniques for getting higher on tow when operating with a "runway" of limited length: circuit tows and step tows. Circuit tows apply only to payout reel towing and do PAGE 8 • PARAGLIDING MAGAZINE
require that the tow site have a wide lake, an oval track, a dry lake bed, or a configuration of runways or roadways that allow for wide vehicle 360°'s to be made at cruise speed. This allows the vehicle to maintain speed and to continue the tow without slowing down and creating slack in the towline. Step towing is appropriate for payout or stationary systems. For both cases, following the standard upwind leg, the pilot turns downwind. With a payout reel, the vehicle must make a u-turn and then takeup the slack in the towline. Shortly before the towline re-tensions, the pilot completes the downwind turn. With a stationary winch, the clutch is allowed to slip while the glider drifts downwind. After the pilot turns back upwind, then the TT restores the towline tension and resumes the tow. When using a payout reel with either of these techniques it is critical for the pilot to make as wide a turn as practical to minimize slackening of the towline. Otherwise there may be no net altitude gain after the initial upwind leg because a majority of the subsequent leg(s) of the tow can be consumed removing the excess slack. This leaves the glider descending instead of climbing. Circuit and step tows are classified as advanced techniques because of: Il. The likelihood of slackening the towline and snagging surface obstacles when using a payout system, 2. The timing of the towline re-tensioning when using a stationary winch, and 3. The timing of the pilot turns with respect to the towline tension. Because of these, seek only qualified instruction and proceed with caution. In the next installment we'll close our series by discussing tow site selection including lakes for boat towing. We'll also look at a new DHV certified safety device for towing long lined canopies.
--+-oe -ing.....
the line.
continued
Preflight Checklist 1. Pilot fitted in harness fully and correctly? 2. Harness attached to risers fully and correctly (including speed system and reserve parachute)? 3. Bridle attached to harness symmetrically and correctly? 4. Release mechanism set correctly? 5. Release line properly routed and accessible? 6. Retrieval kite fully & properly stowed & connections correct? 7. Safety link appropriately sized and in good condition? 8. Pilot hook knife available and accessible? 9. Riser and toggles in pilots hands tangle free ? 10. Pilot centered with respect to the canopy? 11. Canopy laid out in an exaggerated horseshoe? 12. Lines cleared I reserve parachute secure and closed? 13. Glider lines clear of pilot's feet? 14. TT hook knife available and accessible? 15. Towline leader length sufficient? 16. Towline properly routed and pre-tensioned? 17. Brake pressure set correctly at_ psi? 18. Ground traffic clear? 19. Air traffic clear? 20. Wind speed and direction acceptable? 21. TT signals TP: READY TO TOW! 22. TP signals TT: GO TO CRUISE!
PARAPOWER INTERNATIONAL W - ' V ' BU'V' A.. C>EFI ? EXTREMELY DURABLE CAGE: One piece welded frame/ cage far surpasses strength of competing models. LOW PARAGLIDER ATTACHMENT POINTS: Smart
design with paraglider attachment points virtually identical to traditional non-powered paragliders. Unlike our competition with attachment points located above the shoulder. With the DEFl210 it's easy to launch and perform maneuvers, especially reverse launches and descent maneuvers like "Big Ears' and "B-Line' stalls. The thrust is transferred directly to the paraglider via the frame, thus effectively isolating the pilot from the motor vibration. STATE OF THE ART ARPLAST OR DUC COMPOSITE PROPS: These are
standard equipment with the DEFl-21 0. Lightweight, yet strong and durable carbon fiber composite construction provide high thrust and low prop noise. SAFETY FEATURES: Arms extending in front of the pilot protect the pilot's back from
the weight of the motor unit in the event of a forward fall. The bottom of the cage extends below the bottom of the seat to protect your rear. PRICE/VALUE: The DEFl-210 is very competitive in price and comes complete and
ready to fly, including a SUP' AIR harness to use with or without motor.
COMFORT, SAFETY & PERFORMANCE For More Information Call or Write To:
For a video send $10.00
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21051 Oxnard St., Suite#32•Woodland Bills, CA 91367 PARAGLIDING, THE MAGAZINE• PAGE 9
OT'S
TRAV
SPRING GUIDE TO THOMPSON PASS by Bruce Hamler Thompson Pass is located 25 miles north of Valdez, Alaska on the Richardson Highway in the Chugach Mountains. This wideopen wilderness boasts towe1ing peaks, spectacular glaciers and breathtaking landscapes of snow, ice and rock. The Pass itself is located at approximately 2500' ms!. The surrounding peaks (Loveland, Odyssey, and 27-mile) range from 4500' to 6600' msl. The valley floor north of Ke_ystone Canyon runs from I 000' to 500' ms!. The paragliding possib1lilles are luruted only by one's imagination and the potential of this area has only begun to be realized. The sites that follow are well -established and a good introduction to paragliding in Thompson Pass in the Spring.
BLUE ICE BUMP .. 100-250 vertical. ..beginners and up .. requires northerly winds ... occasional ridge soaring ... located at mile 28 ... access via 5 minute hike off highway ... spectacular views of Worthington Glacier. .. great training hill. 27-MILE RIDGE. .. 250-400 vertical. .. beginners and up ... requires northerly winds ... located at mile 27 ... access via 20 minute hike up the front or back side ... or quick snow machine ride ... excellent ridge soaring ... great view of 27-Mile Glacier. ..but beware of venturi and blowback!
GLACIER RIDGE. .. 300-400 ' vertical. .. beg inners and up ... requires easterly winds ... located below 27-mile Peak and c limbs south to 27Mile Glacier. .. excellent ridge soaring ... access via snow machine or 30 minute hike/ski. SOUTH LAUNCH ... 1500-2000 ' vertical. .. Class I or student with lnstructor. .. requires southerly winds ... park at small pull-out just south of D. 0. T. (Dept. of Transportation) .. access from the north/back side via snowmachine or 20 minute hike/ski .. . best launches located at the so uth end of the ridge ... good thermal and ridge lift potential. . .XC flights with panoramic vistas ... easy road shuttle .. hazard s include power lines, roadway , trees, tight landings and deep snow. ODYSSEY ... 3500-4000' vertical...Class I Site ... located due east or the Richard so n Highway near Mile 27 access via heli copter, snow cat, snowmachine or 2+ hour h.ike/ski .. .good launches north , east, south and west...best with light to moderate winds or ski s. LOVELAND .. .6000+ vertical...experienced Class l...located just south of 27-M.ile Peak ...access via helicopter, airp lane, snowmachine, or 3+ hour climb/hike/ski ... best launches to the north and south .. to avoid sink, do not fly over 27-M.ile Glacier .. best flight s head south toward Keystone Canyon. The magic of paragliding Thompson Pass is a truly unique adventure that every pilot should experience. The Arctic Air Walkers ex tend an open invitation to the.paragliding world to join us for thi s year's Fifth Annual Thompson Pass Fly-in. (see calendar pg 5).
os 'I'Yf ~ Costa Rica -
0~;:i? ~
cano Gliding and Jungle Ad,·entures by Richard Schleicher
pril 1993, on a jungle adventure to Costa Rica, I discovered an area for tourists to_ observe a live erupting volcano while safely basking 111 the hot spnng-fed pools at lls base. Volcan de Aerenal is a live breathing volcano that every hour or so spews out a lava and ash as a result of the pressure build up in the cooling cone. lt is the picture perfect volcano mountain with dense jungle at its base altitude of 1800 feet and rising at a steep angle to 5200 feet where large volcanic rock and debris dominate the landscape. The eruptions occur on the western slope of the mountain The eastern side has vegetati on growing right up to the highest point with only a small fissure steaming out of it. It was my goal to hike up the eastern slope with a paraglider and launch into the prevailing easterly winds and fly away from the erupting volcano over the jungles below and land at a large clearing near a lake at the base of the mountain. The cross country flying potential would also be an option depending on the weather at the time. On this trip , I, and my support team consisting of Tim Walsworth, Wenda! McQuary, Durewood Neiman and Don Sanders arrived at the volcano on Monday afternoon , August 15 . 1994. We were able to view the volcano from several different angles since there are excellent roads that pass along the base from the northern side to the southwestern side. We watched the weather conditions and discussed the climb with some local guides. One young guide volunteered to lead us up. On Tuesday Aug. 16, about 10:30 AM, we arrived at our startino point, a pond called "Los Logas" (Lost Lake) on the north side of the moun~ tain. The guide advised that we would have to go up the north side following a dry river bed to a point 3/4 of the way up where we could cross over a ridge to the eastern side. After observing several eruptions and seeing that the north side appeared safe, we started up. Since I was the on ly paraglider pilot present, I carried my Edel Space 27 backpack loaded with reserve chute, vario. 2 meter radio. and
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video camera gear (approx. 50 lbs of gear). The support team all cruTied daypacks with food and water. We expected the climb to take 3-4 hours. The first 2 miles and l 500' vertical gain was very typical of hiking up a dry river bed with areas of smooth rock slabs among the sediment and loose volcanic rocks. The volcano was high over head and issuing a small steady plume of steam. An eruption sounding like a sonic boom made us perk up and take notice just before we came out of the jungle and onto the scree. Small chunks of cooled lava and ash spewed out near the top for about 30 seconds and then calmed down to a steady fountain of gases. The wind was blowing straigh t across the mountain from the east at about 8 mph with big puffy clouds scattered throughout the sky. sometimes hitting the top of the mountain and blending in with the puffs of volcano gases. These clouds were building as they passed and we all new it was only a matter of time before these clouds produced the afternoon rains that occur this time of year. We reached the scree where the jungle ended and the full exposure to the volcano appeared before us at about a 45 degree ang le. Our guide decided that he would go no further and bid us ·'Ad ios" as he turned and disappeared back down the river bed. This halted the conservative pru"t of our group but soon we all decided to go a little further as long as we had big rocks to hide behind for that false sense of security. The volcano erupted again just about 1-1/2 hours after the first erupt ion, as expected. Rocks and ash spewed out to the west side with very small amounts rolling down the north side. This was a good sign and we now felt confidenr that we had another hour. at least. to reach the ridge where we could hike to a launch site on the eastern slope near the top. However. 20 minutes later the volcano let out a bio belch of rock and ash that shook the ground as well as our nerves. This ti~e a large chunk of hot lava rock the size of a table came sizzling down past us about 50 yards away. Now any normal human being wou ld allow common sense to dictate their decision to continue or not. It seems we only had two members that can be considered normal! Durewood and Don turned tail and began the hike back down. They had seen enough of the interior part of the volcano to satisfy their curiosity. Wenda!, Tim and myself decided to go for another hour and if we had not reached the top of the ridge, we would make our hasty retreat to the protective jungle below. The climb from here on up was extremely difficult and steep.
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PILOT'S
TRAVEL
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Loose rock was the norm and my 50 lb. paraglider pack was not offering any secure support. We made it to an area that offered a suitable cljmb over the ridge at about 3/4 of the way up . At the crest of this ridge we could clearly see a saddle between the top peak and the smoldering crater. The wind was about 30 degrees cross at IO mph and the cloud ceiling was coming down fast. The ridge was large enough to open up the gljder and test the conditions for launching. With Tim and Wenda! on the cameras, I pulled the glider up and after a quick line check floated off into thin air going up and to the east. There was excellent lift and I went right up to the incoming cloud about 200 yards to the east of launch before turning around and flying back over Tim and Wenda!. At this point the glider was pushing up into the cloud as I turned away from the mountain and headed straight north , perpendicular to the mountain. The cloud seemed to slowly engulf the top of the mountain behind me as I continued to rise up the outside of it. The view and the experience was spectacular to say the least. There is notrung comparable to being within arms length to marshmallow clouds, floating around them as if you are one of them. As I flew further from the mountain, the lift slowly diminjshed and the clouds behind me began to close in on the peak. I could see rain showers setting in on the launch area where Tim and Wenda! had just left on their hike back down . I made the decision to land near the lake where we had left the vehjcle instead of flying cross country into the approachjng rain showers.
Flying over the jungle and following the basic path that had lead us up was overwhelming. The freshness of the air and the jungle bird sounds coming up from below made me feel at peace with nature and confident that this was the most unique way to be a part of it all. I flew for approximately a half an hour before making my approach in a big open green clearing above the lake. The wind had not changed and my landing was right on the spot. After packing up and hiking a few hundred yards down the road to the vehicle, the rain set in and the long wait for my support crew to hike down gave me time to reflect on my achievement. No one has reportedly flown from that mountain ever before. Maybe no one in their right mind would consider the attempt. But I did. I had to attempt this goal and accept the challenge. This is why I took up the sport. To be able to pack in and fly out of nature's wrath.
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6:00 AM , a call to the weather station at the top of Mt. Haleakala on the island of Maui , winds south at 5 to 10 mph. It's going to be a great day to fly "Backside" as the locals call it. Mt Haleakala is a dormant volcano rising to 10,500 ft. A few more calls to other pilots and it sounds like we ' ll have a good group today. Everyone knows the routinemeet at Fivetrees between 7:00 and 7:15, for a carpool to the summjt, don ' t be late. Seven pilots show up and we load into Irene Brown's Land Cruiser, it's about I hour and 15 minutes to the top . We arrive at launch and the weather station got it right, southerly at 8 mph . A little stronger and the top would be soarable. Oh well, the flight to Kaupo Store at sea level is spectacular. It' s about 9-1/2 miles and takes 40 minutes on a straight glide. It can be a lot longer depending on lift. It's best to rig up on the road and walk over to the take off, as there is only room for one gUder on launch at a time. You want to have your reverse inflations down pat because all around the launch is razor sharp lava rock, not exactly user friendly. It takes about fifteen minutes to get seven pilots in the air. As we head out in the distance we can see Mauna Kea and Manua Loa on the big island of Hawaii , JOO miles away. Manua Loa the volcano is 14,000 ft high. As we fly over spectacular and often unexplored terrain we can see hundreds of wild mountain goats below. The shadows of our wings set them into frenzied motion. On this particular flight we were unable to make our goal, Kaupo Store. At the summit the winds were light from the south, but at sea level the wind turned easterly and got too strong to penetrate. We all landed short of the store to wait for retrieval. This is a flight you won ' t soon forget. There are about 15 active paraglider pilots on Maui now in the process of forming a club. We are more than happy to extend some aloha to visiting pilots, or if you wish a fully guided tour to the sites, there are currently two business ' here, Paraglide Maui and Hawaiian Island Paragljding. Aloha from Dave Stevens
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~ml INTEtiNATIONAL PARAfl:t.lDING TOlJRNAMENT by "Spanish" Joe Hayler his mythical country in the Far East has, for many years, been a victim of our press, which has spread the fear of her small people. We all heard about the events of T'ien An Men Square and the great period of arms overlooked by the photograph of Mao Tse-tung. With 1100 million inhabitants, we imagine that if they all jumped at the same time, we would have earthquakes and tidal waves, if they all stood side by side they would form a human chain around the world several times. However, during my visit to Linzhou, I managed to perceive the true China. I was very kindly invited to the 2nd International Paragliding Tournament held at Linzhou, a small town of I million people 600 km south of Beijing, where the 1000 m sheer rockface forming the start of a massif of ragged mountains abuts land that is as flat as a pancake. Linzhou is primarily an extremely clean town with all modern facilities, albeit of a basic standard, similar to those we Europeans were used to 20 years ago. While there is still poverty, you have to look for it as it is not apparent, nor is it to the degree we imagine here in the West; the standard of living is just not as high as ours. The Chinese of Henan Province have food and houses. Whereas 50 years ago people did go starving, Linzhou's people built the Red Flag Canal, cut into the rockface over 1700 km, to bring water from another county, changing the desert into magnificent cultivated fields. With no machines, 300,000 people toiled without pay to bring into being this amazing construction, fueled only by their spirit and vision for the future. The people are gentle, kind and sensitive, and have not learned to fiddle foreigners. The women are very virtuous (no way Jose, until you get married!). Some are very beautiful and all stare at our "funny" European eyes. If you have a beard that makes you even more fascinating, as they all want to stroke it. Long blonde hair and blue eyes are also bonuses. Language, of course, does present some problems as, without an interpreter, you are completely lost, with noone speaking English and the understanding of China's pictograms not being a western strong point. The cost of living is very low. One litre of beer costs half a dollar, silk shirts 2 dollars, petrol 1.5 dollars per 5 litres, etc. I would recommend that you do not take any luggage at all when visiting China and buy everything there. Hiring a taxi for the day will set you back 15 to 20 dollars. Your driver will not only take you wherever you wish but will be your companion for the day; if you eat, he will eat with you; if you want a drink, he will accompany you. Can you imagine that happening in any of our capitals! As for food - you will see or try the most unusual looking delicacies, such as wine complete with bottled venomous snake; the more venomous the snake, the pricier the spirit. They say that the Chinese eat anything that moves, from rats to scorpions, and it is true. You would never know with the ingenious Chinese art of spicing - it tastes delicious. Restaurants selling up to 20 different dishes are the norm. And finally the flying: conditions can be superb. During the Tournament, it was flyable every day, although when there was no sun there were no thermals, and visibility varied from 25 to 5 km. Thermal activity starts at 9 am, so 11 am seems to be the best launch time. The day turns off at about 5 to 6 pm, so the whole flying day starts and finishes early. Just as well, since your body has not accustomed to the change from day to night from crossing to the other side of the world. Flying sites are one hour drive from Linzhou city. Takeoff is from an ample grassy slope on rock cliffs 1000 m above sea level which have been stepped by the slow descent of the sea over millions of years. The ridge runs 30 to 50 km to the south and 80 to 100 km to the north. It is reminiscent of Monte Grappa (Bassano), with deep crevices to the valley floor 700 m below. There are many places to land, but all land is cultivated. Landing attracts much spectator attention. To the west there are tall mountains and very large deep valleys over a vast area and. although they are very beautiful, they do not look very inviting from a pilot's point of view. To the east are seemingly endless flatlands. Mr. Li Qungnni, Linzhou's mayor, is a good man and every one of the dignitaries and politicians makes you feel very welcome. They take a great
interest in paragliding (the door to opportunity and commerce) and express their enthusiasm through banners placed all over town. The opening ceremony was a huge event comprising a street procession, involving thousands of people mingling with singers, drummers, flag bearers and dancers from all over China, and a show including model airplane and parachute displays. Spectators paid to enter the stadium, where 50,000 strong, they listened to the Mayor's speech and no less to one by yours truly (I was very nervous).The closing ceremony was even more impressive. Fireworks for over an hour made European displays look dismal in comparison. To sum up, nowhere else in the world makes you more welcome. Teams from Japan,. Australia, Taiwan, Korea and Switzerland came to Linzhou to compete with Chinese national and local teams. Roland Wurgler (CH - UP Kendo) came fresh from breaking 2 world records for tandem flights. He was among the only 3 participants who were in the running with Masahiro Minegishi (J - UP) Cameron Young (Aus - Edel Rainbow). Cameron was disadvantaged on the first day, when he went to the wrong takeoff, losing time at the start and never managing to recover the points. So Minegishi took control until the end of the competition, followed by 2 dark horses from Taiwan, Zhang Zhonghui and Liu Bangdun, who took too many risks, resulting in one day not reaching goal. Three valid speed runs of 45 km, 41 km and 19 km held no great surprises but afforded a good and pleasant competition, with Masahiro Minegishi taking the prize, followed by Roland Wurgler, Liu Bangdun and Cameron Young. Chinese pilots are few in number, but the sport is growing very rapidly as the economy begins to boom. I strongly recommend you visit, compete in and experience this fascinating country before it is spoiled by western exploitation (Beijing already has McDonalds).
by Geoffrey Martyn
t was with some surprise that I learned about the existence of flying activity while in Bali, Indonesia, about a year ago. After meeting some of the local pilots and observing them fly at one of the most spectacular coastal sites I have ever seen, I decided to take lessons from the local (French) instructor and fly there myself. I should mention that I am a hang glider pilot with about 20 years on the ridge at Torrey Pines, but on this first trip there was no hang glider available so the only way was to learn para. I have since returned to Bali with my own paraglider and now have logged close to 20 hours there. I have learned from some of the regulars that there are quite a few good sites in Bali and the neighboring islands of Java and Lomboc. Here is a brief rundown of what I know so far. The notable coastal site on Bali is called Timbis. It's a ridge some fifteen miles long ranging from about 250' at takeoff to over 600' at its peak where the cliffs rise vertically from the breaking surf. At this time the region is totally unmarred by development with the exception of one hotel, so it is certainly a cruise over the countryside! Winds during the season (May through November) are consistently onshore and mostly range from 6 - 16 kph and the launch is smooth, round and top landable. The beach is broad throughout most sections and there is a good series of foot paths up the cliff. Behind the main ridge there is a small training hill and the launch is mellow enough to allow the instructor to launch fairly green beginners on a radio-directed sled run to the beach. There are a variety of local pilots from all over the place - French, Japanese and Brazilian to name a few. The local Balinese farmers and fishermen have become acquainted with paragliding and are willing to help out; some of them have even taken a tandem flight. Other sites on Bali include launches from the sides of the volcanoes at the 2400' and 9500' levels. There are also sites on the neighboring islands including massive Rinjani volcano where a launch at the 11,500' level is possible, depending on the meteorological conditions. XC is possible from some of the sites, together with thermalling above the inactive volcanoes. Indonesia is not too expensive although the airfare from the USA is quite high. The usual precautions need to be taken as far as health in the tropics is concerned, but all in all there are no major drawbacks to travel within the region. The exception perhaps would be that it can be difficult going outside of the regularly touristed areas without some knowledge of the language.
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PARAGLIDING MAGAZINE• PAGE 13
Dear Editor and Pilots, On October 24, 1994, I met with the Chief Ranger at the Cape Cod National Seashore to formally request a permit to launch paragliders off National Seashore property. I was the first paraglider pilot to approach the Rangers, and as far as they know, the only paraglider pilot interested in flying on Cape Cod, where hours of ridge soaring are possible with distances in excess of 15 miles! If we want to use federal and state property to launch from, we need to ask for it. The squeaky wheel gets the grease! Or the flying sites in this case. I am in desperate need of letters, faxes and telephone calls to: Rick Obernesser, Chief Ranger Cape Cod National Seashore P.O. Box 250 South Wellfleet, MA 02663 Fax: (508) 349-3785 ext. 211 Tel: (508) 349-3785 ext. 213 Please personalize your message to Ranger Obernesser, telling him why you paraglide, how much fun it is, and why we should be allowed to use federal property for our sport, just as hikers, mountain bikers, golfers and other sports
enthusiasts do regularly. Please send me a copy of your letter for our file. Thank you, Rick Sharp/President, Vermont Paragliding Asso. 38 Converse Ct. Burlington, VT 05401
Dear Editor, Thank you for publishing my letter about the "No Unauthorized Flying on Maui" article in the September/October issue of your magazine. However, there is one piece of information in my letter that was out of date by the time it reached your readership. When I wrote the letter in July of this year, the USHGA office told me that Jim Martyn did not have an instructor rating. After the letter was published, Jim Martyn informed me that he now has an instructor rating. I called the USHGA office immediately and Greg Huller informed me that Jim Martyn attended an ICP in April and his instructor rating was issued in August - after I wrote my letter but before it appeared in your mag-
mo•jo (mo'jo) 11.
a magica{ sdection of f{igh.t gear from 'Te~as.
azine. The timing of these events was unfortunate and I apologize for any misunderstanding they may have caused. I am pleased to learn that Jim Martyn has announced a new "Open Flying" visitor policy and retracted his demand that visiting pilots purchase passes from him. Open flying prevails at most of the uninsured flying sites that I have visited in the last three years, both inside and outside the US, and it's a step in the right direction for Maui. Regards, Steve Roti Portland, Oregon
cc: Strong Enterprises cc: 2nd Chantz Dear Editor, I know, another letter regarding reserve parachutes. Will they ever stop? I do have a question, however, which hopefully will give us something to think about. Except for one exception, all the reserves that are used in the US are basically circular and non-steerable. About a year ago, I read or heard that there was some testing of a square reserve in Europe. I was a sky diver many
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Dear George, Thanks for sending me a copy of your letter to Paragliding Magazine. In response to your question as to why not square reserves? Several years ago Strong Enterprises presented an emergency system for paragliding, at Shasta, CA., that in fact did have a ram-air reserve. The concept was:
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years ago when the Paracommander Mk 2 and a Pterodactyl were the "hot" canopies, squares were just being introduced. Since then there has been a full acceptance of the squares for what I understand is increased performance and better dependability. Even the reserves in sky diving have been moving more and more to steerable squares. With the use of ballistic deployment and hand deployment, why are we still using round, non-steerable canopies for our reserves? Sincerely, George Madden
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Have a malfunction or reason to use the reserve; pull one handle, you are released from the paraglider and the ram-air reserve is directly deployed from the chest container as the paraglider departs (or rather, as you depart). I have personally jumped with this type of a system, cutting away from a ramair main canopy to a 228 square foot ram-air canopy. The openings were extremely fast and reliable. In the videos and stills, you can still see the risers from the main canopy when the reserve canopy is fully open, somewhere between 30 and 50 feet. So the technology and item is there. The problems? I. Most paraglider pilots don't want to let go of one canopy before they have another. In other words, they are not skydivers. 2. Another problem seems to be, even though the openings are quick and reliable, you still need a minimum amount of altitude. You may not have that; say at launch, when you need it, in a cut-a-way system. 3. To have the ram-air reserve attached with only one riser makes it unstable and uncontrollable, hence unsafe. 4. The desire for both canopies to
try and fly, is very high hence, entanglements, down-planes, and uncontrolled descents. (There are a number of deaths every year in skydiving because of main/reserve entanglements). 5. A ram-air canopy has a larger pack volume and more weight than a comparable round reserve. 6. Packing of a ram-air reserve is also much more critical than round canopies. 7. Liability. What manufacturer wants to be the first? To answer your last question, why still use rounds? They are safer for the type of application that they are being used in, paragliding. Good Flying, Ted Strong
Dear Editor, I would like to send my sincere thanks and gratitude to all of those who made our trip to Pt. of the Mt., Utah, for the 8th Annual Gary Lagrone-Save the Children Fly-In, one of the most enjoyable week-end trips ever. My compli-
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Dennu Trott rtJ Alpine Paragliding Centre,, Chamonix, France,,
ments to all of the local pilots who extended their warm hospitality to all of the visiting pilots and made us feel welcome at their home site. They, undoubtedly, are some of the friendliest locals around. A special thanks to Valerie Carroll and Arlene McGill for all of their hard work organizing the fly-in and their dedication to the Save the Children Foundation.
for repair I received a new minivario free of charge with a note thanking me! l am very happy to heartily endorse this fine product. Clearly I had abused this sensitive instrument but Mallettec honored their warranty. Your readers should know this. This letter to you has not been solicited by Mallettec. Very truly yours, David MacVeigh York, PA
Sincerely, Glenn Lambdin Colorado Springs, Co.
Dear Editor, Nearly two years ago I bought a mrn1-vario from Mallettec. It has performed as advertised throughout two seasons. (I fly sailplanes.) I permitted it to get damp, if not wet, and then added insult to injury by leaving it in damp conditions for a week or more until I found it in my sailboat. Expecting to be told that it was trashed, I was pleasantly surprised to learn that it was probably repairable for a small charge. Ten days after I returned it to Mallettec
Dear Editor And Readers, This issue will be in your hands long after the Holidays, but my thoughts were generated at the holiday time, so here's a bit more of the holiday spirit as I relate my appreciation. I've been infatuated with paragliding for five years and have a great deal to be thankful for. Without the guidance of many of my mentors in the sport, informative publications and devoted students, I wouldn't be enjoying the sport as I do. Flying for so long without an injury is something to be thankful for. I'm truly in debt to this magazine for the articles I've read over and over again. It was the
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Ph. 616 739..5353 PARAGLIDING MAGAZINE• PAGE 15
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1
pen. There's a long list of folks who deserve a big thank you from me, pilots who love to fly and are dedicated to contributing to the sport - either through technical support, moral support or instruction. My students deserve a big thanks for their support of me. We are all learning together. None of us are perfect pilots or instructors, but we are striving. Supporting those individuals dedicated to contributing to the sport is crucial to our growth. There are many folks dedicated to paragliding I haven't yet met, but thanks for what you are doing, hope to fly with you someday! Flying is always a happy holiday to be thankful for! Please continue to support those in the sport who love it enough to struggle financially while being all they can be as aviation pioneers. Sincerely, Dixon White Flagstaff, AZ
Dear Editor, At the Fall '94 USHGA BOD meeting, a proposal was brought forth in the Safety and Training committee to change the current 3 tier paragliding rating system to a 4 tier rating system, sirnilar to that used by the hang gliding community. Because I am not a voting director of the board, I did not have access to information regarding this proposal, either before or during the board meeting. However along with at least 23 other mostly uninformed people, I was allowed to vote to accept or reject this proposal. The proposal passed 14 -9. I am not necessarily opposed to changing our current rating system, but I am opposed to the manner in which this proposal passed through the S&T Committee. First of all, mostly uninformed people were voting on the proposal. Second, almost all the paragliding ICP Administrators met prior to the BOD meeting and voted with only one dissenting vote to not accept the change at this time. Almost all felt that a change of this magnitude needs more study. It seems to me that all people voting on this proposal should understand the changes and their implications. Furthermore, the advice of our ICP Administrators should be heeded. These are our appointed experts in the training of instructors and administration of
PAGE 16 • PARAGLIDING MAGAZINE
our rating system, If we aren't going to heed their advice, why bother having them? Changing the paragliding rating system would require a great deal of time, energy and money. USHGA would have to redo and or create everything from rating cards to exams to parts of the instructor training program. Although this can be done, I think it wise to determine whether or not it is really necessary or even wanted. What I heard at the BOD meeting didn't convince me either way. Some people argued that the hang gliding community doesn't understand our current rating system. Is our system really that complex or are the hang glider pilots that stupid? I don't think so. (The ones I've met seem pretty bright!) Can't we just educate them or do we really need to change our whole rating system to accommodate their comprehension of it? Some people argued that there are those who don't want this change because they are against change in general. Well, should we change our whole rating system for the simple reason that change is good, or should there be a more substantial reason. What I realized is that more research does need to be done. I, for one, would like to hear the opinions of hang glider and paraglider pilots who fly together. Does the current system work? What changes do we need, or do we need to change the entire rating system? Perhaps Paragliding Magazine would provide a good forum for gathering information and opinions on this controversial topic so that those who plan to attend the Spring BOD can make informed decisions regarding this proposal. Sincerely, Tracie Fifer, USHGA Instructor Jackson, Wyoming Dear Tracie, Thank you for you timely letter. In a previous issue I made a negative comment about changing the rating system yet another time in our short history, and that comment was taken badly by some of those who proposed this change. However I, like you, was simply not aware of this proposal at the time I made the comment. We, at Paragliding magazine, would like to open up this issue and hear from anybody who has an opinion on this subject, please see pg.38 in this magazine for further comments, both Pro and Con. Thank you, Claudia Stockwell, Editor
The New Wills Wing/ Swing, Minoa 27 Pilot: Class II, Dave Freddiani, flying at Sylmar, California. Photo: Ted Boyse, Class III Instructor, L.A. Paragliding
PARAGLIDING MAGAZINE• PAGE 17
win g approx imate ly 45 mil es fr om Rancho Cucamonga (4,900' msl) to Sylmar (Kagle LZ ) in 4:09, reachin g onl y 8,200' throug hout th e flight. Cary's fli ght direction is quite unu sua l, being against the predomin ant wind d irection. Cary traversed very po pul ated a reas of Los Angeles County, affordin g great views of Santa Monica Bay and the San Fern ando Valley.
1st Winch-launched Paraglider passed lOOKm. On 29th August 1994, Mark Jones , Chief Instructor of the Flight Factory, became the 4th member of the Elite 100km Club in the UK. After takin g a short win ch laun ch fr om the ir new fie ld near Winchcombe to 500ft he then proceeded to climb up to cloud base, 4800ft above the Cotswolds country-side. He spent the nex t 3:55 hrs soa rin g across th e so uth of England on a heading fo r London and beyond before being downed by Luton airspace . Flying the Harley Cyc lone fo r ONLY a month , Mark was fo rced to change hj s fli ght ro ute to avoid the a ir space arou nd Luto n Afrport. Mark said, "As soon as I started off to the north of Luton I knew that it was all over, the cloud street I was under must have gone to the coast, and so would the Cyclone and I had it not been for that necessary deviati on around the airport". During this epic fli ght Mark smashed the current winch launch record by almost doubling the d istance a nd set ting a new Briti sh winch launch record of 103.5km.
Oc to be r 10, 1994: Th e n ex t day, Cary - alias "Mr. October", because of hi s '93 a nd ' 94 Oc t. reco rds - move d to Marshall launch (4,400' msl) to test fl y th e new Nova Sphinx 125 . After quickly climbing to 10,000' behind Pine Flats launch, Cary fl ew north west toward s Edward s Air Force Base, eve ntu all y landi ng 35 miles di stant. On the fl ight he thermalled through 12,000' before bailing fo r a long nine rnjle glide to the ground . Peak climb rate : I,400fpm; max. average climb rate: 1,1 00 fpm; flight time 2:39 Well Done Cary! submitted by Garth Magee
Horse Canyon September 28, I 994: Joe We be r laun ched at 1 I :45 am from Horse Canyon and flew over Mt. Laguna and the flat lands of the Anza Borrego Desert. After sinking low out in fro nt of Santa Rosa Mtn., Joe climbed back up to 10,000' and fro m there flew 15 a rnjle sled ri de to Mecca near the Salton Sea and landed after a 4:25 hr flight. The total distance was 60 miles, the max altitude reached was 12,000' . submitted by Joe Weber
NOTABLE FLIGHTS So. Cal. Site record. Cary Me ndes of Compact Win gs I Nova , se t new s it e reco rds in So uth e rn California in successive days in October. Oc tober 9, 1994: Ca ry fl ew an interme di ate
New Paragliding Company
ANGEL Establi shed : Jul y 1994 Trade mark Intern ational from September 94 ~ - Comp any-Ow ne r: Andre Bucher, Dagmar Vita M a nu fac turer : Punt ec made in Hu nga ri a (ma nu fac tur e r also fo r: Co me t infe rn o, Advance, ) Tec hnic als/ Stefa n Mas t fro m Germ any a nd David Peratoner from Deve lopment/ llaly.(ExNorth sail team) Materi als: Fabric: Carrin gton, Porcher marine Li nes: HMA Aramid fro m Eulit in Germany and Dynema from Cousin Freres in France. To introd uce the new company and to de mo nst ra te a new ex tr e me- pa rt of th e parag liding Ange l has produced a new acti on movie "ANGEL - HUNT" 20 min fro m Andre Bucher, wi th the newest extreme-maneuvers ever done featuring: ' 'BUCHER-LOOP" approx. IOOk m/h sin kspeed in a deep spin, until a fas t change of the spin-directi on ' 'HEAVEN AND HE LL" destroyed "Bucherloop" with a too big glider for the "loop" followed by a 15m freefall down with the head in fro nt, close to the canopy " BACK FLASH DEVIL" extreme- maneuvers, backwards fl yin g.
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"HALFWAY KILL" releasing one side of the riser pair and flying with the half canopy. " BIPLACE DISASTER" "Bucher Loop" and "Heaven and Hell ", with a passenger The film al so features a free fall type launch from a helicopter with the parag lider in a spec ial container. (The acts were done on the hi ghest poss ible level of safety. Nobody should try to do these stunts and to jump out of a helicopter with a paraglider.) The movie will be finj shed and for sale in Dec. '94. Call Paragliding Magazine fo r details.
Build your own winch
For those pilots who would like to get into towing more economically, Sail Wings can suppl y the in formati on to make a static-launch payout winch for $5 00. or less. The winch is made from parts fro m a ATV junkyard, weighs about 25 lbs., has in stant pressure re lease and can be used with any vehicle with a trailer hitch (truck, car, boat, ATV , snowmobile, etc.) In formation is available from Sail Wings; Little Rock, Arkansas
BITS AND PIECES submitted by Philippe Renaudin/ GMI Pierre Willmar fl ying an ITV Ati x 2 has done what onl y a hang g lider had done before in 1992 that is, made an incredible journey around "Mount Blanc" in the French Alps. Andre Bucher, with pictures for proof, see ms to be the first pilot who voluntaril y and successfull y looped a paraglider. But also French pil ot Sebasti an Bourquin duplicated the stunt at a later date. One lucky pilot was caught on camera in France fly ing 150 fee t ove r the fa mou s Dun e du Pyla (the hi ghest sand dune in Europe). Nothjng unusual there ... except fo r the fact that he was flyi ng backwards, hanging on for dear life by hi s hands (maybe that's hand gliding?) clamped to the risers, fac ing the towards the trailing edge,with the seat in front of his face. He had been play ing with the glider, fac ing it wi th only the risers in his hands, when a gust of wind pi cked him up and he did not let go' . On a good note, he landed gentl y a few minutes later on the beach. What a trip ' T he FFVL (Federation de Vol Libre) has a book wi th all the details on the 500 official paragliding sites in the country. The number of paraglider pilots in France is over fo rty thousand (40,000).
Saba's First Paraglider Pilot: "I felt like Lindbergh" fro m the Saba Daily Herald
SABA-(Netherl and Antilles) Gary Pax was the fi rst to land a paraglider on the smooth concrete of Fl at Point. After the faultless landing, Airport Manager Roland Holm , who had radi o contact with Gary Pax whlle he was in the air, W inair agent Freddie Johnson with a camera and several other people working at Juan Yrausquin airport, came out cheering the fl yer and shili ng hls hand . Pax (from Aspen, CO.) is a lab tec hnician at A.M.Edwards Medical Center in The Bottom. A regular fl yer on St. Maarten, he made hls Saba landing on Referendum Day , Oct. 14th . Because he kept it a secret until the very last moment the onl y people outside those at the airport who were able to watch the event were Hell 's Gaters who happened to see Gary fly ing over their houses. Said Gary, " People came ru nn ing out of their houses yelling and waving. I shouted back,"lt' s Referendum Day. Don't forg et to vote'" Before tiling to the air with hi s frail mac hine, he had made hi s own launch pad by removing bu shes, roc ks, beer cans and other trash from a
... automatic vario changeover "This new function makes the tactic offlight much easier. Without this essentia information I would have sped through many good thermals! Nothing is mo frustrating than missing a thermal during a critical valley crossing! It's hard t believe the instruments indication at times, but it's better than chancing it to feelin11i alone. Who really knows the polar of their glider by heart!? No - in the sky it' better to fly than calculate, so I'll leave that job to my COMPETITION!" AV - BASIS - SP ne best - jHI got better! +· speed-iRdlcation for gliders and paraglidm Standard features are : Memory for 5 llights + absolute and ref ere nu altit1de + adjutable sink audio
+
+ 200 hours on battery + ASI acoustiu + digital average vario + 4 different clamps ova ii able
AV CLASSIC/COMPETITION New features from Jaly '94 + 25 flight memory ond direct printout now 0 date O peok lilt on the AV-CLASSIC for : 0 peak altitude O flight duration + automotic chongeonr between net-Yorio • mox. sink rote ovoiloble in Memory (during sink) ond overage vario (during lilt) + naminol speed indication (speed to lly vario) printout al oil instrument settings • flight stap -wotch This userlriendly instrument, easily prints out directly on EPSON/IBM or HP-printers vio seriol or parollel ports. The CLASSIC/COMPETITION supports the pilot with the maximum flight information ovoiloble today!
+
t ·BRAUNIGER
patch of land on the oceanside of the RC Church in Hell ' s Gate. A hang glider and paraglider pilot for over 14 years, Gary Pax (Class III Tandem Instructor) has a lot of experience. "There are old pilots and there are bold pilots, but there are no old, bold pilots," he told the Daily Herald. He explained his routine: "The winds can change quickly , I watch the weather very closely and cautiously. I only take off when I am sure everything is perfectly all right. If not, I simply wrap up my things and go back home, waiting for another time." Wanting to stay on the island after the expiration of his contract as the island 's lab technician, he has submitted the necessary paperwork to start a business. He has already found a name: Paragliding Adventure Xperts N.V ,. abbreviated PAX. He concluded, "When it ' s approved I will be taking people for flights . I will also be teaching paragliding. In Saba you can be a bird (paraglider) and a fish (diver) during one and the same day. " Thanks for the story Gary, we wish you success in your school. P.S. get the guest room ready , Saba sounds great'
EDEL NEWS "Edel is proud to reveal its new design concept for 1995 - ADVANCED STABILITY TECHNOLOGY. At Edel we have taken a whole new approach in creating gliders with dramaticall y
improved stability. These new ideas in paraglider design are the products of Robbie Whittal (GB) , Roy Haggard (US) and long time Edel designer Gin Song. Radically new airfoils , planforms and cell openi ng locations have produced gliders that are better pressurized and more collapse resistant. Cleaner sails and more crisp handling are also a resul t. Look for a more detailed explanation of AST in upcoming publications". submitted by Edel USA
No Mas Pollo Edel Paragliders in '95 will be losing the familiar "eagle" logo which has graced the undersurface of our wings for the last five years. It will be replaced by newer, unique Edel-specific color patterns and designs.
Demo Days! Robbie Whittall and Greg Smith will be touring the USA this summer with the new AST gliders from Edel. Look for Greg at the NCFLPA Super Clinic this April. Tour dates will be announced in upcoming issues. Contact Edel USA or your local dealer for more info.
New Tandem Records Antoine Haincourt and Christian Tammeger set the new open distance tandem paragliding world record on a Space 40. The flight was made on November 26th in Chile . Bob Schick se t the Tandem gain of height near Salt Lake City in May '94. The barographed altitude gain was 6700 ' and the record has been approved by the NAA.
MINI VARIO only $169 Visa & Master C ard accepted
Point of the Mountain T h e F i rst Annu a l Na ti ona l Pa r ag lidin g Safety Semin ar, Demofes t a nd Trade Show will be hosted by The Soari ng Center at the Point of the Mtn. in Draper, Utah, May 25-30. This will be the fust time pi lots will be able to fly ANY glider of their choice for 6 consecutive days. If humanly possible, all glider and harness makes, models and sizes available in the US will be here for you to fly: The safety semi nars part of the even t will be a broad ranged safety-focused presentation . The following is a sampling of the topics and classes that will be offered: safe cross country, keeping your wing in premium condition, bone saving equipment, reserve repack with a master rigger, safely flyi ng with hang gliders, the safe and responsible way to pioneer a new site, PLF' s, thermalling safely, competing safely, safe mountain flying, choosing a safe margin of error, staying off the statistics list, what to put in your First Aid kit , common injuries and how to deal with, safe and unsafe flying conditions, equipment info. (glider reviews, line and fabric strength, compared to airtime etc . ),attitude and how it relates to performance , intermediate syndrome, big guys and special flying considerations, accident reporting how much wind is too mnch , safe tande m and more. Call today, 801 576-6460
You WANT IT. WE GOT IT. The SOARING CENTER offers everything a student pilot needs. Excellent instruction, state-of-the-art equipment, and a training site with consistent conditions ideal for learning. This means you get more a ir-time, have more fun, and become a better pilot in less time. You want it. YOU got It! • Lessons taught da ily, year-round. • Smooth grassy ridges "made fo r soaring". • Soarable 300+ days per year. • Lesson packages for beginners or your first X-country. • Ta ndem and Solo Pa ragl iding & Hang gliding lessons. • Pro site guides for 2,000' 5,000' mounta in launch sites.
• Demos & gl er rentals. • Line replacement and canopy repairs by factory experts. • Full service shop with products from most dealers. • Free Camping at the la unch.
World's smallest Vario! The new paragliding standard Clips to cap, helmet, chinstrap, etc. Very sensitive in light lift, 0-1200 fpm, fast response, 200 hours on batteries, 2 year guarantee. Mallettec; PO Box 15756; Santa Ana, CA 92705
Ph 714-966-1240 Fax 714-757-1 6 10 PAGE 20 • PARAGLIDING MAGAZINE
w
J:
... .......,•._,-.:u...J.......\.J~i,,' at "Poi nt of the Mounta in"
l 2665 So. Mi nuteman Drive # l Draper, Utah 84020 Phone (801) 576-6460 FAX (80 1) 576-6482
World Record • Site Record It is the intent of Paragliding Magazine to publish all notable flights that are submitted to us. We basically recognize and publish 3 categories of notable flights: Official World or National Records - flights that are already accepted hy the FAI or the NAA as Official; Unofficial World or National Records-flights that meet the criteria for official records but have not yet been verified (accepted); Site Records-any flights made in the US or abroad that match, exceed or come close to a record breaking flight. In other words not something that happens everyday. If you are interested in getting World Record flights you must have an FAI sporting license in order for your flight to be recognized. USHGA can supply you with all the information you need.
PARAMOTOR NEWS The first paramotor for Scandinavia is now ready for take off, after two and a half years of development. The paramotor is called the M-1 after the constructor Magnus Agnwik and his "Dream Team". The propeller, exhaust and engine are all made in Sweden. The propeller (three bladed) is made of composite material and each blade has a weight of only 220 gr. The propeller has a diameter of 100 cm. The M-1 has a weight of 19kg (Alu) without harness or gas. For safety reasons the fuel tank is placed under the engine. The engine is a LENKO 175 CC 15 hp ( I I ,05kW )
BAU
"Island of The Gods"
6900 I /m. The thrust force is 4 7 kg from th propeller. Tested! In the works are two more models, one bigger and one smaller.
USA MOTOR NEWS Introducing a new generation of paramotor - the Paraglider Auxiliary Propulsion unit - known as PAP 920 and 1000. "Made with a keen attention to detail, the PAP 920 looks and feels like the well built machine that it is", says Nancy Stanford a paragliding instructor from Austin, TX. "Many paraglider pilots with no paramotor experience are achieving flight with this unit on their first try!". Nancy claims that they have been flying the PAP 920 since July !994 and "We love it". The PAP is now available with an electric starter, it adds only 6 lbs to the unit and can be turned on and off at will, on the ground or in the air. Hugh Murphy, a Class III instructor will be teaching a paramotor clinic and demonstrating the PAP 920 at the April 1995 Super Clinic in Redding, CA. PAP US distributor is Hill Country Paragliding, dealer inquiries welcome.
WILLS WING DISTRIBUTES THE SWING MINOA Wills Wing has taken on the distribution of Swing paragliders for North and South America. The first offering from Swing is an advanced canopy called the MINOA. This glider
was designed in Switzerland by Martin Scheel, and is produced by Swing. The MINOA has quickly become recognized throughout Europe as a well mannered high performance glider that has many unique design features, including a special "double cell" construction which smoothed the top surface of the wing and enhances performance. Wills Wing installs "Split A" risers to each MINOA they get from the factory. These allow you to do Big Ears quickly and reliably. Then they inspect the lines, install a WW logo, and test fly each one prior to shipment from the factory. They keep a full stock of lines and repair materials, so repairs are usually returned within 48 hours. Each MINOA comes with a back pack bag, extra stuff bag, tie strap, speed stirrup, split A risers, and owner's manual. (Wills Wing recommends a minimum of 50 hrs air time, with 25 hours in thermals, and a Class II rating to fly the MINOA).
Sauratown Mtn. North Carolina Submitted by Tommy Thompson.
Tammy Bowles holds the current soaring duration at the Comer's Rock site, in Virginia, 55 minutes on a UP Vision.(HG) Chuck Miller has a I hour and 10 min. flight at Suaratown Mtn. in his UP Stellar. 1994 saw 60 pilots using our sites and we also saw an increase in hang glider pilots making the switch to paragliding. My son Jason Thompson got his Class I rating and moved up to an Edel Orion. Jerry Anderson designed and huilt his own paraglider, which I had the pleasure of test flying.
JAVA
"I.and of Fire"
Come Fly with us! An opportunity for a truly special flying experience. Magical scenery Top European guides All levels of equipment. sites and tandem instruction. Plenty to do and see for friends and family. Departures May thru October.
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These German made !English captioned) color calendars are the finest available in the world. Classic international scenery frames each photo. A must for Christmas Gifts or for your home or office wall.
S 19. 95 + shipping (Add soles tax in California) .\irt1mL' ol San Francisco I 3620 Wmvona St. San Francisco, CA 94116
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PWCA Joe Babcock is our most senior pilot age 63. Several of our members fly paramotors now and Christian Bowles has built his own and it is !lying well.
fly & fun induga '95 March 2-5 will be more international with about 150 exhibitors from 8 nations worldwide. One of the most important specialized markets Pilots and aero sports enthusiasts will have the opportunity to learn about the newest international trends and tendencies. The DELTA THEATRON (a forum for associations and trade press from Germany and abroad) will introduce new items and present topical films on aero sports events and flying sites. Symposia and discussions with experts from pilot associations, producers, training centers and the trade press will be organized in order to find answers to topical questions concerning aero sports, international technical requirements and safety regulations. The Geiman Hang Gliding Association, DIIV, has scheduled an examiners' convention during "fly + fun induga". Since this is the first time the brand new, light-flooded fair hall, 7m high covering 6000 square meters, can be used for this big fair, "Fly + fun induga" will be able to optimize the presentation of exhibits and special flight shows. On request of the exhibitors and many visitors, "fly + fun induga 95" will again be staged for 4 days from 2 until 5 March representing one of the worldwide leading markets for "silent aero sports" with about 150 exhibitors from 8 nations. Contacting address: AFAGAusstellungsgesellschaft mbH,Fair Center, 86159 Augsburg, Germany Tel: (0821)-25769-0
The final competition of the P.W.C.A. for 1994 was held in Chamonix, one of the most beautiful valleys in the world, Mont Blanc is majestic overlooking everything, the glaciers are breathtaking. The organization was superb, very professional in every detail and prepared to look into the smallest of problems. The dinners were excellent with plenty left over as only 108 pilots competed, probably worn out after the long European season and also beaten by the weather. In this competition unfortunately it went the same as all the others in central Europe, only one day was flyable and nobody reached their goals as most of the morning take offs were above cloud base. To make things worse the pre"HEY Buddy! Yo.u are in ,Qij(. alr.s:"r.1:aoe. sentation of trophies was in basking You didn't even pay my ~Hte tee • qne rabbit.I sunshine and probably the best day Why, I otta Ci!'!ll U.$HGA, '' to fly. and get. yqur raung !lulJedt We would like to thank Edel for the sponsorship of this competition and the organizers for Cartoonist found being so patient and the pilots for their professional attitude. Trent Miller, a Class I paraglider Let's all hope the weather is better in pilot from San Diego has submitted several 1995. On behalf of the PWCA I'd like to cartoons on our favorite subject - paraglidthank everyone for their support. ing! We are pleased to publish the example
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submitted by Joe Hayler General Secretary of the PWCA and Paragliding Author
New STUBAI 'Biner
New Gliders for 1995 GENESIS from Firebird Certified in the AFNOR "performance" class. CRISTAL from Ailes de K SHY /AFNOR Performance class. A-5 from Flight Design SHY /AFNOR Pending. APCO-XTRA AFNOR Pending. MERAK from ITV SHY/DHY/AFNOR Intermediate/Adv. EDEL Lineup Energy Comp -AFNOR Competition Energy-High -DHY 2/3 AFNOR Performance Super Space II -DHY 2 AFNOR Performance* Quantum- DHY 2 - AFNOR Standard Omni-DHY 1 - AFNOR Standard Galaxy Tandem- DHY 2 - AFNOR Tandem * Fully Certified in all sizes DHY2
PAGE 22 • PARAGLIDING, THE MAGAZINE
The first flying carabineer with a new patented automatic lock for easy attachment with only one hand. made of aluminum alloy with a weight of only 64 grams, individually tested, braking load l 8kN. Especially designed for Pro Design with a unique Graffity look on titanium anodized back. Made by STUBAI
you see above, and we will print the others in upcoming issues of Paragliding Magazine. Thanks Trent.
Flight Design & Brauniger Demo Daze The design team of Flight Design Paragliding will be at the Super Clinic to teach a design and maintenance seminar, April 8- 12. Test fly the AS or demo a Brauniger A YClasic vario at one of these locations;
Super Clinic, Redding, CA April 8 - 12, HG Emporium, Santa Barb.,CA, April 21 - 23, Compaire, Oakland,CA, April 25 - 26, Airtime of' San Francisco, April 28 - 30,
100k+ flights in Chile Laurence Stein, an American pilot from NY, who lives in Chamonix, France, had two sensational weeks of flying in Chile, South America, during November 1994. During his stay he logged 6 flights over 120k, the best being 170k, and one tandem flight of 127k, a record which he held for only a few days. Laurence who has been flying for 2 years, flys an Edel Rainbow. These exceptional flights in Chile were from the northern desert area at Tocapilla. Winter is the best time of year for XC in Chile!
Point of' the Mountain, Utah, May 25 -30, Saddle Mtn, WA, June 2-3, Tiger Mtn., WA, June 15 -18 and Chelan Butte, WA, July 1 -9. (or call your nearest Flight Designs Dealer)
~BARRACUDA The only true sports glider. An elegant wing for the pilot who wants to move up from the intermediate class, without feeling uncomfortable in the rough stuff! Available in 3 sizes.
MARLIN~ Agile allrounder. Great take-off and performance combined with the best handling you can get! Available in 3 sizes.
<IIIGIENIESIS Sets the new standard in competition. Radically new profile technology allows a high-aspect wing to be stable and turn beautifully. At last, a real step forward in high performance par a gliding.
DOLPHIN~ The ideal first glider: from training to thcrmalling in ultimate safety. Available in 2 sizes.
Keep it simple! In <IIITURTI..IE Ergonomically designed, lightweight but comfortable! All the extras are standard.
ottr opinion, the more complicated a parachute is, the more can go wrong. Fast opening, a low sink-rate and no penduluming have made the RS2 a classic lifesaver.
\:\l \ f '
THE GUTESIIEGEL . ,;,,,, cdlaS:".~,e\i shock-tested, load-tested and All our streamline gliders and acc~ssp~: ~1 J;fP#tedly flown through 13 manoeuries carry the coveted German Gut,~b: vr;,~ f2 different pilots, with various siege! mark. As other certification cfj:ah- '•;i:J;ar~~sses. The most thorough check Ph. 208 726-1100 Fax 208 726-1149 ges, the DHV maintains its stringent .cim\'s~fety around - make sure your Po JBox 5715, Ketchum, ID 83340 standards. Every DHV certified glider next glider or reserve has it!
,<,:!
lly
RESPECT by Rob Whittall How lucky we are to have the gift of almost free flight. We have the chance to roam the sky, fly above places man has never placed his feet, see wildlife and occasionally fly tip to tip with the birds. This is an amazing privilege and should be respected. Once in the air, we are out of our element, no matter how good or talented we think we are. The possibility of an accidents always sitting on our shoulder. It is, however, easy to keep the risks involved to a minimum. Over the years, I have pushed my limit beyond the mark several times, but have been fortunate enough to get away with it.Yet with each experience, I have grown a little more reserved when it comes to pushing my luck. Now I ask myself a few questions before I go flying. They seem to help
because in recent years my flying has been incident-free.I offer these questions to you all in the hope that it may prevent some of the many accidents which plague our sport today ....
1. Do I really want to fly today? The reason should come from inside you and not because all your friends are in the air or you are worried about "losing it" because you haven't flown in a long time. If in doubt about your ability, go back to the training hill and do a few flights to regain confidence.
2. How are the conditions? Misjudging the conditions is probably the most dangerous mistake to make. Decide wether or not the conditions are of the type you like to fly in. Don't be misled by other pilots already flying make your own analysis first.
3. How is the site? Check out the area if it's new to
you. Take a look at the top and bottom landing areas, look behind take-off just in case you get dragged or blown back. 4. In what condition is my equipment? Make sure all your equipment is up to date and in good condition. If you are not 100% sure take it to a school or dealer for their view. Don't cut corners with equipment- it's not worth it. 5. How do I feel in my glider'!
might take longer than you expect to deploy, so don't leave it too late otherwise it could really be your last minute.
Fly the glider that you feel comfortable with. Don't be pressured into buying and flying a glider that is above your level and capabilities. Understanding your own personal ability, goals and limitations is very important.
6. Do I have a reserve ? Always fly with a reserve parachute and don't be afraid to use it. I have seen pilots try to sort out a messed up glider and at the last minute they throw their reserve. Remember that sometimes it
Respect every aspect of flying, keeping in mind that if you don't it has the power to injure or kill you. If you are not sure, DO NOT FLY! There is always tomorrow.
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PAGE 24 • PARAGLIDING, THE MAGAZINE
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The Atmospheric Stability Calculator by Bill Dowell USHGA 01111
A do-it yourself project t was a cold and rainy spring morning - no, this isn ' t the start of a second rate novel - and we were still inside during the second day of our thermal soaring clinic. The only thermal puffs any of us had seen all weekend were coming off the tea kettle across the room. The class discussion had drifted into a surreal exchange on the ability of the human mind to control the physical events of the universe , while some of us were just falling asleep. As my highly trained engineering mind snapped back to techno reality, I woke up and started thinking about an earlier discussion we had on thermal forecasting using lapse rates or the Lifted Index . The a11icle we had covered was "General Meteorology, Lifted Index and Soaring Forecasts," by Rick Jesuroga, and it gave us a good overview of the technical aspects of atmospheric stability. The article ' s main point was in describing Lifted Index , a standard numerical method used by the National Weather Service to describe the stability of the local upper atmosphere. l will try summarizing the main points of this article that you need to know to find the Lifted Index at your local flying site, using the Dry Adiabatic Lapse Rate (DALR). First thing you need to do before starting your flying day is to call your local FAA' s Flight Services and find out the temperature of the air at 18,000 feet; this is the standard upper level temperature that is used for finding the Lifted Index. Then you need to know the elevation and temperature at the launch site. The site elevation is then subtracted from 18,000 feet and thi s difference is multiplied by 5.4 °F for each 1,000 feet. Subtracting this value from the site temperature, you have the expected temperature at] 8,000 feet for a dry atmosphere. For the Lifted Index, you now subtract the expected temperature from the actual temperature at I 8,000 feet (the value you got from Flight Service). To review what I just described: Lifted Index equal s (Actual ° F at 18.000') minus (Calcu lated °F at 18.000 ' ), At this point the article bad a Table showing the relationship between the Lifted Index value and atmospheric stability:
I
Above
Below
l 0°F Very Stable, 9° to 5°F Stable, 4 ° to I °F Marginally Stable - possible light thermals, 0°F Neutral - light thermals, -1 to -4°F Marginally Unstable - good thermals, -5 to -9°F Unstable - possible strong thermals -10°F Very Unstable - you shouldn't be flying up there.
The actual possibility of there being thermals at the launch site is also dependent on other conditions : the atmosphere's temperature below the launch site, the atmosphere's moisture content, and the atmosphere and surface temperatures at and near the valley floor. Temperature inversion can keep thermals from reaching the launch site and a cold valley floor can keep the thermals from being generated. What you want is a constantly decreasing air temperature as you go up in elevation (diagram I ). But now getting back to the Lifted Index equation, if I'm out flying I don ' t want to have to make any of these calculations in my head , let alone try to remember what the answer is supposed to mean. So I thought it would be easier to make a chart where all I had to do was plug in two temperatures and one elevation and have it display to me the site's atmospheric stability. My first try was a nomogram, but this was too large and user unfriendly. With a little more playing around T came up with a sliding calculator that fits in your shi11 pocket and only takes a few seconds to use. It has two windows , the left one's for entering the launch site elevation (feet or meters) and the site temperature (°F or 0 C) and the right
window is for entering the temperature at 18,000 feet and reading the stability of the atmosphere above the launch site. A copy of the final version of this calculator is laid out on a separate page with this article. You can cut it out or better yet go down to your local copy shop and make a color copy, for your own use, on the thickest paper they use. Now you are ready to bring back those kindergarten skills of cutting and pasting . But here are some helpful hints: Temperature In version
Cold Valley Floor Surface Inversion 18,000 feet
Curve chan ges as the valley
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I. Spray a thin coating of a clear polyurethane over the whole page before cutting and it will make the calculator more durable and somewhat waterproof. Do this to both sides. 2. The windows can be cut out best with a razor blade and straight edge. 3. To make the s lider stiff fold and glue both the color and B&W sides together. 4. To help in folding the slider and jacket during assembly, use a straight pin to poke a small hole at each end of the fold line, from the front side. continued on pg 28 - 29
PAGE 26 • PARAGLIDING MAGAZINE
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1e~;ri;i~lllllllllllllllllll11111111' The Atmospheric Stability Calculator
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SABRA
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35
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20-45 20-45 20-45 A
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A do-it yourself project
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SPECTRA
25
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cells
39
43
47
Then flip to the hack side and draw a line between the pin holes using a hall point pen. This makes for a straight and easy to fold seam. The finished product should look like this. Finished size Is 3 x 4 3/4'1nches.
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I. Site elevation - from topographical maps , club information, other pilots, an altimeter or from most ·IO new variometers. ·lS 2. Site temperature - thermometer, some watches , ·20 some variometers, estimate from iocai weather ·25 forecast or just flat guest. 3. Actual temperature at 18,000 feet - call your local FAA's Automated Flight Services at 1-800WX BRIEF (992-7433). To get just this information without going through a long weather forecast pick the Briefer and ask him for the Winds-Aloft for the area you want. ·S
s
Once the slider and jacket are assembled together it's easy to find out the atmospheric stability for your flying sites. First you need to gather some data:
·20
All you have to do now is align the site temperature with its elevation in the left window of the calculator by adjusting the slider. Then looking in the right window opposite the temperature at I 8,000 feet you will see the Atmospheric Stability, by both name and color. The color scale goes from Deep Blue for very stable, Light Blue for stable, Green for moderate and neutral conditions (chances for light to medium thermals), Yellow for unstable (chances for medium to strong thermals) and Red for very unstable (chances for very strong thermals, too strong for flying) . For your reading pleasure l have included, in rhe footnoles, several orher sources that cover atmospheric stability. I hope you find this calculator useful and it helps you catch many high riding thermals, but I have made it available only for your personal use and not for public sale.
General Meteorology Lifted Index and Soaring Forecasts, Rick Jesuroga, Paragliding The Magazine, Vol. 2 #6, November I December 1991, first published in Hang Gliding Magazine. Understanding the Sky , Dennis Pagen, Chapters II - The Living Atmosphere, ill - The Message of the Clouds, VI - Turbulence - Unsteady Flow, IX - Instability and Thermals, X - Thermal Lore, and XII - Watching the Weather.
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Touching Cloudbase, Ian Currer and Rod Cruickshank, Chapter 26 Meteorology: forecasts, thermals. Paragliding (A Pilot' s Training Manual), Chapter 8 - The Principles and Skills of Soaring Flight.
PRIMA
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20-40 20-40 20-40
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20-50 20-50 20-50 20-50
certification Acpul
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Paragliding The Magazine, Volume 2 #4, 5, Thermals Part I & 2. Aviation Weather For Pilots and Flight Operations Personnel, FAA, AC 00-6A, Chapter 6 - Stable and Unstable Air, 16 - Soaring Weather.
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2 - Read Atmospheric Stability in the right window opposite the temperature found at 18000 Feet.
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This temperature can be obtained for your local area from the FAA's Automated Flight Service at 1-800-WX BRIEF (1-800-992-7433) .
©t994Y/ILLIAMOOWCLL U SHGA 01111
COMPETITION Having flown in most of the competitions in the U.S. recently, I'm having difficulties with the way wet I would like to address some of the issues. They are: validity, fairness, the definition of cross country, tli In each case I have some opinions and proposals that perhaps you'll disagree with, but hopefully we can
The validity question. We have a problem with how we make meets valid . The recent philosophy is that a valid meet has a certain number of days of flying. In the effort to achieve this we accommodate just about any type of flying day and score it. While I'd love to have as many days count as is possible, it is more important that each day itself is valid. I would be much more satisfied to have only one, highly valid, fair, quality day decide the winners of a meet than have any number of days, any one or more of which did not give the competitors a fair chance of competing. In the recent Hang Gliding Nationals they used some statistical formula to decide that one of the days was 56% valid and the day scored 560 points instead of 1000. How ridiculous! Multiplying garbage times .56 does not make validity, it just makes smaller garbage. The validity score is like a test score with a pass-fail criteria. A contest either is valid or it isn ' t. The statistics should be used before the meet to help determine what set of standards we need to achieve to call a day valid. If we pass, we use it, if we don ' t, we throw it out with the rest of the garbage.
It's 2ot to be fair. One of the areas that needs attention is the subject of fairness. It seems obvious that a meet can ' t be valid if it's not fair. In the past we ' ve had races start when only a small percentage of the contestants had a chance to launch! In order to be fair, everyone needs an equal chance to compete. Our sport has plenty of randomness built in, but one of the places a meet director has control of fairness is the start sequence. Consideration needs to be given to arrival at the site, equipment set up, the opportunity to launch and reasonable time to climb before the pulling of a start tarp. If butting into a launch line helps put a pilot in a better position to win, then the start was unfair. It seems to me a start tarp should not be pulled until the entire field is in the air and has some time to position themselves for the start. Hang gliding has addressed this by having a big clock as a start tarp but it doesn ' t solve all of the fairness problems. If the weather or other conditions do not allow for a fair start (such as a statistically significant number of pilots not getting up due to a wind switch) then the race should go no further and another attempt should be made at the next opportunity. At the recent USHGA board meeting, the competition committee installed a rule for using an experienced steward to see that meets are properly run. At this point the steward will be
PAGE 30 • PARAGLIDING, THE MAGAZINE
an approved hang gliding meet director. This should help address the fairness question but we still need to develop our rules to fit and improve paragliding meets.
What is cross country? How long, in time or distance, qualifies as cross country? In my opinion we would like to set high enough standards that the event is interesting, challenging and allows the cream to rise to the top. Cross country flying is climbing, gliding and decision making. We need to fly far enough and long enough to test those skills. If we can determine a reasonable minimum for both, then we have a standard that makes a valid contest and it should be used as the current "minimum distance" in the rules. One of my complaints in some meets has been the use of very short minimum distances so that more days can be counted. We end up trying to determine the highest quality pilots using low quality tasks. The weather varies so greatly that I think both time and distance need to play here. As minimums a race should be at least I 0 miles long and take the fastest pilot 45 minutes or maybe an hour. On a good day the miles might be easy so the time validates the race. On a difficult day it might take a long time to fly the mileage. Furthermore, a statistically significant number of pilots need to complete these criteria. These numbers could be changed but the point is we need some standards so the event qualifies as cross country.
Weather variables & task selection. Here is an idea that, until recently, I have not seen attempted, but it makes sense to me and I'm looking forward to reactions to it. The premise is that the task needs to change as the weather does. This would allow us a better chance of flying more valid days and to fly more safely. What currently happens is that a committee(!) selects the task. This happens before the pilots meeting which precedes the launch window which is well before the race may actually start and way before its completion. We have to throw out some days simply because our procedure relies on an accurate weather prediction and often calls the wrong tasks on very raceable days. On the last day at Elsinore we flew in circles for three and one half hours unable to do the designated task when we could have been racing the entire time! Similarly, at Aspen we flew downwind into a canyon on a day when this was so difficult only 5 pilots emerged. It was downright dangerous and we may have had a good race if we had gone another direction. I propose that we use a variable task system that allows the
lo meets. I think we can do better, and with that in mind, ie weather variable versus task selection, and scoring. agree on the goal of having higher quality meets.
by Ken Baier Class ill USHGA Instructor, ICP Administrator and competition pilot.
meet director to change both the length of the task and the flight path while the race is in progress. Good pilots make cross country flight decisions as the day develops anyway so, the concept isn ' t that bard to grasp. The options would be preplanned and announced at the pilots meeting. As the race proceeds the director watches the weather as well as the pilots progress and receives feedback from the leaders. The race follows a flow chart with a series of "if - then" decisions and the director radios the changes to the contestants . This concept depends on several things. First is advanced planning based on local weather knowledge. Second is that the director needs to be able to make decisions. Thirdly the communications network and rules need to be specific. The results should be increased safety and a larger number of valid tasks. I have recently heard that the hang gliders are using a similar idea by using two different start tarps. Each tarp designates a different task. The director at least gets to observe the weather up until the start. It's a simpler solution and that's good, but it doesn ' t allow as much variation as I'd like.
I hate nearly everything about the way we score meets. We get a computerized score about a day after the completion of the task. The score is derived from a formula and the results don ' t mean much in real terms. It almost always has to be scrutinized, protested and re-scored. It relies on a computer person that probably needs to be paid. This system gives everybody points even if they didn't really score. And it has almost no spectator appeal. Who decided that a race should be scored by a formula and a computer? I philosophically feel that this wonderful, three dimensional sport cannot be summed up by fomrnla. Name another sport that scores this way! Each event, day, site, competitors , task and conditions are different and yet this formula, that most of the pilots don't truly understand, is supposed to give us meaningful results. If you ask a pilot how he did, he won ' t say "I scored 922 points, he'll say I came in fourth " . I'd like our sport to be scored the same way most others are: simply , immediately, inexpensively, meaningfully and as the result of accomplishment. The accomplishment in cross country flying is making goal. In baseball, hits don't count, only runs do. In football, yards, time of possession and pass completions don't count, crossing the aptly named goal line does. I say if you don't make goal, you don' t score. The only thing that carries any real meaning after a paraglider race is your place of finish. Everything else, including computer generated points, varies with each contest. I find it interesting to note that the USHGA world team selection process uses a point system
based on 'who you beat' ( I read that ' order of finish') and not the actual points scored in the meet. I propose that we score paragliding similarly to a sail boat race. Sail boat racers only score if they finish and they score the place they achieved, except for the winner. As a bonus for winning the victor gets .5 points, second place gets 2, third gets 3, et cetera. For paragliding I would invert the scoring so all non-finishers score 0, if three pilots finish, the last in scores 1, the runner-up scores 2, and the winner 3 plus the .5 bonus for winning. While scoring a O sounds harsh after flying a task, think of it this way: it's only 1 point behind the last one to finish. If the finish judge had a video camera pointed up, there would be no protests. At the completion of the race, everybody knows their score, subject to film verification. Expenses go down because there is no computer and operator, no map full of questionably placed pins or measuring to be done, and only the film of finishers needs to be developed and judged. At the end of the day, everybody including the spectators knows where the pilots stand and what they have to do tomorrow. Wouldn't that be refreshing! In response to the statement that it's not the same as the Europeans or the bang gliders, I ' d say that's true. who say's they're right? American baseball is not the same as Cricket. American Football is not the same as Rugby. I haven't scored past meets with this system but the philosophy is the same for both, make goal. I doubt that a different scoring system would damage our ability to do well in Europe, especially conside1ing how we've done so far!
Conclusion. I think we can improve paraglider racing. Mostly it involves setting a high set of standards and insisting on following them. We need races that meet our definition. The playing field needs to be level and fair for all competitors. The concepts of "crap shoot, luck and randomness" need to be minimized by meeting our validity standards. Perhaps variable tasking can help maximize our number of flying days and improve safety. Finally, scoring should be easy. I think we ' d have just as much or more fun and more people would run meets if we kept it simple.
If you would like to make a comment or suggestion about paragliding competitions in the U.S . please send clearly typed scanable text to us at Paragliding Magazine. Your comments will be published and forwarded to the USHGA competition committee, for review at the spring BOD meeting. Thank You.
PARAGLIDING, THE MAGAZINE• PAGE 31
AILES DE K The world's first manufacturer of paragliders
Please H aving spent the past few years in the French alps teaching early British pilots new disciplines, it' s now time to put pen to paper, offering pilots and schools alike a few tips for alpine launching on small sites in light or no wind conditions.
In the past year or so, designers and manufacturers have worked extremely hard in ' launch development ', and now nearly all paragliders will actually come off the ground with very little effort, and it pains me to see so many pilots running the guts out of their canopies. So much emphasis, these days, is put upon the pilot not to "B" Line or spiral dive with Big Ears unnecessarily, as we are told these exercises can shorten the life of a canopy. Then often I see a pilot taking precious life from their wing by 'running like f- -' as its taught, trying to get airborne. With a little expertise and patience alpine (no wind) launching can be safe and simple. The following sequences should ensure a safe and easy launch with little hassle:
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A well laid out canopy will allow the center "A" lines to raise the wing easily and cleanly without the early inflation of the wing tips , which would cause the wing to horse shoe forward over your head. Lay the harness a few metres in front of the center of the wing checking to see that the risers are not twisted. The best way is to work from the harness straps upwards and along the front risers checking the lines are clear. Too many pilots climb into their harness with a twist in the riser and lines. If possible try to leave your harness attached to your wing as this saves time at congested launch sites. 2. Lay out the lines by collecting all the risers together in one hand, making sure they are not twisted, and separate the brake lines pulling them clear and straight, then dropping them on the ground. If the ground is very rough then carefully lay them onto the under-surface of the wing. Next take the rear risers and do the same, pulling out the lines so they are straight. Make sure they are clear and untangled and then drop them on top of the brake lines. Continue until all risers and lines on both sides are clear and laid out cleanly and on top of one another. Try not to disturb the lines prior to launch.
the wing comes overhead release the risers and allow it to pull completely from the harness. In no wind, two steps back may be necessary. Do not take off like a charging bull, but be gentle and firm allowing the wing to rise evenly Look up and check that the wing is flying and the lines are free. If the wing tries to overfly you then slow its progress by applying some brake, but only enough to gain control.
3. Climb into your harness and secure all the straps making sure any accelerator lines are clear. Fasten on the rest of your gear and prepare for launch! 4. Remove the parked brake handles, holding them in your hands and pass all the risers over your arms just picking up the A risers in your hands, holding them close to the lines. Some canopies will actually launch better with A and B risers held together, only experimentation will reveal this. You will possibly find that holding the risers above shoulder level will do more for the canopies inflation than trawling it with your arms behind you. All wings are designed to fly with the risers stretching vertically from the harness, and holding them in this elevation when launching should allow the wing to rise gracefully. 5. Gently move forward centralizing yourself so that the "A" lines are just tight. Take no more than a full step back. With the risers upwards in flying position and pulling from the harness, move forwards smoothly and swiftly without hesitation, keeping your body upright. When launching allow the canopy to be pulled from the harness and not from the hands. The hands are there only to guide the wing into the air, and pulling the risers downwards or pushing them forwards will curl under the leading edge, making inflation difficult.
Once control is gained, it's important to raise the brakes a little before accelerating, allowing the wing to gain easy airspeed. If the brakes are held down then the wing will tend to drop behind you, making the launch very difficult. The wing has to be flying cleanly over your head before launching! If the wing tends to rise unevenly, i.e. leaning more to one side, then take a step under it to correct it, as you move forwards. Trying to correct this lean with brake alone may stop the wing from rising over your head. If it doesn't feel or look good then stop and start again, don't just assume it might fly if you keep running. 6. With the glider flying well, smoothly accelerate to gain airspeed and apply a little brake as you leave the hill. This last touch will give the extra lift. Done well, this not only looks the part, but it's easy and safe, and it kind on your expensive wing. A perfect time to practice is on those light or no wind days, when having driven all those miles to the site you may as well do something useful. Remember, you cannot ever get enough ground handling practice!!
In light winds, the canopy should rise quickly into flying position, though you may need to assist the wing into place by applying a little forward pressure on the risers at the last moment. As
PARAGLIDING MAGAZINE• PAGE 33
4ll1 Uc A ~
by James Brown The paragliding world in Japan provides tremendous organization and support for all of us pilots. The flying community is said to have 100,000 members, and certainly Japan's paragliding magazine's circulation of 90,000 would support that claim. By comparison, hang gliding pilots number only in the few thousands. The magazine, Para World, is a slick, full-color monthly of around 75 pages with articles such as "Flight Impression," a series in which a new wing is reviewed every month. In addition to detailed information about gear, there are also area reports on good sites both here in Japan and abroad, including Australia, South Africa, the Alps, and even the Maldives. Information from the Japan Hang gliding Federation (JHF), accident reports, and classified ads round out the news. It's a great source for information about where to fly in Japan and a fine support for the paragliding community in general. But that's not all. As one might expect in a modern, highly developed country, the paragliding world has gone high tech. Of course, everyone has all the latest gizmos for flying but in addition there is a lot of interest in exchanging information on the computer networks. A CompuServe-type network is available to Japanese computer users for about 10 cents per minute of on-line time.It's called Nifty Serve and offers more than 250 forums on everything from pets to magic to 4WD cars. Paragliding, too? You bet. The FAEROS forum has been set up exclusively for sky sports. Its members are mostly paraglider pilots with a few HG pilots, stunt kite enthusiasts, and balloonists thrown in for good measure. There are almost 2500 people all over the country involved in this one forum, making it a good resource for personal contacts, local information about sites, and direct reports from average users on gear. The data library offers a large selection of lengthier reports as well as download-able photos and graphic designs. There are separate "meeting rooms," as they are called, for discussions about equipment, sites, JHF issues and many other aspects of sky sports. One of the topics, causing some excitement in the "equipment meeting room," is parallel importing. Despite the large volume of sales compared to the American market, Japanese dealers sell paragliders at prices 20 to 30 percent more than identical wings would cost in the States or in the UK. This has nothing to do with relative strengths of currencies, since both the US dollar and the British pound have often PAGE 34 • PARAGLIDING MAGAZINE
been generally weak against the currencies of the major paraglider exporters (except Israel and perhaps South Korea), while the yen has remained unchanged or actually gained in strength. Similar mark-ups for other equipment are also common. What this means is that foreign dealers can offer enormous savings to customers here in Japan, despite the fact that gear must be sent by parcel deli very service to get here quickly. There are, however, some flies in what would otherwise seem to be a perfectly smooth marketing ointment. The biggest problem facing parallel exporters abroad is the fact that more than 80% of Japanese PG pilots are associated with a school or club. Similar to me, most pilots call up the club instructor on a good flying day to see if any-
one else is planning to take to the sky. This makes car pooling possible, not a small consideration when tolls on the expressway run more than $20 for each 50 miles of travel. Getting to the best site near Niigata where I live, for instance, requires $19 in tolls each way. Add to that a $20 area fee, and suddenly the spur-of-the-moment, day's outing gets to be a major item, seriously cutting into the monthly beer budget. Association with a school or club means an ongoing relationship with the instructor who provided a pilot's training. This means that pilots not only go flying with their instructor and other club members routinely, but also enjoy year-end parties and other non-flying activities together, making it a big part of their social life. Consequently they feel an enormous sense of loyalty and obligation to their instructor who, it happens, is also in the business of retailing gear. It would not be easy for a Japanese pilot to suddenly appear in the sky with a new wing, having not bought it through his/her instructor, even if there could be a savings of $1000 or so on the purchase. Nevertheless, these facts are not preventing foreign exporters from trying, and their efforts are clearly making Japanese dealers nervous, judging by their panicky comments on the net. I have contributed my few yen's worth to the dis-
cuss ion in support of the "parallers,'' because I see their efforts as a good influence in the overall foreign drive to get imported products sold at reasonable prices in Japan. Since I sometimes buy gear here, there is a little self-interest involved, too. The weather has not been good here on the Japan Sea these past few months - winds out of the wrong direction, blown out days, too much rain - but all of us are hoping that the long-range forecast will be right for a change as it has predicted improvement ahead. I certainly hope so, as I have had a hard time getting in any air time at all. If you are on a network somewhere, you can reach me at: pxq00035@niftyserve.or.jp See you in the sky or the ether world!
More from Japan Karaoke money to push paragliding into the mainstream by Jean Francios Tremblay
In the spring of 1993, UP (Ultralite Products) merged with another Japanese company, Daiichi Kosho (DK), in one of the most important events in the short history of ultralite flying. The marriage has united one of the leading brands of paragliding equipment and the world's leading karaoke company. Until the merger, UP' s sales never exceeded US $10 million per year and its total workforce comprised no more than 15 employees. By contrast, Daiichi Kosho had recently become a US $1 billion company employing 2700 people worldwide. In Japan, DK operates hundreds of karaoke clubs and has become a household name whose advertisings are broadcast on major TV networks several times a day. It even sponsors major sport-
ing events such as baseball games. The merger is bound to have a profound effect on paragliding. Not only is DK an extremely profitable company, well capable of financing the advancement of the sport, but it is also the ve1y company that plucked karaoke from obscurity in the '70' s and turned it into the omnipresent form of entertainment that it is throughout east Asia today. If DK does to paragliding anything close to what it did to karaoke, the number of paragliding pilots worldwide will explode in the next decade.
The foundations of success With the possible exception of Edel of South Korea, no other paragliding company is as well funded currently as DK-UP. But there are also other factors that, taken together, make it almost certain that the UP brand name will dominate the fastexpanding paragliding market in the notto-distant future. One of these is the company's policy of expanding the number of well designed schools that it operates. At its "Skygym", located at the foot of Mount Fuji, DK has built a 30-meter hill in the middle of a flat cow pasture, so that beginners can learn in safe and ideal conditions. According to Etsushi Matsuo, one of the co-founders of UP, the school cost a cool US $5 million to establish, with most of the money going to buy land. It offers classes leading to a pilot license and for which students pay about US $400. Needless to say, all pilots must be licensed. Opening more schools in Japan and other countries is, for the time being, the main method by which DK hopes to expand its visibility and that of the sport. DK has currently two paragliding schools in Japan and one in Germany. One is soon to open in France. There are plans to open schools and flying sites throughout Japan and in several European and Asian countries.
Buy cheap, sen expensive UP' s domination of the Japanese market for paragliding equipment is another factor strengthening the company. In many ways the Japanese consumer is ideal. Unlike many pilots in foreign countries who begin to fly on borrowed or used equipment, Japanese prefer to invest up front in state-of-the-art canopies, harnesses and accessories. Moreover they don't haggle over price. According to a local pilot, paragliding carries an aura of luxury and
high life in Japan, and it is therefore considered normal that the classes and the equipment should be expensive. In effect, this means that UP is the market leader in the country where pilots are willing to pay the most money. The high prices and strong market position that UP enjoys in Japan serve it especially well considering that all canopies and harnesses are built in China, one of the places in the world where labor costs are the lowest. According to Etsushi Matsuo, the company has as a result a cost advantage even over its Korean rival Edel; wages in Korea are much higher than in China. From the fat margins that UP derives from producing cheap in China and selling expensive in Japan, it can generate more cash to further promote the sport.
Strong recognition Another of UP's major assets is the strong brand recognition that it enjoys. One reason for that is the good work performed by UP's European staff, headed by Ernst Schneider. Based in Germany and numbering only seven, they manage to sell about half of UP's current total output of 3000 canopies per year. The European staff comprises several paragliding aces. One of the key responsibilities of the Europeans is to come up with new and better performing designs for equipment. Ernst Strobl, who was the 1st European Champion in 1992, has been with UP for several years. He is in charge of much of the design work of UP equipment as well as flight testing new models. Strobl is undoubtedly one of UP's key assets. for without performing designs, UP could never have achieved its current recognition. According to Hirose, to further promote paragliding DK will seriously increase its network of dealers worldwide, open many more schools and advertise in the mainstream magazines and perhaps on TV. Next the company plans to introduce a low-priced canopy that it intends to sell in large volumes to "Sunday pilots". Truth of the matter is, DK' s board has set no upward limit on how much DK can invest in the short term to promote the paragliding business.
USA the missing link UP currently has sales of about 3000 canopies per year, lagging behind Edel by about one or two thousand units, according to Matsuo. More than half of the canopies are sold in Europe and about
1000 were sold in Japan last year. UP has no marketing presence to speak of in the US as far as paragliding equipment is concerned. UP is currently doing some research into the US market for paragliders. The company will look into the legal aspects of product liability. It is also eager to get in touch with partners, distributors and dealers. Says Hirose, "We need some good partners with a sense of responsibility and good morale". Final decisions about how to enter the US market are far from having been finalized. The company may decide to establish a US subsidiary in California, or it may simply leave it all to its to-be-found partners to handle. The need for opening US offices is not pressing however since, for the time being, the UP business can make use of DK's offices in LA and NYC handling the company's karaoke business. In order for paragliding to take off as a mainstream sport, it is almost essential that it should become more visible in California, where activities such as skateboarding and surfing emerge from obscurity to become prominent leisure activities worldwide. And, says Hirose, "There are a lot of people in California and flying conditions are very good". "Hirose-san, I'd like to ask you; what do karaoke and paragliding have in common? - I like them both!"
About the author; Introducing myself: "I am a beginner pilot who started paragliding in May 1993 in Taiwan. My first flight was from a height of 180m at Green Bay and was preceded by a comprehensive practical introduction to ultralite flying which lasted 15 minutes. I came to Japan in January this year to take a business course for two months. I fell in love with Japanese women (all of them) and then found an apartment, a job, and learned Japanese. Things have stabilized with the girls since, and it breaks my heart to leave Akiko, my absolutely wonderful girlfriend, however, Tokyo is too quiet for an adrenaline junkie, so I am moving to Hong Kong where I hope to get in trouble. I am a 30-year old French Canadian business graduate (MBA) with professional experience in freelance business writing, editing, computers, marketing, advertising, etc. I've lived a year in Japan and three years in Taiwan."
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CLASS I ?•
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The History Las t April rwo di srurbin g thin gs h a p pe ne d . Fi rst , th e US HG A pa ra gliding committee voted to change th e n a mes of the parag lidin g ra tin gs from Class I , C lass II a nd C lass Ill to Novice, Pilot and Ad vaoced res pecti vely. Second, the general session decided to c h a n ge th e n a m e of C lass TI t o Intermedia te to re main consiste nt w ith the han g g lidin g ra t in g sys te m . Th e C lass Ill was neve r inte nde d to be a skill rating (there are no ski lls that need to be demonstrated to obta in a C lass Ill r a tin g), bu t c h a ng in g it s n a m e to adva nced ide ntified it as a skill rating . Because there were a lready a few sites that we re rated C lass III, fo r po liti ca l reasons, thi s c h a nge in no me nc lature w as go ing to cause furth e r prob le m s w ith s ite a dmj n istrat io n. In the same light, c haoging the Class I rating name to Novice a nd the C lass II rating name ro inte rm e di a te present ed p rob le m s because the skills w hjch are assoc iated w ith th ose ratings a re no t co ns iste nl with the ir counterparts in the ha ng g liding ra ti ng syste m . Ln c ha nging these names, the inevita ble result was going to be furth er confusion in the commu nity ab o u t th e re lation s hi p b e t wee n p a ra g li d in g sk ill s a nd h a n g g lidin g skills; an issue w hi ch was a lready causing pro blems a t virtuall y every site in the land. Whe n I heard , I wrote a letter to Greg Lawless and menti oned tha t the ori g inal names would be less confusing, and should be re tai ned unt il a proposal could be submitted in w hi ch the skills a nd skill leve ls were in deed cons iste nt with the hang gliding rating syste m. A week la te r l decided tha t it mig ht as we ll be me w ho submitted the proposal and began writin g it. I n additi o n to th e reaso ns me ntioned a bove, there we re a couple of othe r reaso ns for s ubmittin g a 5ti e re d ra ting sys te m to the boa rd fo r co ns iderati o n. T he p ri m a ry reaso n is cons iste ncy , in rev iew in g Pa rt I 04, I noti ced tha t the two rating systems use complete ly d ifferent lang uage a nd organi za ti o n a nd dec ide d to rec ti fy th a t in co nsiste ncy. A lso, l had a co ncern th at the skills should be consistent if the nam es we re going to be, I dec ide d to re orga ni ze the skill s in th e rating syste m . At no time was there any inte nt to c ha nge the conte nt o f the ex isting rating syste m. T he othe r reason was based o n a combinati o n of saf e ty iss ues and s ite regul ati on issues. With respec t to safety, we we re findin g m any nov ice p il o ts try in g to move to Class II too rapidl y. ln some cases, it was beca use the ir local sites were rated Class II and in others it was sim p ly a desire to have the next higher rating It was our hope th a t pl ac in g a n interm e d ia te ra tin g be twee n wha t was the n calle d Class l a nd Class II would a llow novice pilots to slow do w n a lirtle. A t the same time, the addi tiona l rating would prov ide s ite admini stra to rs and age nc ies a dmini stra ting s ites more leeway in establi shin g th e pro pe r skill leve l fo r a s it e.
HANG I ?•
S ince the conte nt o f the rating syste m was n ' t be in g c h a n ge d , th e po s iti ve aspec ts of such changes seemed to o utwe ig h the incredible a mount of e ffo rt th a t wo uld b e re quire d to in s titute th e m . I d id not view it as pa rtic ularl y imp o rt a nt to in v ol ve th e I C P Ad ministrators in this ro und of rev iew beca u se th e ra tin g sys te m c ont e nt was n' t being modified. The Synopsis Wh at looks lik e a tot a l rewri te is, in reality, mostl y a reshuffle a nd rewo rdin g o f th e ex istin g ratin g syste m . Bo th the shuffling a nd re wordin g are inte nded to ac hi eve three goals. I.S kill levels: the pa rag liding ra tin g syste m should be stratifi ed into e nough skill levels to support adequate instruction and administrating. 2. Rating Tasks: the ra ting tas ks fo r co mme n sura te ra tin gs sh o uld be th e same w ith speci ali zation for the different craft where appropriate. 3. Wording: The two rating syste m s, H G and PG should use the same wording and organi zation in Part 104 for the same tasks. Th e prim a r y e ffec ti ve cha nge to the PG ratin g syste m is the sp lit fro m two skill ra tings in to fo ur skill ratings. C lass I skill s have bee n di vided across a Beginne r type ra ting, a novice type rating and an Inte rmedi ate type rati ng. C lass II skill s h ave been di vided ac ross an lntermediare type ratin g a nd a n A d va nced ty pe ra tin g. A m as te r ty p e ra tin g h as b ee n a dd e d whic h is ide ntical in every aspect to the c urre nt ha ng gliding M as ter rating. This has been do ne so lely fo r c onsiste ncy and may be dropped w itho ut loss to the conte nt of the proposal. Afte r talking to many pilots I be li eve it m ay be a w ise ide a to change the names to a Para I through Para 5 type of system . Modi fica ti o ns h ave al so bee n made to th e Spe c ia l S ki ll s and T ande m programs to brin g the m into concert w ith the commen sura te hang gliding programs. Res pectfull y submitted , Jack Hodges S an Franc isco , CA Why? " Wh y have a rati ng syste m c hange? Wh y fi x some thing that's not b roke n ?" Thi s was o ne o f th e m a in arguments I rece ived at the Fall board meeting. l do noL think our c urrent syste m is " bro ke n" I have given input to the curre nt syste m since it was formed in the AP A so I do support the system we c urre ntl y h ave. Ho weve r I d o be li eve it need s to be e nha nced . Fo r s t a rte r s, th e c urre nt sys te m was designed as a two tier rating system to rate pilot skills as well as sites. The 3rd leve l "ad va nced" was no t se t up a a ski II rati ng and not intended to be used as a site rating. Conve rtin g over to the e qui vale nt HG sys te m would g reatl y aid us in ratin g new sites. For example, a site near a nd dear to me, is the stabl es, w hi c h is ju s t so uth o f F o rt Fun sto n . T h e s ite is a C lass lI s ite, co mpared to Funsto n which is a Hang
PARA I ? BEGINNER ? 3. A Class II is a hi gher rating than a Hang 3 and requires thermal hours to soar a coastal site. lf we had the equi vale nt system not onl y could we equate site ratings when sharing sites, but we would be able to equate pilot proficiency between spo rt s. I see more a nd more pi lots becomin g bi-wingual. and man y s upport the ratin g sys tem s becoming more paralle l. In a dditi o n. I belie v e a n equivalent system will increase a pilots education . I have seen too many Class I pilots buy a pack of S lessons, recei ve their C lass I , buy a wing and off to the mountains they go. l belie ve w ith the ne w sys tem we w i ll see n ew pi lo ts staying unde r in stru cti on longer, thu s producing more proficient pilots. Sincerely, David Sondergeld , Chairman of the rewrite committee 398 North gate A ve. Dal y City, CA 9401 5 W ill it really h elp us? Whatever rating system we use is important and needs to be we ll thought out a nd complete. Le t's look at the merits of the new proposal and try to determine if it ac tually helps the fl ying community. The proposal vs. our current system. In order to understa nd this a rg ument you rea ll y sho ul d read the propos al a nd co mpa re it to wha t we already have. Simply put, each system has similar conte nt (the requireme nts). a nd each system di vides those requirements into different groupin gs . It' s li ke c utting a pie into 5 pieces instead of 3. The proposed sys te m has 5 Pa ra ra tin gs . The current syste m has 3 C lass ratin gs. The foll owin g is a simplified synopsis that points out signifi cant diffe rences. Para 1 requires 4 fli ghts and could be ac h ieved in one day. Para 2 and Class I are about the same. Para 3 called Intermediate requires 10 hours airtime a nd does no t inc lude w hat 1' 11 ca ll soarin g skill s (the rm a l time, top and side hill landings) C lass II called Intermediate requires 25 hours a nd Soaring skills. Para 4 called Ad va nced req uires 75 hours and the Soarin g skills. Class ill ca lled Advanced requ ires 150 hours a nd 3 signatures. Para 5 ca ll ed Master requires 400 hours. 3 signatures and 1450 points. B oiled do wn the proposa l g ives us the fol lowi ng ; a rating fo r I d ay stude nts, no signifi cant change to Class I. a much easier intermedi ate rating and a maste r rating. Does this help us. Achieving consistency. Proponents of the proposal co nte nd that paragliding and hang glidin g sho uld have mirrorin g progra m s. The two sports are differe nt. T he equipme nt. perfo rma nce and rate at w hic h new pil ots ac hi eve a re d iffere nt. To equ ate JO ho urs of airtime from o ne sport to the othe r is wro ng.
The ratings need to be meaningful and useful. NOT THE SAME. Advancing our skills. Does the new proposal prom o te p il o t i mpro ve m e nt ? With Intermediate Syndrome as common as it is, isn' t a person with a Para 3 intermediate rating earl y in their career likely to think th ey' re pre tt y far alo ng? In o ur c urre nt program they ' d have less than ha lf th e a irt im e fo r C lass ll. If we would tru ly like to see pilots improvi ng, then their goals have to be loftier, not lowe r. T he p ro posed sys te m d oes n't h e lp m ake o u r pil o t 's bett e r , it ju s t allows them to have hi gher numbe red ratings sooner. What about our sites? Havi ng sites that require the m ore di ffi c ult ra tings , m otivates stude nts to ac hieve those ratings. T orrey Pines in So. Calif. has bee n an import a nt i nce nti ve. m o ti v atin g pil o t s t o ac hie ve th e required rat in gs in both sports. Adapti ng our ratings to look like HG r a tin gs m ay b ac k f ire . Fo r example. Torrey Pines is currently rated Cl ass [! fo r PG Ad v an ce d for HG . Occasionall y a new Class II pil ot will show up a nd fly un acce pta bl y in the traffic. The proposed Para 3 - IO hr .. no top landing require ment. could not work he re . A s a result T orrey could end up being rated Advanced, to the determent of the PG community. How ma ny othe r locations mi ght be similarl y affected? As the sport grows we are going to see more sites requiring higher skill ratings due to traffic and liability. Propone nts of easier ratings . s that more pilots can fl y popular sites . may regret this through crowded skies, hi ghe r accide nt rate and lost sites . Beginners need good places to fly and it would be great if they could fl y places like Funston and Torrey. but lowerin g ratings is likely to be counterproduc ti ve in the long run. Th e pro p osa l h as it s strongest sup porte rs amon g para-pil ots in a n area that has had a hard time dealing with their sites and the HG community. By having para ratings that mirror ha ng ra tings they hope to solve the ir problems. Will it help in th e long ru n? Wh a t a bo ut th e res t of the country? Perh aps they need to communicate better o r work harde r within the community . W i ll th e pro pose d rating syste m reall y help us 0 Is it tru ly consiste nt w i t h H G? D oes it he lp us to bec ome be tt e r pil ots? Will it he lp us better rate our sites? NO. the design of the proposal goes the wrong d irection. is short sighted and not in the best interests of our pilots and sites national ly. Ken Baier. Encinitas. CA Paragliding Committee Chairma n Please send your responses to: Phil Bac hman - c/o USHGA PO Box 8300; Colo. Spri ngs. CO 80933 or, for a copy of the 54 page doc ument outlinin g the proposed ratin g c ha nges , write to David Sonde rgeld.
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P,t\B,AGLIDING RATINGS RECEIVED IN NOVEMBER
(719) 632 -8300 (719) 632 -6417 fax
JOHNSTONE, ANDREW: Miami, FL; A. Whitehil1/Chandelle SF LITTLE, GRAHAM: Ft. Lauderdale, FL; R. Sharp/Fight Gravity MILLER, CAMERON: Win.Salem, NC; D. Williams/Soartown NC ROGERS, DENISE: Miami, FL; A. Whitehill/Chandelle SF THOMPSON, JASON: Westfield, NC; D. Williams/Soartown NC
(Name: City, State; Instructor/School)
Region 11 CLASS I Region1
ROBINSON, KENT: Austin, TX; N. Stanford/Hill Country PG
ARMSTRONG, KRISTEN: Spokane, WA; M. Eberle/North Am.PG DAWSON, MONTE: Newberg, OR; P. Pohl/Sky Hook Sports FISHER, CARRY: Wilsonville, OR; P. Pohl/Sky Hook Sports HIGHLEY, JOHN: Chelan, WA; M. Eberle/North American PG LAUGHLIN, ALICIA: Tualatin, OR; D. Ratbourn/HG PG School ofOR LEE, GREGORY: Missoula, MT; P. Swanson LEOPOLD, DENISE: Juneau, AK; J. Kreinheder/Alaska PG MUIR, BRUCE: North Bend, WA; M. Eberle/North America PG PLACE, MARK: Renton, WA; M. Chirico/Chirico's World PG
Region 12 BUONANNO, MICHAEL: ENorthport, NY; L Unde.'Mountain Wmgs COX, MARK: New York, NY; P, Renaudin/GMI PG MORGAN, GARRETT: West Islip, NY; L. Linde/Mountain Wings ONSTAD, STEVE: New York, NY; T. Fifer/Alpine World Adventures RAMONE, SIMON: Beford, NY; J. Cohn SCHMIDT, MARVIN: Parsippany, NJ; L. Linde/Mountain Wings TROlSGROS, CLAUDE: New York, NY; P. Renaudin/GMI PG
Region 2
CLASS II Region 1
MESSINA, PETER: Mt. View, CA; K. Baier/Air Junkies
Region3 BOTTERON, CYRIL; Oceanside, CA; M. Bell/Torrey Pines BROCK, GARY: Santa Ana, CA; R. Pelletier/Flight Systems BROWN, IRENE: Kula, HI; S. Amy/Pro Flight CASON, SAMUEL: San Diego, CA; M. Haley/Airtek PG EDWARDS, MICHAEL: HaciendaHgts,CA;M.Salvemini/AirtekPO FAVRE, PASCAL: La Jolla, CA; M. Bell/Torrey Pines HANNON, SEAMUS: Kula, HI; S. Amy/Pro Flight HILBERATH, MICHAEL: Mission Viejo, CA;R Pelletier/AightSystems HOW ARD, DJANGO: Makawoo, HI; S. Amy/Pro Flight KAMMER, LOWREY: San Diego, CA; M. Haley/Airtek PG TITTMAN, OLIVER: Newport Beach, CA; R. Pelletier/Flight Systems
DETRICK, LARRY: Wilson, WY; T. Zakotnik/Above & Beyond DO-CHIRICO, LAN: Redmond, WA; M. Chirico/Parapente USA FERGUSON, SCOTT: Woodinville, WA;M. Chirico/Parapente USA KIRKENDAL, JAMES: Gresham, OR; L. Pindar/Over the Hill PAULIN, GARY: Mercer Island, WA; C. Mullack/TigerMtn PG
Region 2 RY AN, DICK: San Jose, CA; N. Marsh/Chandelle SF
Region 3 HALL, TIMOTHY: El Cajon, CA; F. Lawley/Acee!. Flight Systems HANSEN, MARK: Santa Barbara, CA; K. DeRussy/HG PO Emporium PRICE, DAN: Ridgecrest, CA; M. Wright/Glide Gear USA STEVENS, DAVID: Kihei, HI; S. Amy/Pro Flyqht
Region 4
Region 4
DAVI, PETER: Boulder, CO; G. Banks/Parasoft HUTTO, BILL: Tucson, AZ; J. Ala/Alazzurra JOHNSON, KENNETH: Vail, CO; K. DavisNail PG KEYS, JOANNE: Englewood, CO; B. Laurence/Flyaway PG PETTIT, JOSEPH: Englewood, CO; B. Laurence/Flyaway PG SCOTT, JEREMY: Alpine, UT; K. Hudonjorgensen/Soaring Center STANSBURY, RON: Parker, AZ; D. White/Thermax PG STANSBURY, MARY: Parker, AZ; D. Whiteffhermax PG ZAENGLEIN, BRETT: Flagstaff, AZ; D. Whiteffhermax PO
GRAY, PETER: Tuscon, AZ; A. Ala LAWRENCE, OTHAR: Carbondale, CO; C. Smith/Aspen PG McCREARY, TOM: Salt Lake City, UT; K. Hudonjorgenson
Region 7 DICKENS, WAYNE: RochesterHills,Ml;B.FlfedfraverseCityHGPG MITCHELL, JOHN: Hammond, IL; D. Sharp/UP Soaring
Region 8 MULLER, KARIN: Lynn, MA; F. Weber/UP Soaring TAALEBINEZHAAS, ALI: Boston, MA; S. Beck/Morningside FP WEIDENHEFT, DON: Moultonboro, NH; R. Sharp/Fight Gravity WHITNEY, WILMOT: Cambridge, MA; R. Sharp/Fight Gravity WRIGHT, KIM: Guilford, CT; L. Linde/Mountain Winqs
Region 9 DOHNAL, SYLVIA: Friendship, MD; M. Fink/Silver Wings PRICE, MATTHEW: Gaithersburg, MD; T. Zakotnik/Above & Beyond WOODS, WILLIAM: Emmaus, PA; L. Linde/Mountain Wings
Region 10 BINDER, DAVID: Miami, FL; D. Williams/Soartown NC CLARK, STEVE: Ft. Lauderdale, FL; D. Williams/Soartown NC HUNT, BARBARA: Tampa, FL; T. Zakontnik/Above & Beyond
Region 12 ILLERFELT, ANDREAS: Red Banks, NJ; L. Linde/Mountain Wings
CLASS III Region 1 MISIEWICZ, MARK: Ellensburg, WA; M. Eberle RICHARDSON, RALPH: Springfield, OR; P. Pohl SAUNDERS, CLARK: Girdwood, AK; N. Marsh/Chandelle SF
Region 2 BELLIK, MICHAEL: Stateline, NV; J. Yates STILES, GREG: Zephyr Cove, NV; J. Yates
Region 3 BROWN, IAN: Bel Air, CA; R. McKenzie/High Adventure
Region 4 WILLIAMS, LAWRENCE: Golden, CO; J. Yates
Region 12 DYGAS, PAVEL: New York. NY: J. Yates
FOREIGN RATINGS Class II ANDREWS, ALEXIS: St.Jdm'sAnliq.la,W.Jn:b;T.2'llkctniWAhJ\e&Bey:nl HALE, CHALONER: Col O:iauhtenoc,Mexioo; G.DeRounvRocky MtnPG
PARAGLIDING, THE MAGAZINE• PAGE 41
u p. 0
Box
8300
Colorado
Spring
C o I o r c
Region 11 KNAPLUND, JUSTIN: Austin, TX; N. Stanford/Hill Country PG MICHELETTI, RHETT: Galviston, TX; N. Stanford/Hill Country PG
CI~sm KARAGOZIAN, TEODORA: BuenosAire,,Argenrina;N.MatshChandelle TOBLER, STEFAN: Woltholden, Switzerland; J, Yates
TANDEM ONE RATINGS STEFAN TOBLER
PA,RA,GLWJNG RATINGS RECf,:IYED IN DECEMBER CLASS I Region 1 CASTILLO, RAMON; Van:x:uwr,WA;D.R,1jh,.m:lff}fG&h:rlci~ FLEMING, PHILIP: Seattle, WA; l Martin KALOUSDIAN, DAVID: Hood River, OR; L. Pindar/Over The Hill PG LEATHAM, DYLAN: Jackson, WY; T. Zako1nlk/Above & Beyond SMITH, MICHAEL: Cashmere, WA; D. McMillln/Parapente USA STOCKTON, GEORGE: Moscow, ID; M. Eberly/North American PG VORATH, SCOTT: Cordova, AK; M. Haley/Airtek Region 2 BRYNES, ADRIAN: Sausalito, CA; J. Greenbaum/Airtime of SF EUDENBACH, MICHAEL: Sausalito, CA; J. Greenbaum/Airtime ofSF FOSTER, MALCOLM: Mill Valley, CA; N. Marsh/Chandelle SF MOOCK, TOM: San Leandro, CA; N. Marsh/Chandelle SF MOORE, SAMANTHA: Richmond, CA;J. Greenbaum/Airtime of SF SALINAS, RICHARD: San Francisco, CA; N. Marsh/Chandelle SF WILLOUGHBY, DAVID: Otrus, Heights, CA; Z Hoisington/Air A.track Region 3 HAGGARD, ROY: Lake Elisnore, CA; R Leonard/Adventure Sports McKELVEY, IAN: Lahaina, HI; S. Amy/Pro Flight PLESETZ, JAMES: Tustin, CA; C. Mendes/Compact Wings SAFFOLD, DAVID: Santa Barbara, CA; R. Liggett/Topa Topa PG SCHADLER, LORI: Port Hueneme, CA; M. Fink/Siver Wings SHARP, DAVID: Kihei, HI; S. Amy/Pro Fliqht Region4 BERG, PAUL: Flagstaff, AZ; D. White/Thermax PG CROXTON, ROBERT: Albuquerque,NM;G.Brightbill/EncbanttPG DAVID, JEAN MICHELE: Aspen, CO; J. Stenstadvold/Aspen PG FERNANDEZ, TOM: Montrose, CO; D. White/Thermax PG KOLKER, SCOTT: Colorado Springs, CO; G. Banks/Parasoft RABANAL, FELIX: Albuquerque, NM; G. Brightbill/Enchantment PG Region 7 HENKELS, TROY: Dubuque, IA; D. White/Thermax PG Regions BRENNAN, ADRIAN: Somerville, MA; R. Sharp/Fight Gravity DODGE, DAVID: Boston, MA; R. Sharp/Fight Gravity HALLAM, GARY: Middleton, RI; L. Linde/Mountain Wings SHAPP, JOANNE: Westford, CT; T. Zakotnik/Above & Beyond Region9 COBLE, MORI: Beallsville, MD; L. Linde/Mountain Wings Region 10 FITZSIMMONS, BO: Panama City, FL; N. Stanford/Hill Country PG SNYDER, JAMIE: Panama City Beach, FL; N. Stanford/Hill Country PG PAGE 42 • PARAGLIDING MAGAZINE
REGION12 DESANTIS, FRANCISCO: Oyster Bay, NY; P. Ren!).udin/GMI PG ERCEG, VINKO: Roselle Park, NJ; L. Linde/Mountain Wings HALLAHAN, SEAN: Copiague, NY; P. Renaudin/OMI PG WOLNIANSKY, PETER: Ocean Grove, NJ; L. Linde/Mountain Wings YAMASAKI, MASAHARU: MonisPlains,NJ;L.~ountainWings CLASS II Region 1 ARMSTRONG, WILLIAM: Silverdale, WA;B.Hannah/PGWashington BARR, BARRY: Seattle, WA; B. Hannah/PG Washington BLOXHAM, BRAD: Idaho Falls, ID; F. Gillette/Magic Valley Gliders HOGSETT, SMITH: Spokane, WA; J. Martin/PG Maui Region 2 LEHMAN, CLAUDIA: Oakland, CA; N. Marsh/Chandelle ROCK, STEVEN: Berkley, CA; K. Baier/Airjunkies Region 3 ALLEN, SCOTT: Long Beach, CA; R. McKenzie!HiSh Adventure ASPLUND, NILS: San Gabriel, CA; E. Heister/Airplay ASPLUND, SHARI: San Gabriel, CA; E. Heister/Airplay GALLO, AL: San Diego, CA; M. Salvemini/Airtek GRAHAM, DEAN: Pacific Palisades, CA; E. Heister/Airplay HICKEY, PETE: San Diego, CA; F. Lawley/Accelerated Flight LUND, ERIC: San Diego, CA; A. Chuchulate/Torrey:Pines TRIVAS, ROSS: Makawao, HI; S. Amy/Pro Flight Hawaii Region 4 BOYD, BRENT: Lakewood, CO; G. Banks/Parasoft CAHUR, MARK: Steamboat, CO; G. Banks/Parasoft DOWELL, WILLIAM: Ogden, UT; K Hudonjorgensen/Two Can Fly HUSTED, KRIS: Vail, CO; G. KelleyNail PG CLASS III Region 1 ANDERSEN, KURT: Summer, WA; B. Hannah/PG Washington Region 2 FRIEND, LARRY: Petaluma, CA; T. Switzer Region3 FITTON, CYRUS: Oceanside, CA; S. Gressitt FOREIGN RATINGS Class I KOOY, PIETER: Voorschoten, Holland; J. Greenbaum/Airtime of SF RAMIREZ, FRANCISCO: Mexico; M. Haley/Air Te~ SHIMADA, THOMAS: Mexico; M. Haley/Air Tek .. TANDEM ONE RATINGS KURT ANDERSEN BLACHLY CHRISTOPHER KEN DAVIS CY FITTON TANDEM TWO RATINGS DOUG POHL TANDEM INSTRUCTOR DOUG POHL and RUDY VlSA YA, JR
( 1 1 9 )
8 0 9 3 3
632-8300
The 1995 Regional Director elections are finally over and the results have been tabulated. Congratulations to the following people on their victories:
Gene Matthews Ray Leonard Marcus Salvemini GlenNicolet Bill Bryden Randy Adarns William Bennett G.W. Meadows Paul JRikert
Region 1 Region 2 Region3 Region4 Region 7 Region 8 Region 9 Region 10 Region 12
( 1 1 9 )
632-6417
Region 4: 207 of 1044 ballots returned (19.8%) Glen Nicolet MarkMocho Bob Schick Granger Banks Jim Zeiset
156 8 6
5 3
(75.4%) (3.9%) (2.9%) (2.4%) (1.5%)
JC Brown, Bruce Emmett, Mike Reeder, Greg Kelly, Arjan Ala, John Coyne, Jan Stenstadvold, and Curt Graham each received 1 vote (0.5%)
Invalid
21
(10. 1 %)
Region 6: 19 of 188 ballots returned (10.1 %) Invaid 19 (1 00.0%) Region 7: 64 of 542 ballots returned (11.8%)
Bill Bryden Each of the above-listed victors will serve a two-year term comrnencing January 1, 1995 and terminating December 31, 1996.
FAX
Invalid
53 11
(82.8%) (17.2%)
Region 8: 69 of 454 ballots returned (15.2%) The following is a complete breakdown on the election. Every region is listed along with the total number of ballots mailed to that region and the return % from that region. Each candidate (including write-ins) is listed within their respective region, followed by the actual number of votes they received and the percentage of the regional vote which they received. Congratulations once again to all new Directors, the USHGA headquarters' staff!ooks forward to working with you in the future.
Randy Adams
60
(87.0%)
Mark La versa and Cliff Lu!i each received 1 vote (1.5%)
Invalid
7
(10.1 %)
Region 9: 108 of 837 ballots returned (12.9%) William Bennett
91
(84,3%)
Bill Umstattd and Jim Rowan each received 1 vote (0.9%)
Invalid
15
(13.9%)
Region 1: 222 of 1060 ballots returned (20.9%) Region 10: 223 of 1044 ballots returned (21.4%) Gene Matthews Frank Gillette Suzi Kid
174 5 2
(78.4%) (2.3%) (0 9%)
Mike King, Brnce Hamler, Peter Swanson, Lisa Tate, Don Marcy, Chriss Blackwelt, Phil Pohl, Steve Roti, Christian Mulack, and Davis Straub each received 1 vote (0.5%)
Invalid
31
(14.0%)
Region 2: 250 of 1645 ballots returned (15.2%) Ray Leonard Royce Anderson Paul Gazis Pat Denevan Rob Reiter
156 29 3 3 2
(62.4%) (11.6%) (1.2%) (1.2%) (0.8%)
Norrna Jean Marsh, Steve Bickford, Gary Kilpatrick, Tim Morley, Eric Beckman, Kevin Wright, Walt Harrison, David Letterman, Russ Locke, Tom Seeliger, Paul Gadd, Mike Badley, Ted Hill and Mark Grubbs each received 1 vote (0.4%)
Invalid
43
(17.2%)
Region 3: 206 of 1356 ballots returned (15.2%)
GW Meadows Barbara Flynn Gregg McN arnee Jason Thompson Matt Taber Buz Chalmers Bill Dansey Invalid
(58.7-/o) (14.6%) (2.4%) (1.9%) (1.0%)
Ken DeRussy, K Howes, Mike Meier, Ken Baier, Cary Mendes, Dave Engel, Fred Vachss, Randy Liggett, Darrell Williams, Alan Chuculate, Bob Trnmpenau and Paul Gazis each received l vote (0.5%)
Invalid
32
(15.5%)
(38.6%) (26.9%) (21.5%) (4.9%) (1.4%) (0.9%) (0.5%) (5.4%)
Region 11: 28 Of 265 ballots returned ( 10.6%) 28 (100.0%) Invalid Region 12: 71 of 590 ballots returned (12.0%) Paul Rikert Paul Voight Dan Walter
55 2 2
(77.5%) (2.8%) (2.8%)
Philippe Renaudin, Mike Holl, Tony Covelli, and Doug Meyers each received 1 vote (1.4%)
Invalid Marcus Salvemini 121 Reggie Jones 30 Joe Greblo 5 Rob McKenzie 4 Don Quackenbush 2
86 60 48 11 3 2 1 12
8
(11.3%)
Region 13: 17 Of 510 ballots returned (3.3%) 17 (100.0%) Invalid Cumulative Results (Voting Regions only):1420 of 8569 ballots returned (16.6%) Cumulative Results (All Regions): 1484 of 9535 ballots returned (15.6%)
PARAGLIDING MAGAZINE• PAGE 43
P R R R 6
L
I D I N 6
SCHOOLS-
~DVENTURE SPORTS
NEVADA (702) 883-7070
Paragliding - Hang Gliding, learn the sport of your choice today and start your adventure tomorrow, Sierra tours our specialty, Lake Tahoe I Reno. Learn to fly the mountains, USHGA certified school and ratings, Dealer for Edel, Pro Design, Wills Wing, Pacific Airwave, Sales - Service - Instruction.
3650 Research Way #25, Carson City, NV 89706
UN VA[[EY PARA
~
The most experienced and comprehensive flight school. We specialize i n tandem i nstruction. Our certified i nstructors and USHGA appointed towing admi nistrators will ensure you receive the fi nest training available. The local topog raphy is t he §UN VALLEY perfect location for our XC and mt/thermal seminars.Visit our shop at the base of PARAGL.IDING Bald Mtn. where our f ull llne of flight equipment and knowledgeable staff will satisfy all of your paragliding needs. _ _ _,....____-!:P;.!,, 0',JB~O ~XLll5115 301 Bell Dr. , Ketchum ID.83340 f ax:208 726-114 =9,__ _ _ _ _ _ _ _ _ _ _ _ _ _ - - - - -
IDAHO
(208) 726-3332
COMPACT WINGS
So. California (909) 654-8559
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. Year-round tandem and solo thermal instruction (our specialty). 5 day course, $395, 8 days $595. Class Ill tandem Instructor Cary Mendes has 5,000 hours flying experience. Less than 2 hrs. from LA & San Diego.
1271 Avd. Floribunda, San Jacinto, CA 92583
AIRPLAY PARA6LIDIN6 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. Eric Heister
805 529-7100
1329 Corte De Primavera; Thousand Oaks , CA 91360
ROCKY
MOUNTAIN
PARAGLIDING
Fly the "Canadian Rockies". Heli, hike or drive up to incredible mountain sites of over 3000' vertical. We offer 1 day or full certification courses. You can obtain your Canadian , U.S.H.G .A. or New Zealand ratings . tandem instruction is also available . Local or lntematiional tours and advanced maneurvers courses are scheduled throughout the year. { Dealer for Edel and Advance.
Glen Derouin Box 2662 Canmore Alberta, Canada TOLOMO
303/ 4 9 4- 2820
> > > > >
UERMONT CAPE COO, MA
1888-PARAFLY
Q ) 4 3
,.,~ ,
Introductory - Ad11anced Instruction ParaTrekk/ng Trips Tande111 Instruction Towing Instruction Complete Sales & Ser11/ce
Dealers for Edel, Pro Design, Nova, Ball, Brauniger, Maxon
----P- a....raSoft. Inc. Paragliding School • 4445 Has/in s Drive
PRRRFLY PRRR6LIDIN6
Canada
• Boulder
CO 80303
• 303 494-282 0
The only year round full seruice USHGA certified paragliding school in the northeast , with training facilities at Cobblle Hill in Milton UT and/or Cape Cod. Rick Sharp Certified Instructor. Dealers for Apco, Edel, Flight Design, Fun 2 Fly, Pro Design, UP, Wills Wing, Brauniger and others.
38 Conuerse Ct., Burlington, UT 85481
FL YING SOUTHERN CALIFIORNIA? ... Sleep for cheap at the beach, Mission beach. Located 300 steps from the sand 'n surf and less than 15 minutes to the closest flying site(Torrey Pines). The San Diego area offers over a dozen flying sites. Get a comfortable bunk for only $13 (taxes incl.) in the heart of what's considered THE BEST flying area in the States. Bring your sleeping bag and towel; some kitchen priviliges available. Reservations a MUST!
Call (619)225-8720 or write : Robert & Martha, 4822 Santa Monica Ave.#187 San Diego, CA 92107 PARAGLIDING , THE MAGAZINE• PAGE 45
s C HOOL S
P R R R 6 L 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 Pacific Northwest, sales/service of all major brands , and world wide adventure tours . Distributor for Flight Design, Brauniger, UVEX, Meindl , and more. P.O.Box 4 Ellensburg, WA 98926 fax (509) 962-4827
Wash .• ngto n (509} 925-5565
Hill Country Paragliding Inc.
TEXAS
Learn complete pilot skills with Texas-style fun at Hill Country Paragliding Inc. Our personalized USHGA certified Class I training includes ridge soaring, toot 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.
1-800-664-1160 4800 Wlspering Valley Dr. Austin, TX 78727
sQ Cal 1forn • • 1a
Accelerated Flight Systems 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
~RAVERSE CITY H.G./ PARAGLIDERS
• h•I g an MIC
Put your knees in our breeze and soar our 450' sand dunes! Full time shop. Certified instruction, beginner to advanced, foot launch and tow. Sales , service and accessories for all major brands . USA distributor
(616) 922-2844 1509 E. 8th St. Traverse City , Ml 49684
for 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 advanced training. 3314 W. 11400 S. So. Jordan, UT 84095
UTAH (801) 254-7455
SOUTHWIND Hang Gliding USHGA Certified Tandem Instruction. Come learn to fly XC with Nationally ranked I-\ pilot Bob Schick. Specializing in advanced tandem instruction, thermal and XC -
•AH UT.
{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
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~ ________..
----.
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SOUTHWJND HANG GLIDING
________,
Thermax Paragliding Year round flying at the easiest site to learn. Drive -up wide open launches and LZ's at 1200' volcanic craters. 10+ mile flights . 1 hr. from the Grand Canyon. Cheap lodging. Dealer for almost everything, specializing in Edel. Class III instructor w/ tandem and motorized backpacks. 2 day classes from $195 .
1500 E. Cedar #10 ; Flagstaff, AZ 86004
ARIZONA (602) 526-4579
RI R TEK Paragliding School San Diego
So. California
Take advantage of San Diego's weather, nearly everyday is a good flying day. 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.
(61 9) 450-0437 4206 C. Sorrento Valley Blvd.; San Diego, CA 92121 PAGE 46 • PARAGLIDING MAGAZINE
PRRR, 6 L I D I N 6
SCHOO: LS
Bna antment
From sand training hills to dozens of mountain sites across the state, learning to fly in New Mexico's uncrowded, crystal clear skies is an unparalled experience.Learn mountain flying, towing, thermalling, and X-C from USHGA certified instructors. A variety of gliders, accessories and safety equipment available. Euro flying interest you? Call or write for more info.
PO Box 1082; Cedar Crest, NM 87008 ~
Paragl
ng
New Mex .• co
(505) 281-2759
a;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;__-;;;;;;;aa:" ' - -
GOLDEN EAGLE PARAGLIDING
rni.x
Golden Eagle Paragliding is a full-service school a m s ~ zi~g design, edel, Ball, Brauniger, Flytec and more! Our USHGA Certified Instructors utilize the latest in techniques and equipment. Guided tours available throughout Alaska! Come fly with Golden Eagle Paragliding and SOAR WITH THE EAGLES! Owned and operated by Bruce and Tami Hamler since 1989.
500 West 42nd Ave, Anchorage, Alaska 99503
G MI Paragliding
GMI: Paragliding I Paramotoring I Towing School GMI: June I July I September Paragliding Trips to Chamonix,France GMI: Represents Exclusively SUP'AIR & ITV in N. America Sup 'Air being the world leader in paragliding accessories. GMI: Free catalogs and Brochures
PO Box 451 , Glen Cove , NY 11542 Fax 516 676-0106
NEW YORK (516) 676-7599
ALPINE 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 Firebird 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 Personalized instruction, small class sizes, custom scheduling. Training hill in the quiet Marin countryside. USHGA certified instructors. Lesson packages - Introductory to Oass I, Class II, Soaring and mountain flying clinics. Full service retail shop, all major brands
S.F. Bay Area 415-GLIDING (454-3464)
1595 East Francisco Blvd. Suite F; San Rafael, CA 94901
'Ea Pitman~ IF~WA™TIEillII<£&~
N. California
Personalized instruction, beginning through advanced skills.
INSTRUCTION THAT DEVELOPS EXTRAORDINARY PILOTS!
1-800-S KY Pl LOT PO Box 188 Shasta, CA 96087
UP SOARING CENTER
Two full serulce hang gliding and paragliding schools, located at the nations most consistent sites; Torrey Pines, CR. and Point of the Mountain, UT. State of the art training gliders, eKperienced instructors and ideal conditions set UP apart from the rest. Tandem and solo Instruction, year round. Call for an informatiue brochure. COME 2 UP
IA.
0
[ru
So.Calif.(619) 452-3202 (S01)
576
_6460 UTAH Ii
JJ
So. California (619) 753-2664
•Airjunkies just love to fly, so that's what we do! •Professional Instruction from beginner, through instructor. •Touring over a dozen great year-round sites in Calif & Baja. -Flight test the equipment that's right for you! • 253 Rodney Avenue, ;Encinitas, CA 92024 PARAGLIDING MAGAZINE• PAGE 47
L
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EO~ FROM t/Sh'GA
D ir ,iof1PQ4~E 1)4t4~L,P,N~ $JtJ,,r by Adventure Video
Great intro video. Meet the hot pilots & fly the hot sites. Informative & Entertaining. 36 min
1)4t4~L,PE: TffE ~o~,E $J,,,r by Viking Films
Rock-N-Roll world competition at Owen's Valley. More action than you can probably handle. 40 min.
FL4~EN,o PflNE $,,,,r
TRULY SPECTACULAR YEAR ROUND SOARING! ! Five great Drive-Up sites only minutes from Flagstaff. The "Craters" are perfect beginner h ills gentle and wide open. Launch 360° from any point on the hill up to 1200'. New students get up to 15 flights per day. Advanced pilots get practice kiting and top landing. The other sites include the Red Rocks of Sedona, 15 mile ridges & 3600' mountains. Just two hours north of Phoenix you may also enjoy the Grand Canyon and cheap motels (under $20). I love to fly and have great fun teaching! I specialize in small classes, up to a maximum of 4 new students at a time, which puts you on the fast track to soaring. Comprehensive ground schooling with videos, meterology and simulator training. Motorized back pack lessons are also available. I carry almost every brand of equipment, specializing in Edel .
by Andre Bucher
Extreme dune soaring in Namibia. Unique, original soundtrack. Surrealistic. 20 min
As seen on Prime Sports. Paraglide in scenic Telluride, C Class II & Ill maneuvers. 50 min. tr)f,g 4fE
Classes start at $160.00 D ixon White, Class III Tandem Instructor. CALL FOR MORE D ETAILS OR A BROCHURE.
Dixon White, Thermax Paragliding (602) 526-4579 1500 E. Cedar #10; Flagstaff, AZ 86004
il~-Yif~ N-J~, FOf~4T ONLY/
Add $4 s/h for 1-2 videos, $5 ;lh tol3-4 videos MCNisa gladly accepted. Int'/ s/h will va,y.
PO Box8300 Colorado Springs CO 1Q) 632-8300 fax (719)
R
LI I
A Pilot's Training Manual
~
'-%2'
~
•~•~GU~N~
"p;1orsj'"9
$19.95
\~
~-
~~~~
2000 Copies Sold Revised 4th Edition 140 Pages 62 Illustrations Skills, 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
II flt tt
' 0
by Dennis Pagen
Monitor changing wind conditions. Responsive to slightest variation in wind velocity.
AIRSPEED INDICATOR Use with optional paraglider mounting bracket. Maximize your performance and skill. RUGGED-Molded of super tough LEXAN"' resin, Stainless steel rod, ACCURATE- Calibration traceable to National Institute of Standards and Technology,
Specify: 0 to 30 mph, or O to 50 km/h Airspeed Indicator: $23.50 Paraglider Bracket: $6.50 -SATISFACTION GUARANTEEDHALL BROTHERS P.O. BOX 1010-P" MORGAN, UTAH 84050 USA. Mastercard" Visa® CO. D. Phone:(801 )829-3232 Fax:(801 )829-6349
!!!The best way
illlto improveu .. l ;I PARAGLIDING
l FllGHT-$19.95 The most widely used training manual, full of advice. 208 pages, 170 photos and illustrations
it ...... and to befriend
!i!lthe air! i[!~ UNDERSTANDING
UNDFR<,TANDlNG
THE SKY
:ii THE SKY-$19.95 The best guide to large and small scale weather effects. 288 pages, 270 photos and illustrations Send total for books plus $1.95 shipping to: Sport Aviation Publications Dept BP, PO Box 101, Mingoville, PA 16856
PARAGLIDING, THE MAGAZINE• PAGE 49
CLASSIFIEDS STEREO VARIO $100.
ITV NUNKI 100
Hey Big Guys
The Best Pilot's fly with 2 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. Cigarette lighter charger, nicad battery. $ JOO.new V/MC call Todd 303 449-7351
10 hours, pristine condition. At harness w/backprotector, Bell helmet, alt./vario, tandem size AIR reserve never used. Broyles/Yamaha static winch with tension gauge and 3000' spectra. Will sell all or part. Call Fred U. at 904 767-5767 or email to fredu@america.com.
Inferno 25, 200 -255 lbs. Good shape, stable and safe glider. Also great for paramotor. Asking $1500. obo. Call Chris 619 274-0678
UPJAZZ23 Great learning glider for small pilot 110 143 lbs. Brand new lines, low hours, very good condition, $1400. Call Shari at 818 354-7280
AIRWAVE VOODOO II 26 Intermediate glider, low hours, still crispy. WI split A's $1900. obo. Call Joanna415 359-7666
ITV Nunkie 94
CHALLENGERC.25
Practically new glider, super performance intermediate, 11 A's I B Hot pink mylar sail with Sup Air harness $1950. Also ITV reserve (large) $700. Call Claudia 503 582 1467
WI split A's, speed risers- less than 20 hrs. $1495. Bob 714 495-8051
Edel Super Space 25 Brand NEW (0 hrs) 70-90kg pilot weight. Turquoise, with or without harness, price negotiable, incl. pack. 416 654-6134
STOLEN AT ASPEN Oct. 9 New Edel hero harness and Sky angel reserve. Any info. please call collect, Lee 303 925-9102
Paratech P-4 26 m2 with bag, harness and speed system. 16 months old, low hours, very clean. Orange, Adv./ Intermediate wing. $1900. Call Andrew 503 757-0504
ATMirage25 Intermediate glider in excellent condition, only 16.5 hours. For pilot weight 132- 176 lbs. $2,200 obo. Steven 619 384-4715
Pro Designs Corrado 13 w/harness and helmet. Only used once. Will sacrifice for $2000. 415 928-1375
APCO SUPRA.33 Almost New less than 20 hours, for advanced pilots $1495. Call Bob 714 495-8051
NOVA Sphinx 30.6m 28m projected, less than 20 hours. Custom colors, trim system w/ speed bar. Full competition set-up. $2500. Call Greg 714 754-7041
'92 ITV Atix 31m 28m projected, trim system w/speed bar. Very good condition $1000. Call Greg 714 754-7041
'94 Pro Design Compact 30m 27.6m projected NEW GLIDER $2200. Call Greg 714 754-7041
'94 Hanwag Flying Beots size 9 1/2 mens USA less than I month new - great shape $100. Call Greg 714 754-7041
Rainbow26 30 hours Great shape Priced to sell. Call Frank 208 654-2615
Great Deal!
Edel Stardust 24
Wills Wing 125 w/ deluxe harness- royal blue and turquoise, 22 gore reserve, hook knife, stuff bag, pack, camel back, wind meter and helmet. Just bought, less than I hour airtime. Immaculate condition, New cost $4,375. will sell for $2,500. Call Damon I 800 676-1339
w/ deluxe harness and back support. Under 15 hours exc. cond. $2100. obo. 1800832 6807 leave message for Brian
Complete flying rig Stellar 27, 40 hours total time. Xlnt cond. $1500. PLUS: Vonblon Champion 34m2 reserve, never thrown, Panormic helmet, UP Harness. All this with the purchase of the wing. CAI Joseph Barber 206 3288242 or email; 76136.556 @compuserve.com PAGE 50 • PARAGLIDING MAGAZINE
AirTek Image 23m Student/Class I glider. 50 hours. Pilot weight 110 -154lbs. w/accelerator. Good shape.$900. Call Tom 801 359-4709
Firebird Apache 26 w/speed system, 65 logged hours, good condition $1700. Tracie 307 739-8620
1994 AT Mirage 27 w/speed system, less than 10 hours, like new condition. $2300. Call Dennis 307 733 1494
Sphinx26:D DHV version 160 -200 lbs. hook in weight. Excellent condition, ultimate in performance/ stability. $2000. or trade for Big One. 303 963-9499
PagoJetM4 Less than 2 hours TT.Comes w/3 blade prop, alu. box and flight Design A3 -26 glider. $10,000 value for $6950. Rick 516 584-5770
Wills Wing.121 Very stable, flys great. 50 hours,w/ WW harness /speed system included. Recent inspection w/line upgrades. Split A's. Exe. cond. Sacrifice at $1050. 207 883-4238
ITV Asteropes Excellent school or beginner gliders, also work well for paramotors. 5 to choose from first come first pick! All w/SupAir harness' very little use, can't beat the price $1850. call Claudia for details 503 582-1467
ITV Saphir Must Absolutely excellent condition, rarely flown. Pilot wt. 115 - 140 lbs. mylar top. Make offer 619 753-2664
Edel Super Space 25 with soar harness. Excellent condition, 25 hours airtime. $2300 obo. Dale 406 728-2876
Edel ZX2S Less than 10 hrs. $1200. Dave 303 277-9857
CLASSIFIED AD $10. EACH ITEM ADVERTISED (PLEASE SEND MONEY \lj/lTH AD)
PARAGLIDING the MAGAZINE 8901 Rogue River Hwy. Grants Pass, OR 97527
Paraglidinf? Magadne makes no warranties or representations and assumes no liabilities concerning the validity of any advice, claims, ophiions, or recommendations expressed herein. All individuals relying upon the material do so at their own risk. When purchasinR a used ,:lider, be advised to carefully check it's condition for air worthiness. If in doubt many paraf?liding businesses will be happy to give an ohjective opinion ahout the condition <d the equipment that is appropriate for the ski/I level or rating. New pilots should seek professional instruction from a USHGA cerflfied instructor.
DEALERS AND SCHOOLS CLASSIFIED ADS SKYWINGS
New PIiots Video
The official monthly magazine of the British HG and PG Association. For subscription information phone 011 44 53 36 11 23 or write to Skywings I BHPA; The Old Schoolroom, Loughbrough Rd. /Leicester LE45PJ England
Super new video from Touching Cloudbase author Ian Currer. Takes you through an overview of paragliding lessons, to specific ground schools on aerodynamics and micro-meterology. A great compliment to your lessons. Nicely filmed on England's rolling hills, and cliffs. $39.50 + $2.90 1st Class postage. Visa /MC or check to Paragliding Magazine
UlTRAllGHT AIRCRAFT New publication ULTRA FLIGHT magazine has plenty of information, pictures and stories on this exciting sport. Buy, sell,trade, fixed wing, powered parachutes, hang gliders, rotor craft, balloons, blimps, sailplanes and kit built aircraft. Sample issue $3.00 Annual subscription $36. Introductory offer of only $24. Ultra Flight Magazine; 12545 70th Street North; Largo, FL 34643-3025
Back Issues Get 'em while they are still available! We are selling boxed sets of all back issues that are available. Get 15 for $45. price includes UPS. Call in your order today, Visa/MC accepted, (503) 582-1467 or send check or money order to;
Paragliding Magazine 8901 Rogue River Hwy. Grants Pass, OR 97527
New Pilots Issue 'This annual magazine contains articles, info, and stories geared for students, or anyone interested in learning more about paragliding. Incl. 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; 8901 Rogue River Hwy. Grants Pass, OR 97527
CLOUD CHARTS Your guide to the sky! Full size, full color poster. Looks great at home or office. Order through Paragliding Magazine $12.50 incl. 2nd day Air mail Visa /MC orders call 503 582 1467
PERCHE Graffitty DHV l -2: Bliss DHV 2; Aeroligic DHV 2-3; Dynamic ACPUL harness: Fashion sport, Perfect Click, Tigra, w/kevlar "Protector". 'Chutes, helmets, flight suits, more. Dealers welcome. Ikaros Sport Aviation Ph./fax 718 7777000
Ikaros Sport Aviation in New York, is seeking USHGA Certified paragliding instructors. Call Steve 718 777-7000
Winter Sale
DEALERS, SCHOOLS Do you have any JJSed, new, or demo equip• ment you w1mt to sell? Try our new Dealer pages in classified, It only costs .SO¢ a word and over 3000 people read it. Send ad and $$$ to Claudia at 8901 Rogue River Hwy. Grants Pass, OR 97527
Super Space, Stellars, Challengers, F.D. B2s, Rainbow, Sigma II, Sphinx, Phocus, Philou, Wills Wing $900. Excaliburs $495. Tandem Space $900. Tel/fax 909 654-8559
IFOJR §ATLJE Aero 24 ................. 145-180 lbs .......... $750 Corvette 22,25 ....... 135-185 lbs .......... $775 Image 27 ............... 165-210 lbs .......... $800 Apollo 22, 24 ........ 100-185 lbs .......... $900 Diablo 22, 25 ........ 155-200 lbs ........ $1000 Birdy 29 ................. 160-240 lbs ........ $1050 Athena 29 ............... 150-250 lbs ........ $1150 Malibu 26 .............. 155-210 lbs ....... $1175 Espace 33 ............... 265-400 lbs ....... $1200 Space 22, 24 .......... 100-175 lbs ....... $1475 ZX Racer 23 ........... 110-160 lbs ....... $1600 Ritmo 27,29,31 ...... 130-264 lbs ....... $2000 Reserves$385+ Vario/alts$300+ Helmets-$49+ Airmics$125, Back Protectors- $85. 100% guaranteed.
NAS EDEL 6R5
Kentuckiana Soaring has the best prices on flying gear.
COlLOJR.AlDO lPAJR.AGlLITlDITNG "Safety is our profession, quality our promise" since 1986
All ham radios available with MARS/CAP mods ............. warrantied
Nothing more need be VARIOS Ball M-19damo ................. $393.00 said, but we've got all Aircotec Piccolo demo ....... 354.00 this space, so we Afro-Cirrus ... ... we will beat any price' Brauniger.............................. Ca// may as well Flytec................... Call with your best Davron .................. 'llbealit! prove it. Tangent Computer. ....... Ca// It's worth your while in savings to call. nYou show us yours, we'll show you ours.n V ...........a.. ,-B...:-n<!:!i ~l~Nc:::11 c:;.@
Scaring
425 Taggart Avenue
Tel: 303/ 278-9566 Fax: 303/ 750-3226
RADIOS Yaesu FT411 .......... $305.00 Yaesu FT41B ....... ................ 275. 00 Yaesu FT11R-5W.................. 305.00 Icom ............... .tao many ta list. .. Call Alinco oJ1BOh-5W... ............. 259.00 Kenwood TH28~ ........ 329.95 KenwoodrH22.~ ........ 289.95 50Wmobiles .............. from 329.00
. Clarksville IN 47129
812/288-7111 Fax 812/284-4115 Send SASE for current sale flyer showing even more products.
• Within reason, of course
MORE ELECT Flightmate Pro GP with full accessories.... .. .. $759.95 Avocet flight watch.Best price anywhere Including shipping!................. $119. 95 PTT finger switch .................. .. 89.00
ANTENNAS
1/4 wave duck...... $14.95 5/8waveduck...... 17.95 5/8 wave telescaping20.95 5/8wavemagmount... 38.95
~
M1sc1:LLANEous ealer:NAS PG's... EdelAccessaries ook Kmfe(thegoodoneJ$14.95
nesses: ... HighEne'llf... CG1000
1/4" braidedpoly/ine ...... :t,35/1000' Masonrelease .................... $47.00 Helmets: ....... Reflex..Panoramic... Lee Airspeed Indicator: .... Wind Advisory And so much more.. .
PARAGLIDING MAGAZINE• PAGE 51
USHGA MERCHANDISE ORDER FORM USHGA LOGO APPAREL
Price Qty
TOTAL
BARBARIAN RUGBY JERSEYS Super heavyweight, 100% cotton. USHGA logo embroidered. Bold 4" ash/navy/purple/green striped. Long sleeved. TRADITIONAL COLLAR or MOCK TURTLE. Sizes: Med large XL (XXL $45.95) ........ $39.95 COLLEGIATE SWEATSHIRT Super Heavyweight 11 oz., 95% cotton. USHGA logo design. Cross-weave with side gussets. Three colors on ash. Sizes: Med Large XL . . . . . . . . . . . . $34.95 COLLEGIATE SWEATPANTS Side pockets, drawstring/elastic waistband.Sizes: M, L, XL $29.95
$ _ __ $ _ __ $ _ __
"'''""SWEATSHIRT/SWEATPANTS SPECIAL $60.00"'"'"' GOLF SHIRTS Colorfully USHGA logo embroidered, 100% combed cotton, vented long tail. Colors: White, Red, Navy, Jade, Yellow, Black. Sizes: Med LG XL (XXL white, navy & jade) $24.95 "NEW TOPO PG T SHIRT Colorful back design on white T. Sizes: Med Large XL . . . . $15.00 "NEW SHARE THE AIR T SHIRT Front HG/PG design, blue teal T. Sizes: Med Large XL $15.00 "NEW THERMAL PG T SHIRT Colorful front design on purple T. Sizes: Med Large XL $15.00
$ _ __ $_ $___
PARAGLIDING: A PILOT'S TRAINING MANUAL By Wllls Wlng. Covers all aspects. . $19.95 ALPHA FLIGHT By Mark Wright. Covers all aspects of the sport. . .................. $19.95 ...... $19.95
$_ _ $ _ __ $_ __
. ................ $19.95 . . . . . . . . . $15.00 FEDERAL AVIATION REGULATIONS Covering fed. regulations for all types of aviation. . . $8.95 USHGA DELUXE LOG BOOK 72 pages. Larger format than regular log book. . . . . . . . $4.95 USHGA X-C LOG BOOK 64 pages. Plenty of room to expound on your flights. . . . . . . . $3.95 USHGA FLIGHT LOG BOOK 40 pages. The Official USHGA flight log book. . . . . . . . . . $2.95 USHGA PG CERTIFICATION BOOKLET Document your skill level sign-offs. . . . . . . . . $1.95
$_ __ $_ __ $ _ __ $_ __ $_ __ $_ _ $_ _
UNDERSTANDING THE SKY By Dennis Pagen. THE most complete book on micrometeorlogy. A must for all pilots, plenty of illustrations & photos.
RECORD ATTEMPT KIT All forms needed for Nat'I & World record attempts.
VIDEOS PARAGLIDE: THE MOVIE Rock-N-Roll at the World Paragliding Championships at the rowdy Owens Valley, CA. Professionally filmed and edited. Action packed 40 min. . .... $39.95 FLAMENCO DUNE Special 20 min. version. Extreme dune soaring in Namibia. Professionally filmed and edited. Unique, original soundtrack. . ...................... $19.95 DAREDEVIL FLYER Ill Join the Wllls Wlng gang paragliding scenic Telluride CO. 50 min. $24.95
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MISCELLANEOUS PG MAGAZINE COLLECTOR BINDER Gold foil embossed, holds 12 issues ......... $9.00 "I'd Rather Be Paragliding" License plate frame. Chrome plated .................. $6.50 USHGA LOGO SEW-ON EMBLEM Original 3" circular sew-on emblem. . ........... $1.50 USHGA LOGO DECAL Original 3" circular sticker. . ........................... $.50 USHGA WINDSOK™ Ripstop nylon, 5'4" long, 11" throat. Pink/Yellow or Pink/White striped. $39.95
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PAYMENT must be with your order. FOREIGN orders must be in US FUNDS drawn on a US BANK!
CHARGE MY CREDIT CARD VISA or MASTERCARD (circle one) acct#_________exp. _ __ Signature_
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
$
COLORADO RESIDENTS add 3% TAX
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SHIPPING (see chart)
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TOTAL ENCLOSED
$
SHIP TO: {Street address if possible) NAME._ _ _ _ _ _ _ _ _ _ _._____________________ USHGA#_ _ _ _ _ _ _ _ __ CITY/STATE/ZIP_ _._ _ ., _ _ _ __
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UNITED STATES HANG GLIDING ASSN. P.O. BOX 8300 COLORADO SPRINGS, CO 80933-8300 (719) 632-8300
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BOOKS PARAGLIDING FLIGHT-WALKING ON AIR By Dennis Pagen. Covers all aspects
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FAX (719) 632-6417
For high performance and competition, we have designed the For its qualities of speed and sink rate the is already cla sified among serious pilots as a top level wing !
TREKKING USA
303/278-9566
PANORAMIC
USED CANOPY BUY BACK PROGRAM * Trade in that old canopy; buy a brand new MIURA.
No other requirements. BUY A NEW MIURA; TRADE IN YOUR
1994 Canopy get $1500! 1993 Ca nopy get $1200! 1992 Ca nopy get $1000! 1991 Ca nopy get $800! All previous; years;: $700 ouy oack va lue.
MIURA has a c hieved 8+ g lide ratio in tests, comes standard with Tejin 8.0 oz mylar laminat ed upper surfa ce, Porch er M a rine lowe r surface 6.6oz, trilam L. E. o pening s, deluxe expandable ru cksa ck, stuff bag, Full one Year warra nty & NA S support. Sizes : 25,28 ,31,33 sq / m .
THE #1 FULL FACE HELMET SOLD WORLWIDE The 1st helmet designed specifically for Paragliding and Hang gliding and unlike other helmets is built with all smooth trim to reduce dra g and prevent wire and line snags. Constru cted of
polyester polymer and reinforced with chop fiber, it is strong but lightweight. The PANORAMIC is lined with high impact foam and brushed polyester fabric for a comfortable fit.
ST! LL $14 9 '""JOC' ,o ==
Don't settle for a copy, buy the original Panoramic helmet today! WT. 21 OZ. Sizes: S, M, L, XL .
TREKKING i,; a divi,;ion of NAS Di,;tr iouting, Inc.
'Safety is our profession, quality our promise'
(303) 278-9566 or Fax: 303/750-3226
3 0 3 / 278 -956 6 OR FAX: 3 0 3 /75 0 -3 226
Alway5 the be5t , A lway 5 NAS
.rt th=.~·rmaZ $i5 eac,i .,,,r, Medium large Xlarge
•$3 s/J, (i-3 sJ,Hs) *$4.50 (4+ sJ,irfs) USA Ii Canada will vary. Fax us!
shar=.~· th=.~· air lJSAGA T's PO Box 8300 Colorado Spring-s CO 80933 m9) 632-8300 fax 632-64i7
The Mirage is Available In 4 Sizes and Colors. Mirage 27 with Blue/Magenta Shown Above. Mirage 23 Blue/Aqua
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Mirage 25 Blue/Violet
Mirage 30 Blue/Yellow
"Where before, there was just no CONTEST ..." • The new advanced glider from PRO-DESIGN • For cross country flight •
~EST PRO-DESIGN USA Shasta Air, Inc. 2608 Hartnell Ave. #6 Redding, CA 96002 Phone: (916) 222-4606 Fax: (916) 222-4640 PRO-DESIGN SINCE 1986 · PARAGLIDERS ·HARNESSES· RESCUE SYSTEMS