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LE OF CONTENTS
FEATURES:
Vol. 6 #2
March I April '95 6.
1000 Kilometers in paragliders
by Laurence Stein
World Records in Chile
10.
Papalotes
by Jose Hayler
Pre PWCA in Mexico
12. 13. SKYFLOA TING : Rob Kells ca tches up 011 his reading while Skyfloating in a Wills Wing Fa lcon. In the Alps and the hills of So. Cali fo rnia, a new sport is being born . Skyfloating utilizes a specially designed spreader bar and a paragliding harness to suspend the pilot inside the control bar. Skyfloating is paragliding with increased stability in dynamic conditions. Skyfloati11 g is hang gli ding with more comfo rt, more fun , less anx iety & hassel.
Stairway to Heaven
by Kevin Ault
14.
Cross Hands Reverse Launch
by Dennis Trott
24.
Hurling paragliding Cuisine
by David Frank
Confessions of Cnef Papa Tuna
Flavor of the month ...
by Wade Maurer
Big Black Attack
Published Six Times Per Year
Overseas Correspondents
by Scott Maclowry & Cameron Brooks
Climbing and Flying Mt. Baker, Canada
27. Publisher - Fred Stockwell Art Director - Fred Stockwell Editor - Claudia Stockwell Editorial Assistance - Shari Asplund
Telluride, CO 22nd Airmen's Rendezvous
28.
34.
Glider Reviews
by Bob Schick & Ken Baier
Over the Rainbow
by Peter Kloepfer
Flying the Front Range, CO.
Philippe Renaudin - France/US Vincene & Willi Muller - Canada Ian Currer - Great Britain James Brown - Japan
Departments:
Vol. 6 #2
U.S. Correspondents Jan Al a - Ken Baier - Alan Chuculate Mike Eberl e - Bob Schick
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5.
1995 Calendar
9.
Flight Lines
18.
News & Noteworthy
36.
Competition Comments
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USHGA Ratings I News
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Paragliding Schools
48.
Classified Ads NEXT DEADLINE: Aprll 17 for Vol. 6 #3
ng agazme 1s pu fished for members of the paragliding community as well as other interested parties. It is the official publication or the n ion (USHGA) news for paragliding . Contributions are welcome however, Paragliding Magazine reserves the right to edit any contributions. Further, Iha ilght to edtt any advertising which may be deemed objectionable or damaging to publication by the staff of the association. The magazine and the assoclallolt J.!ISPOnslbility for the contents of any published articles, advertising or for the opinions of its contributors. ill Invited to contribute articles, photos and illustrations concerning parag liding activities. If the material is to be returned a stamped self addressed return emi< It you wish us to keep the material on file please send duplicates . Notification must be made of submission to other paragliding publications. Absolutely no photos or other published materials of the magazine may be reproduced in any manner without the express written permission of the publisher. :1993 PARAGLIDING PUBLICATIONS INC. All rights reserved .
PARAGLIDING MAGAZINE ..PAGE 3
The Mirage is Available in 4 Sizes and Colors. Mirage 27 with Blue/Magenta Shown Above. Mirage 23 Blue/Aqua
Mirage 25 BlueNlolet
Mirage 30 Blue/Yellow
vents •
MAIRCCIBh 25-26-Tandem Paragliding Clinic At Adventure Spmts Carson City, Nevada (702) 883-7070
26 (1 day) Resenre Chute Clinic Paragliding and Hang gliding 8 hour clinic $35. Simulator practice, lecture, packing. Call Chandelle 415 454-3464
5-6-7 Maneuvers Clinic at Lake Mojave, Nevada near Las Vegas, Administrators Ken Baier/ Alan Chuculate. A great way to learn about your new glider! Contact Ai1junkies 6 l 9/753-2664
10-1.1
Tandem Clink Utah
Administrator Fred Stockwell, reservations required space is limited. Contact The Soaring Center 801 576-6460.
29 th - Anril 3rd The World ExtremeSki Championships
11 Resenre Repack (1 day )
(Alaskan Airwalkers Fly-in)
Contact The Som·ing Center 801 576-6460.
Thompson Pass, near Valdez great !1ying ! for more info call Golden Eagle PG 907 563-IFLY.
10-11 Southwind Thermal X/C clinic Utah Fly with BOB Schick and Chris
' I
"
Paraglider pilot's come join us for Colorado's oldest foot launched i1ying festival. Class I +IO hrs. minimum for am flying. Class l +25 hrs. min. and sponsor for pm flying.Class lI +40 hrs min.and sponsor for for midday. Foreign pilots must have equivalent ratings, all pilots must be USHGA. Festival features World Aerobatic HG Chmnpionships. Entty fee $95. Call Scott for info. 303/7284098
23 - 25 Southwind Thermal and X/C Clinic Call BOB Schick 801/783-8188 24 - 25 23rd Annual Cochrane Meet, Cochrane, Alberta, Canada. For hang glider and paraglider pilots. Contact Vincene Muller at 403/ 932-6760 for more information.
AIFIRIIL~ 8 - 16 -2nd Annual SUPER CLINIC
Santacroce in the beautiful Wasatch mountains. Call 801/783-8188
& Whiskeytown Paragliding Festival The Ultimate Spring Paragliding Camp Clinics for beginners to ex pert flyers covering all aspects of the spmt. $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
12-13-14 Paragliding I.C.P. Administrators Fred & Claudia Stockwell, rescrva tions required space is limited. (AH pmticipants must meet ctuTcnt requirements). Contact The Soaring Center 801 576-6460.
13 - 17 Bassano del Grappa Vicenza Italy
Fly with Ken Baier on a Thermal, XC and convergence clinic. Get ready to get high & go far! 619/7532664
1 - 4 Southwind Soaring Clinic, Ufali: For more info call BOB Schick 801/ 783-
16-21 So. Cai. Para XC Elsinore
20 - 24 Midnight Sun Fly-in
USHGA sanction applied for, Elsinore XC w/ dinner at Csaba's and at-shirt all for $150. Limit 30 pilots, send money get info pkt. first come ... Make check payable to SCPXC; 29120 Melby Dr.; Lake Elsinore, CA 92532 or call days; 909/674-8844 ( Mitch)
The Arctic Ai,walkers m·e hosting this fly-in at two excellent sites near Anchorage, Hatcher's Pass and Alyeska Ski Resort. Contact Bruce or Tammi for infmmation and registration mate1ials, 907/563-IFLY
Paragliding 6th International Flight Meeting at Montegrappa also at this time will be a Hang gliding and Ultra light Motors Meet lleld concurrently.
20 - 21 Tandem Clinic, Redding, For more info or lo reserve a space call l800YATES 16
20- 23 2nd Annual UP Sports at Torrey Pines Hang Gliding and Paragliding World Invitational HG m1d or PG pilots from around the world arc invited to the Arr Races at TmTey Pines. April 20 - 21st will be practice days, and the final rounds will be held Ap1il 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 equivalent to above ratings and USHGA membership. For more info and updates call (619) 452-3202.
10-14 Elsinore warm-up
28-30 Southwind Soaring Clinic For more info call BOB Schick - 801 783-8188
29-30 Soaring Clinic Utah
Chelan- Washinglon. Competition Practice clays are June 29 and 30. Contact Paragliding Promotions Inc. 206/628-6937
8188
21 - 24 Southwind Thermal and X/C Clinic Call BOB Schick 801/783-8188
A1I.lfrG1JJ~1I'
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.
403/ 256-3039 or Willi Muller 403/ 932-6760.
2i - 29 4th Annual Cobble Hill Paragliding Spectacular.
11- 13 Clinic
Fun and flying includes a pylon race, spot landing contest, duration aloft and XC competition. I st prize $500. 2nd prize $250. 3rd prize $100. EntJy Fee $35. includes a T-shi11. for more info call Rick Sharp 1 800-PARAFL Y.
Call BOB Schick 801/783-8188
~ 5-6-i 1995 Canadian National Paragliding Championships. Contact Randy Parkin
Southwind Soaring
25 - 27 Southwind Thermal and X/C Clinic Call BOB Schick 801/783-8188 AILES DE K '95 TRIPS Alpine Marine Flying Adventures
Fly-in, Lakeview Oregon.
Entry Fee $5.00 that's all! with all the money going to the Parks Dept. This is one of the best sites in the west. Possibly the site of the '96 or '97 Nationals. Camping at Lakeview or Summer Lake. Call 415/ 868-1330
Contact The Soaring Center 80 I 576-6460 to reserve a spot.
9 - 11 Southwind Soaring Clinic
MAW~ 5-6-7 Thermal Clinic
19 - 25 22nd Annual Telluride Airmens Rendezvous
The Soaring Center 801 576-6460 to reserve a spot.
National Championships & Fly-in
25 - 30 First Annual National ParagHding Safety Seminar, Demofest and Tirade Show.
24 - 27 lC.P. in Redding, CA For more info or to reserve a space call 1800YATES 16
JJlIJ]1W ~ 1 - 9 1995 U.S. PG
Call BOB Schick 801/783-8188
The European Alps Switzerland I France July - August '95
PWCA Meet Dates for more info call Joe Hayler, General Secretary Tel: 44/732 36 34 35 Feltre, Italy APRIL 24 - 30 Pre PWC Valle de Bravo, Mexico May 4-14 Zillertal, Austria JUNE 4 - 10 Pre PWC Granada, Spain June 7 - 10 Piedrahita, Spain JULY 15 - 21 Gstaad, Switzerland AUGUST 14 - 20 St. Andre, France SEPTEMBER 4 - 10 Pre PWC Linzhou,China Sept. 14-20 PARAGLIDING, THE MAGAZINE• PAGE 5
~tl~rr~ fl.m ]J)i RECORD FLIGHTS p;ilocts, 1 American, 1 British, 1 French, 1 Swiss, 2 w ou lay out your wing, inspect the lines and make sure you're suitably hooked into your harness. You lean, balance, start to run. You're grunting with a smile. Inflation! Then the aerodynamics lift you out, but always going down, down, down ... unless you encounter upward drafts of air, such as ... thermals ... Then your wing dips forward as it is sucked into the column of air and you must turn sharply to remain within it. The acceleration of air is all around you and you dance into the micro-currents, trying to center the lift, it's like a drain moving upwards. It's rough and tumble and you ride the rodeo to the top, which is normally a small cotton like cumulus sitting a few hundred feet over your head. Rolling down rutted Route One along the South Pacific to the melodic tunes of Jimmy Cliff will be forever the greatest memory of this most recent voyage to Chile. Christian Faure must have known something that we didn't. He had other tapes, but only one was brought along in the car. This way, by listening over and over again, to the same tunes, in our groggy, spent state after 5-7 hours flying, we would forever embrace these memories for the rest of our life any time Jimmy came into our heads. I was traveling with Christian, Antoine Haincourt and Kat Thurston and I'm sure we all remember the words as we shook down Rte. I every day at dusk: 'You can get it if you really want, if you try, try, try, try .. .'Well, sufficient theme song for a paragliding trip to Chile, I thought . As the truck comes to a halt at the Duana, we need to get out and show our faces to the interior customs control. We're on our way back to Tocopilla, a small mining town of 25,000, where we have made our camp for the duration of this infernal voyage. I don't look much forward, as I continue to relive each leg of the flight. Despite the dirt road, everyone is silent, reflective. We have been flying several days now an average of 5 - 6 hours a day along this incomparable Northern Coast of Chile. We have already a few records behind us, and each one of us is convinced there is more to come. Our journey after the flight is long, but the hours during our stay in exciting Tocopilla are longer. Besides the pool hall, which could have come off a Hollywood set of the wild west, there is nothing to see or do there. That's NOTHING. Talk about focus, well, we had it! Tocopilla lies on the S. Pacific, but all the real estate is occupied by mining refineries, shipping yards and the almighty fishmeal factory with 400 acres of packaged fishmeal, whose aroma destroys one's olfactory cells whenever the wind veers to the north. Whoever forgot to firmly close their window in the car as we rolled past it each morning became the victim to 40 lashes with a belt, had to take off first in the morning and change all the flat tires. One thing struck us early; the designers of this set up must have had so much reliance on the S- SW wind in order to dare to build such a monstrosity a mere 2 km north of a large town. Anyway no diversion, no disco, no movies, no weekend market, no church, no ancient frescos, no museum. Except for 100 meters of beach where the surf funneled in between two gigantic boul-
PAGE 6 • PARAGLIDING MAGAZINE
ders, we couldn't even sunbathe. That's not forgetting we did have 300 km of the purest most wonderful beaches imaginable to explore. Each day, from the air and listening to Jimmy in the car, I noted the best ones. Christian was mesmerized by the long tubes of unexplored surf. You couldn't imagine a barer landscape anywhere, so vivid and clear, yet so void of clues. endless sand, rock, sand, rock,and only a stiff cactus here and there. Birds were our only sign of life. And yet this landscape is so accommodating to our sport. Large 10 km bowls, long straight stretches, 45'off the prevailing wind!, soft dunes, escapable rotor (that is we always found the rotor didn't bring us down to the ground, as it was always met by the sea breeze), and endless repetition of the same thing. That is why the following story was able to take place. To fly this magic rhythm is something else - the white then the red dunes, the views over the back, the long welcoming bowls, the lovely transitions and the ever present pacific. All for 300 kilometers. And that's why ... When Antoine Haincourt and I broke the tandem record on the fourth day into our trip, we felt somehow disappointed.We were forced to land after 127 km because the Chilean army was firing rockets Toccopilla,Chilc into the hillside and missing their targets, 1OOm diameter circles built from white painted rocks! Missing terribly. It was perhaps not so much the fact that they weren't supposed to be practicing this day at all, as it was that they were bad! (We had a written command from the colonel as to which days their exercises would be taking place. Obviously South America these were 'secret' exercises.) We went on a three kilometer glide and landed safely by the roadside, still far enough for a warm up record. It was frustrating, for the conditions were magic and we were in fine form. Oh well, while waiting for our pick-up we watched the delectable row of white fluffies that led into the horizon as far as we could see. The Colonel did get some things right, however and Kat found the day to put in a full 180 km flight, declarations, photos and all. That's the new women's Open Distance record. That same day I hung back with Antoine after I saw him go into two or three consecutive flat spins. After he landed safely he found that his harness had been damaged in the rear of our pick-up the day before. The forty-five minutes I gave was the difference between 150 km and 180 km! We weren't to have another day like it. But that's alright. In total Kat and I flew, in two weeks, each of us, more than 1000 km! Including the tandem flight, I managed 6 flights of more than 120 km with one being 165 km. Antoine and Christian, on the final day, flew together on a Space Tandem, without an accelerator or trim, for an inspirational 145 km. Holy Moly, that was a good one, with several low points, blue thermals, with thermals, brown thermals, twisters, high winds and the lot.
the flying not so free as in France! But we wanted it all to be in place, so we clearly explained our objectives in advance. We learned about the military zones and the zones to fly around the airport at kilometer 150. All this was being done by Antoine and Christian, as we checked into our hotel at Antafagosta and headed out to the little beach known as La Portada, an 80 meter vertical wall sporting a 30-50 km sea breeze. Our rent-a-Chevy came five hours late, but at least it did come and along with it the newly appointed FAI driver.
llf ~ N Rough conditions were in the cards for this trip. Strong winds. Powerful thermals. Low ceilings. The Army. It was enough to make one think South America wasn't letting us down. Kat Thurston, the British representative of our group, was flying full tilt all summer and ready for action. Antoine, launching a new company, had his mind tightly focused on the record. And Christian Faure, fresh from a romp in Brazil, brought with him the glazed memories of long days of beaches and oiled bodies. Antoine, Christian and our hired driver were all FAI judges. This way, Christian and Antoine had the option to fly together in an all out effort to extend the tandem record further. Kat had arrived in Santiago before us and had sussed out two or three amazing sites before we had even arrived. Nonetheless, she had no idea what waited for her in the North. Having visited it last year, I certainly did. And we had had some success last year too: I flew 135 km on an Edel Space, and Antoine did an unofficial 140 km bi-place as well. It was this flight we had the hopes of repeating and even extending. Thanks to Edel and Flytec for helping. We just had to close our eyes and ride that dessert rodeo. Obtaining a cheap early morning ticket in Santiago, Kat and I took the plane to the North, while the other guys completed yet another official meeting with the Chilean FAI. The bureaucracy is fanatical there, and
It took a lot of effort to take off on the flat bluff but once in the air, all the rest was butter. The wind had a long smooth ocean crossing. or so we thought! Another flyer who by chance was there on the same day unfortunately broke his wrist upon landing untidily in a 45km/h gust. So much for smooth winds with 2000 miles of unbroken ocean before you! Kat and I flew without event, roaming the coast line for 15 or 20 kilometers, waiting for Christian and Antoine's plane to arrive. Up North another two hours drive, was a chain of mountains with a varied height of 300-1100 meters, extending for 400 km. The cool ocean air bumps off the Humboldt Current (the southern hemispheres antithesis to the Gulf Stream) and meets the hot layer of the driest desert in the world! Conditions from Hell! But for the moment it's a flight into the sunset, with the perfect evening before us. Despite all our assurances, four accidents were to take place during our stay in Chile (to others not with us), reminding us that a region so accommodating always reserves its subtle surprises and great caution remains in order. Christian Faure, on the very first day, along the great mountain chain of the north, after out flying all of us, landed in a very inhospitable place. He found himself being dragged 50 meters into a rock and displaced a bone in his shoulder. It would be a few days until he could accompany Antoine on the tandem. That first day found Kat and myself very dehydrated after 150 kms. We flew very slowly,
,------------------------------
I
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PARAGLIDING MAGAZINE• PAGE 7
arriving at the delicate transitions much too late, but what an inspiration for the rest of the trip. Saturday, November 26th, 11:30, Antoine takes off with Christian. No one could know if it would be a good day or bad. We never knew in advance, except when the ceiling was too low. But today, things were looking mediocre, not record inspiring; the habitual South winds were conspicuously absent. I let Kat take off and waited to help the tandem. Three hours later brought them a mere 50 km! Then it was the bitter Calote Loa, the eternal transition of more than 7 kilometers. Today conditions were super light and the ceiling tough to reach. I lead the way for the tandem, finding myself (and them a minute later!) with less than 300 meters before landing. Holy Cow!, sorry guys. It must be murder on that blasted tandem. I lock in on a thin core and spin up, up,up. On the radio I try to push Antoine. But he is super motivated and needs none of that. The Space is turning like a top, tight sharp turns and going up, up, up. Yeah, now we attack the next rough 50 km stretch. A small bluff where on the day when Kat did 180 km, I was trapped for nearly a half-hour, distresses me. It is the only spot like it on our journey. A small knoll detached from the ridge, where we must transition work up and hop over its back in order to reattach onto the main ridge. Today, it's no problem. It retreats under our feet easily. During one of our flights, I landed at this point due to fatigue, got in the car and chased Kat for another I 00 km. Conditions were so good that she never made a turn until 120 km! That's 70 km without a single turn! Shame on me. Why did I land? The views over the back, onto the great dried salt lakes, were fabulous. The desert is marked by red clay streaks, mini gorges and canyons, where, one can imagine, great rivers once ran. That day Kat did her declared distance of 150k, yet another record. And so it went on for many days. Days with lift everywhere, days without a cloud and very, very rough blue thermals. Day after day of windy rotor, where a few tough problems remained uncrackable. Some promontories stuck their noses right into the sea and created unpassable acceleration points on the very southerly days. Antoine and I, Christian and Antoine, Kat on solo, me on solo, we all lost a few days not expecting such a confluence of speedy wind around these corners. One just couldn't find ones way back onto the ridge, whether by cutting across the enormous bowls or by hugging the ridge right into or hopefully below the nasty rotor. But each day that we made it, even with a few meters to spare, the rear of the bowls were kicking up lee-side rotors as rough as I would ever, ever want to battle with. The fact with which we all agree is that, should we encounter even a portion of the conditions with which we struggled for hours here, even for 5 minutes in Chamonix, we would land immediately. And should anything in Chamonix even remotely smell like the fishmeal factory smelled, we would never fly there again ever! Meanwhile, I can see now that Antoine and Christian had decided to reach cloudbase before each and every transition because on a tandem, a low point is often a point of no return. I'm marking the way, and they're on my tail. Often however, I take my time and find myself on their tail. After 5 hours of flying it's rock and roll. The heat is upon us. Plus 6 mis is the norm and we lock on to a few +7.5 and 8 m/s. Now that's more like it! Each day we encounter these all out rough hours where the thermals don't even get time lo relax. As Christian can't pilot long due to his shoulder, I know Antoine must be burning. At 120 km, where the ridge drops and smooths, the flying changes entirely. Now it's delicate movements and patience that are called for, the last thing one generally has after 5-6 hours of turbu--
PAGE 6 • PARAGLIDING MAGAZINE
Jenee. Antoine makes the fatal error, from which he nearly doesn't succeed. He leaves the thermal too early, in front of me and against Christian's advice. It takes some magic turning to find himself in a completely Jee-side thermal, coring his way back up with closures on each side, ready to continue. For my part, a few more turns before the transition allows me to fly right over them! It's already 6 o'clock. They need to keep going. We're into a strong South wind, running right along the crest and propelling us towards our goal. The tandem lands after 6 1/2 hours of flight and with 145 km behind them. Kat has landed in the same spot, the transition not leaving a lot to chance. I lay back now, enjoying the ride. I can no longer see the tandem. It was the strangest experience of my life then, when with the force of a locomotive I was hit with the worst mangled air I have ever experienced. The wind was 30-35 km/hour south. The hill (500 meters high) was facing S.W. and in front of it were a set of wind carved dunes, also S.W. up to 200 meters high, like a series of waves coming ashore. The thermals were popping from their crevass-like gaps and I was playing right above them. I had done it several days earlier. And then something hit me that I'll never forget, closing me up, twisting the wing completely above my head, then stalling it. I lost 300 of my 650 meters and found myself just above these blasted red dunes, with my heart shivering like flames in a windy fire. I didn't think I would continue, but to land was impossible. I was behind several of the dunes and would soon be in a rotor. A saving grace arrives and I wind it up and back, back, back until I'm over the ridge again. I'm trying to get the group on the radio, but they only hear my garbled exclamations. I'm breathing hard as I get away and off to the next transition. The three of them have no clue as to what happened and cheer me on as I fly towards them. (Later Kat told me she saw a "dust" wrap past her just after landing). I make the transition just above the ground, all sand now, with just 50-100 meters to spare and regain my composure. One hour later, I'm nearly 23 km further, with the sun glowing orange. One more transition and I'm into a 10 km run along a ridge! But I'm just too late. I get a bubble, but they're even more feeble than they've been for the last hour and the conditions aren't with me. I land still pumping with adrenaline. That's been 7 1/2 hours and nearly 170 km! Ah, there is always next year. The next day is Sunday, our last day on the Coast the better flights will have to wait 'till next year. About the author; Laurence Stein is an American pilot who lives in Chamonix France. "These distances can be beaten!" "All autonomous pi lots wishing to tempt their skill can already call and reserve their vacation for Autumn '95. We are going back, along with Christian Faure, who opened these routes in Nov. '93 with a wicked 212 km flight. In effect, with the aid of our Chilean partners and the Chilean Aeronautic Federation, we will be arranging all the necessary permits, lodging and transportation. With the possibility of Official Homologation of records, if one happens to ... Well, we're going anyway. With our experience at your service why contemplate another voyage? Marvelous long nights await us with the South Pacific to the west, the wild multicolored dunes to the east and our goal fixed to the north. Starting with a departure point 75 km south of Tocopilla we can only envision lo be the first to fly 290 km. Only the autonomous pilot should apply. Feel free to call and ask away any questions you might have". 'Tm in Chamonix (really Argentiere, at the base of the Grands Montets Ski Area), at the restaurant Samoyede": 011 33 50 54 07 80.
USHGA 3 TIER RATING SYSTEM versus
SUGGESTED 4/5 TIER SYSTEM O ur current established 3 ti er pi lot rati ng system matches the AF NOR wo rld s tand a rd in g lider certifi cation actually very well. The 3 tier system is quite e laborate. easy to understand (even for hang glider pi lo ts, of w hi c h I a m o ne) a nd re fl e ct s a pi lo ts ad va nce me nt in kn ow le d ge, s kill s and ex pe ri e nc e ve ry well. Thi s s hou ld a lso eas il y a ll ow to des ig nat e s ites fo r g iven pilot skill s. A nd a site that a class II PG pil o t ca n not fl y is may be not such an ideal PG site at all. A nd in so me cases maybe local in vestment int o s it e impro ve m e nt w o u ld be m o re a ppropriat e a nd safer than another rating on paper. In my opinion we do not reall y need more ratings in between, un less more bureaucracy is desired for some reason . Or a new income source. But the membe rs hip wou ld no t be served we ll with that. With Class I. U and III PG pi lot ratings US pilots have a lready mo re ratin gs to make and tes ts to pass th an any other pilot from any other country in the world . Doesn · l that sound sufficient ? 4 I 5 hangglider pilot ratin gs a re es tab lis hed he re bu t also in vo lve far m o re pap e rwo rk a nd bureauc racy than anywhe re el se in the worl d. Therefore the HG system shou ldn ' t be the reason to create an e qua ll y in cre ase a mou nt o f p ape rwork fo r PG ra tings.
NEW AFNOR CERTIFICATION Fo r tho se of y ou w ho want to read the test fli ght program in detail. there was a detailed article pub lished by Paraglidin g M agazine in June I 994, basically-u nchanged thi s new AFNOR syste m has bee n in stalled . Apart from the test fli ghts there are Other requi rements includin g 8g load and shoc k tests. w hic h SHY has done for years anyway. The maj or Europea n parag lidin g coun tries have worked on thi s new system together and prac ti ca ll y the w hole world. except DHV of course, now works: with it. It practically is world standard . A new p a r ag l id e r ca n now be certified in any country that certifi es accordi ng to AFNOR standards and has a recognized program installed . The cen ifi cation of such a canopy will be recognized almost all over the world. DHY refu sed to join and ac knowledge an AFNOR ce11ifica 1ion at thi s time. There fore as o f the end of 1994 the DHY certificati on is no longer ac knowledged by SHY in Switzerland for instance and possibly other countries.
The AFNOR categori es were installed . so manufac turers had to make a commitment for what pilot level the canopy is intended yet leave roo m fo r max imu m improveme nt. One desired effect is to e liminate the cosme ti c poli shing of A's . s· s and C's under the old Acpu l system. Th e ca tego rie s a re ST A ND A RD (ent ry/ inte rmedi ate). PERFORMANCE (advan ced. wide perfo rma nce range. but mainly recreation al use) . COMPETITION (what th e wor d says BIPLAC E Uust fo r tandems). T h e r e quire ment s in STA..l'IDARD class are consequentl y more strin gent th a n in PERFOR M ANC E C lass. PERFORMANC E C lass th e refore has more room for p e r fo rm a nce imp rove m e nt. And agai n requirements are less stringent in COMPETITION Class to a llow for maximum perfonnance improvement. By definiti on therefore a ST AN DARD ce rti fie d ca nopy ca n not have pe rformance like a glider rated PERFORMANCE or COMPETITIO N. A PERFORM ANC E ca no py ca n be c lose but w ill not have true COMPETITION peak perfo rm ance therefore providing more stabil ity. PERFORM ANCE also is n o t a n id e al e ntr y leve l STA NDARD . A COMPETITION canopy is made fo r what the word COMPETITION says . and is not made fo r any other level. Eventuall y we will probabl y read an ad vertisement like: ' STAN DARD glider - high competi ti on pe rfo rm a nce. or C ompe titi on glide r - rated PERFORMANCE . If this was possible wi th true competition perfo rmance then a COMPETITION Cl ass was not needed in the first place. But it was. And the fac t is th at th e new A FNOR sys te m ve ry well re fl ects the state of th e an in paragliding des ig n and constructi on and what is humanl y possible. It a lso goes along quite well wi th the current USHGA pil ot rating sys te m. For a Class I pil ot a ST AND ARD glider and fo r a Class II pilot a PERFORM ANCE glider would be appro pri ate choices as a rule of thum b. A C LASS III pil ot could consider any and even a COMPETITIO N g li der. if (s) he think s s)he reall y needs it. It comes down to experience level and definiti on w hat yo u need the glider for. You won·1 fl y a ST AN D A RD g lid e r. i f you want hi ghe r perform a nce. An d likew ise yo u won·1 have a PERFORMA NCE or even a COMPETITION glider if yo u ex pec t it to be as d oci le as a STANDA RD . There is roo m for reason - and food fo r thought.
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Chri sti an Mulack Ailes De K
Dedicated to the safety and growth of Paragliding. PARAGLIDING, THE MAGAZINE• PAGE 9
Re: learns and the A nimals Dear Editor, M y nam e is V a le nt e Al ess andro , I a m 28 yea rs o ld a nd I ' m w ritin g to yo u fro m It a ly , A na ti on ce rt a inl y not kn ow n fo r her eco log ic co nsc ie nce. T he arti c le in yo ur m agaz ine titl ed "l caros an d A nim a ls in th e Wild " . ca u g ht m y atte nti o n. l have bee n fl y in g ha ng g lid e rs and parag lid e rs since 1988 a nd I mu st admit th at ofte n I have asked myself the fo llow ing question. "What am I do ing fo r animals and for nature?" It" s a simple qu estion which I fi nd d iffic ult to answer. l can say that I love nature and fl y lo be on the same wavelength as she. But it wo uld seem to me an answer abstract and a bit hypoc ritica l. I dri ve my car into the wild e nvironment, l fl y, l enj oy the incredible beauty of Nature, then l la nd , fo ld my sail and re turn to the grey c it y. Wh at animals have I distur be d ? W h a t po lluti o n h ave I caused? What have I done to help the plants and animals in their everyday fi ght for survival ? A good nothin g I respond to myself in a whisper. It co ul d be th at eve n though we fl y every weekend that we devo te time to eco logy durin g 1he
week. But in truth ... during the week between work, taxes, home, money, stress. love, hea lth, and everything else we are fi ghting the stru ggle for li fe. At the end of the week we ri ghtly want to fl y and enjoy ourse lves . lsn · t it enough to do nate some o f our do llars to WW F or Na ture con servancy, or some other ecologic organizati on? NO ! for pilots we must he pro ud of our sport and never a ll ow o urselves to be co mpared wi th say, trail motorcycl ist. Then what are we to do? We must fo llow the natu ra l fl yers exa mp le .. . w h at do th e bi rds and bees do? It's simple, they scatter seeds and pollen and by this th ey co ntribut e to th e vege ta ti o n increase. I be lieve it wo uld be suffi cient if each of us would take in hi s I her pockets a handful of seeds and scatter the m during a quite mome nt of the fli ght. I a m aware tha t my pro posa l may sound odd - but it 's si mple and cheap. Why can ' t we try to improve the zones of free fli ght? Pe rh aps it onl y see ms odd because no one is behav ing this way. Think about it 1 Good fl ying, Valente Alessandro
by Jose Hayler
P ap a Io t e s !
indigenous term for butterflies.
has been adopted by the Mexicans to mean bang gliders.
In May 1995, Valle de Bravo in the State of Mexico will bold the fust ever PrePWC and the first international paragliding competition to take place in Mexico. My quest for flying paradise took me to many countries in 1994, even those as far as China, and the year ended in Mexico, on the invitation of Miguel Gutierrez, local club and PrePWC 1995 organizer. Three times Mexican champion, Miguel has many hours of flying experience over this terrain (be is also a paragliding instructor) and many years experience of international bang gliding competitions. He is therefore wellequipped to plan tasks of the highest standard as the PrePWC meet director. This visit coincided with a turbulent time for the Mexican government, which not only had to deal with the guerrilla war in the south, but also the devaluation of the Peso, which lost 40% of its value in 2 days - great for visitors with dollars in their pocket. but not so for international debt and trading. This did not stop the Ministry of Tourism pledging their assistance to the improvement of site access and the official landing field in time for the PrePWC.
As I approached Mexico City from the air, I could see bow it earned its name as the largest city in the world: the urbanization stretched as far as the eye could see, housing 24 million citizens (over one third the total population of the county). I touched down on a clear and fresh day, a contrast to the habitual ill-famed smog of the most polluted city in the world. Mexico City also offers great historic wealth, with impressive pyramids built about 400 B.C. about 50 km to the north and well worth as visit. Within 2 hours drive, we arrived in Valle de Bravo, a small, well preserved. "typical" village (that maybe attracts too much wealth to be really typical), with a large still lake which draws lovers of water sports and every rich citizen of Mexico City. In fact the area completely defies any preconception of Mexico, the countryside is green, lush, wooded in dark and aromatic pine, pitted by volcanoes, some places even covered in crops; the entire village lives off the yuppies, whose second residence is a mansion overlooking the lake. Friday buzzes when these affluent visitors arrive to pass their weekend, and the local people and indigenous traders prepare to make their weeks earnings in the following three days. The reality of Mexico, however, comes as a sharp reminder when visiting the bank, guarded by 2 soldiers with shotguns as large as themselves. Despite this tourism, the town is unspoiled and the location idyllic. By day the temperature is pleasantly warm (the hottest month is May) with a tendency to chilliness at night, but the sun is deceptively strong (be warned!), as the valley floor itself is 1800 m above sea level, the whole of Mexico State being situated on a high plateau in the middle of the country. The local flying site, "La Torre," is another 400 m above the lake and offers spectacular views and dramatic soaring . "El Pefion",
2300 m (a.s.l.) and 500 above the valley floor, is 15 km by road from Valle de Bravo and 130 km from Mexico City. It offers good cross country potential, overflying volcano craters and passing dramatic rock formations. Good thermals start from 9 am and 3 pilots can take off simultaneously. Flying back towards Mexico City will take you to El Nevado de Toluca, a dormant volcano 4500 m a.s.l., whose 2 lakefilled craters and tendency to be snow-covered will assure you a memorable flight (also a take off site at 1 hour's drive). The best months for flying are December to May. which is the dry season with moderate winds (5-18 km/h) and thermals 2 - 5 mis. In summer you can rely on 3 hours of torrential rain every afternoon, allowing a good morning flight for those who are early risers. If our pilots like the site as much as we do, we hope to make this a site for winter training and a PWC in January 1996. Those who wish to make their vacation a tour will also find excellent cross country in Guadalajara and Guanajuato, 6-8 hours drive from Mexico City. A rest day from flying would be well worth spent visiting our namesake, the butterfly - 35 million monarch butterflies to be exact, who in January and February every year congregate on a wooded hilltop at 3000 m (a.s.l.) after a 6000 km migration from Canada. This ritual has been repeated every year for 1000 years. If these small creatures go to such an effort to spend winter in these warm climes, maybe we should follow their example. Further info: Miguel Gutierrez Tel I Fax 52 726 221 76 Las Alas de! Hombre I Apdo. Postal 229 Valle De Bravo/ 52100 Estado de Mexico Mexico
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TELLURIDE Airmen's Rendezvous
COLORADO
By Scott Maclowry & Cameron Brooks Six inches of fresh snow sparkles off the peaks over town . The old Ford growls slowly up the snow,covered road with apprehension. Up the Telluride Trail, over the Ho Chi Min, through the switchbacks and onto Joint Point. So far, so good. Smooth sailing up to ET's (a local Telluride Air Force pilot's house) and then the final push up the steep grade to the top. The view is spectacular, from the La Sal's on the western horizon to the vast expanse of the San Juan Mountains surrounding our 12,200' launch. The diver pilots begin trundling their wings up the last one hundred feet while we radio down , "We made it, the road is clear." Soon more trucks are arriving and frames are popping up like crystalline entities. We climb lightly to launch to find everything pe1fect, except on thing-no wind. Light cycles drift out of Bear Creek, over the backside of launch. The divers hunker down beginning the long wait. We hang out a few minutes an assess the conditions. No point in waiting around, we decide, the creek has been heating since first light hours ago. We flake out and soon TR' s Kendo lifts off like a huge alpine flower. As he soars gently down the ridge, I see a red-tail clear the cliffs out front and continue up through the blue . Half a doze n steps and a sho1t glide and I'm going up at 400. Soon the gliders on the ground are becoming a patchwork quilt and the lift is pushing 800. I hear someone in the park on the radio asking for conditions on launch and hear, " Well the paragliders are specking out, but we haven ' t had a cycle to launch." As I'm going through 16,000' I enjoy the novelty of the situation. While paragliding is relatively new to Telluride, this summer will see the 22nd Annual Telluride Airmen's Rend ezvo us . Telluride is known as one of the nation 's premier flying sites. Last year, local hangglider pilot Nick Kennedy flew 137 miles to near Taos , and Jerry Charlebois flew to 23 ,500 ', both site records . Paragliding pil ots have flown above 20,000 ' here, and some have flown 18 mil es across the Mount Sneffel s Wilderness Area to Ridgway, altho ugh only a handful can claim these accomplishments. Local pilots have explored the launches and the skies above the Telluride valley, but in many ways its skies remain uncharted to paraglider piJots. Telluride is a small mountain town born in the mining fren zy of the late 1800's. After much of the mining faded , the town was very quiet until the early 1 970's brought the prospects of skiing and tourism. About the same time Telluride began to grow again, the first hang gliders took flight off of Gold Hill and hosted the fast Airmen 's Rendezvous. Launch faces due west at 12,200' atop Gold Hill, a twenty minute drive from town through the Telluride ski area. An eastward launch provides a nice morning sled ride above Bear Creek and Needle Rock Into the LZ in Town Park. An experienced pilot can fly thermals from the high ridges surrounding Telluride to 18,000' and beyond (during the festival the FAA grants a 25,000' ceiling). High altitude, windy conditions and rugged topography make turbulence more often the rule than the exception. Pilots interested in flying around Telluride should be experienced and comfortable with alpine flying conditions. Oxygen and radios are strongly recommended. Class III pilots can fly mid day. Class II pilots with 40 hours and a sponsor can fly evenings. Class I pilots with at least 10 hours can fly in the mornings. All pilots must
PAGE 12 • PARAGLIDING MAGAZINE
Max Kendall flying his UP Stellar, next to Needle Rock, Telluride, Colorado 1994 have current USHGA membership, and foreign pilots mu st have equivalent ratings Landing at the soccer and softball field of the town park ("Seizure'' LZ) requires some precision flying to avoid the many obstacles. The seco nd landin g zone is one mile west of town in Oops Field ("Leisure" LZ). The 22nd annua l Telluride Airmen 's Rendezvous will take place June 19 - 25 , following on the heels of the Telluride Coun try and Bluegrass Music Festival. Registration is $95.00, includes t-shirt and features the World Aerobatic Hang gliding Championships. In addition to the standard fare of Telluride night life, there will be slide shows (bring your best), a manufacturer's fair, a festival banquet, and other special events. For more information, see Calendar pg. 5
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Harry following closely behind the author just after takeoff
STAIRWAY TO HEAVEN (Climbing and Flying Mount Baker)
by Kevin Ault
W
hen the moon grew full and the nights grew clear and cold in the third week of September 1994, four of us seized the opportunity to achieve something we had long wished for. Our intention was to do a "climb and fly" from the summit of Mount Baker, the 10,778 foot dormant volcano which dominates the landscape of Northwest Washington State and British Columbia's Fraser Valley.
Only one of us had attempted this challenge before, Delvin Crabtree had participated in a similar venture with two other Fraser Valley pilots in 1991. The trio had climbed all night approaching Baker from the south on the Easton Glacier. They reached the ten thousand foot level near the still-steaming crater to find a light tail wind blowing down from the top. They were able to launch with some difficulty and all flew south to the Mount Baker Lake parking lot, their startpoint. This was no mean feat considering the older wings they used with their 5: I glide ratios. However, the six hour round trip from their homes made for a very long drive. On this trip our goals were somewhat more ambitious . As with the 1991 ascent, we would also climb all night to avoid being on the glacier during the hot part of the day. However, we wanted to climb the mountain from the north side which is accessed from Glacier Village on the Mt. Baker highway. Our intention was to ascend the Coleman and Demming Glaciers and then fly no1th after launch, attempting to get as close to Glacier and one of our vehicles as possible. lf we could actually land in Glacier which is approximately 800 feet MSL, the vertical component of the llight would be 10,000 feet. While more convenient, this climbing route is somewhat more difficult. The llight path would definitely require a long glide with few decent ianding options. On the positive side, we calculated that with our newer high performance gliders, reaching Glacier was very possible (5: 1 glide ratio) . Nevertheless, we also reminded ourselves that in the sport of para-alpinism, nothing is ever a given . Our mental motto on the day was the same as for any alpinist. "hope for the best; prepare for the worst. " Saturday, September 17th dawned clear and stable and our final arrangements were made. Although my goal was to rest that day, I spent much of my time stripping my gear of all extra weight. My reserve, two pieces of back protection, and even my variometer were sacrificed to accommodate extra clothing, survival kit, food, two liters of Gatorade, crampons, ice axe, and ski poles. At 9: 15 that night, Alan Dickey, a fellow Chilliwack pilot and I met Delvin Crabtree and Harry Siempelkamp at the Sumas border crossing. Last minute purchases of snacks and drinks were made and then we roared off under a full moon towards the start of the trail located about 20 minutes out of Glacier at approximately 3,000 feet. In spite of all our trimming, we donned packs weighing between forty and fifty pounds. We started hiking at 10:30 pm. Hiking and climbing at night is like being in another world. The limited visibility, the lack of color, and the stillness in the forest combined for a truly surreal experience. Our vision was limited by our headlamps to the trail, roots, and trees directly ahead of us. We stepped gingerly through several mountain streams rushing down from the invisible glacier above. About two hours of forest hiking brought us to the Coleman glacier and then it was time for plastic boots, crampons, ice axes and rope. Once out on the open glacier, the mountain took on a magic quality. The soft white light of the moon dimly illuminated the world of ice and rock around us and opened our field of vision to a vast lifeless landscape that loomed continuously upwards to the volcanic dome that seemed close enough to touch. Conditions were perfect: the initial blue ice we encountered ascending the lower glacier soon gave way to solid "styrofoam" snow that made for pleasant walking. Only once did we have to backtrack around a dead end crevasse to relocate our route. Along the way we passed the tents of other climbers who were sleeping. Soon they would answer their alarm watches, rise acclimatized to the altitude, have breakfast and climb the summit carrying only a light load of snacks and drinks and extra clothing. For us there was no time to adapt to the altitude and our packs would be carried all the way to the top. By 5:00 am our pace was slowing considerably and more frequent rests had to be taken. The rests were necessarily short, as it didn't take long to get chilled in the sub-zero temperature. However, our morale was high thanks to the extraordinary beauty around us and the mellow meteorological conditions we were experiencing. The only slightly unnerving phenomena were occasional gusts of catabatic wind rushing down the mountain. But it was still so early and we were still so far from the summit that we didn ' t think much about this wind in relation to our ultimate objective. At 7:00 am we arrived at the 9000 foot shoulder feeling very tired. Alan took a picture of me that someone later Continued on page 16 PARAGLIDING MAGAZINE• PAGE 13
Cross hands reverse launch . by Dennis Trott
Continuing with the series on alpine techniques, we now take a look at alternative ways to reverse launch when space and time is limited.
Having decided on your turning direction, cross the brake lines and handles as follows: if you are turning to the right when the canopy is overhead then pass the brake handle from your right hand under both risers to the left hand. Then pass the brake handle from your left hand to the right over all risers and lines (photo 2).
The British are renowned for their expertise in reverse launching; it's always a pleasure to see their snappy launches. Here in Europe many of the alpine schools do not teach reverse launches so it's normal to see pilots struggling on windy or strong thermal days trying to get off the ground. On small alpine sites thermal cycles can be strong and unstable. There may only be 8-10 seconds of clean air for the pilot to inflate, turn and launch. The conventional British reverse launch may at times be too slow to ensure good take off procedure. Also control can be momentarily lost when the brakes have been released during the turn. Here we can add a couple of new ideas.
(photo 2)
Here in Chamonix we tend to teach the simple cross-brake method. It's easy to grasp and, when added to your British standard reverse launch (BSRL), gives you more flexibility in tricky conditions. The other method is the cross-arms launch which is taught in some countries as a standard launch procedure. Both methods work well and are easy to perfect, but only if your BSRL is well practiced! There is never an alternative when you are trying to look good at the launch site! On a site clear of obstacles build your wall in the BSRL manner, making sure it is even and facing directly into your launch path. The wing has to be properly inflated and the lines tangle free and ready to go. (See photo #1 for the riser and brake layout of the BSRL.)
(photo 3) Hold the risers as you would for a BSRL (photo 3). The brakes as you now hold them will actually control the opposite wing tips; the right brake to left wing tip and left brake to right wing tip. When the wind or thermal cycle is steady, raise the wing by pulling from the harness and assisting upwards on the risers with the hands. As the wing comes overhead let go of the risers and control the pitch with the brakes as you turn yourself under the wing to face forward (Photo 4). Check that it's all flying and the lines are clear before moving forward to launch.
photo I
All photos by Lynda Heesom- submitted by D. Trott
PAGE 14 • PARAGLIDING MAGAZINE
The brakes will be in the correct hands after you have turned, allowing you to keep control of the wing at all times. This method may appear unnecessary if you have a good BSRL. However, you will find it will save you precious seconds which may be the difference in getting off the hill easily or not.
If your chosen turn is to the left then reverse the procedure-with the brake lines. This method generally ensures that you turn correctly without riser twists, but it's not guaranteed!
The second method is also simple, although its pattern ~;'~ft~,l'l';;""~t~"'f' '"'!'" can upset our heavily practiced BSRL. This method requires you to cross your arms, (Photo 4) taking the opposite risers and brakes, i.e., if you are turning right after the wing is overhead then pass your left arm under the upper riser and take hold of the opposite riser and brake, making sure that the brake line and handle are not twisted around the riser. Your right hand takes the other riser and brake handle, which will be over your left arm (Photo 5). You may pull the canopy out into a wall with your
arms in this position, although BSRL pilots may find it easier to cross their arms after the wall is built. As before, raise the canopy by pulling from the harness and assisting upwards with the hands, controlling the pitch with the brakes as you turn under the wing. This method guarantees that you will not
5
(Photo 5) turn the wrong way, ending up with twisted risers! Both methods work well and look the business when practiced. Don't mess about; paragliders need to be controlled. In windy or strong thermal conditions injuries and canopy damage will occur only if you let them. Having said that, be gentle and firm. Try not to drag your precious wing about unnecessarily! There's nothing like a well practiced launch.
~-----------· ----- - - - - - - -
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Ph. 616 739-5363 PARAGLIDING MAGAZINE• PAGE 15
STAIRWAY TO HEAVEN (Climbing and Flying Mount Baker) ... continued
I
Jo Rathmann: .. . automatic vario changeover "This new function makes the tactic offlight much easier. Without this essential information I would have sped through many good thermals! Nothing is more frustrating than missing a thermal during a critical valley crossing! It's hard to believe the instruments indication at times, but it's betterthan chancing it to feeling alone. Who really knows the polar of their glider by heart!? No - in the sky it's better to fly than calculate, so I'll leave that job to my COMPETITION I" AV - BASIS - SP The best - just got better! +· speed -indication for gliders and porogliders Standard features ore: + Memory for Sflights + absolute and reference altitude + adjustable sink oudio
+ 200 hours on battery + ASI acoustics + digitol overage vorio + 4 different damps available
AV CLASSIC/COMPETITION New features from July '94 + 2S flight memory and direct printout now O dote O peak lilt on the AV-CLASSIC for: 0 peak altitude O flight duration + automatic chongeover between net-vorio + max. sink rote ovoiloble in Memory (du ring sink) and overage ,aria (duri ng lift). + nominal speed indicoti on (speed to fly vorio) + flight stop-watch + printout of all instrument settings Thi s user friendly instrument, easily prints out directly on EPSON/IBM or HP-printers via serial or parallel ports . The CLASSIC/COMPETITION supports the pilot with the maximum flight information available today!
.( .BRXUNIGER
titled "Gumbie in hiking boots." I felt pretty rubbery! We rested and awaited the arrival of our solar friend and comforter. As the sun rose, so did our spirits and some of our former energy. After a good long drink and several bites to eat, we began the final ascent up the southwest ridge, a seemingly never ending snowfield that became steeper as we approached the summit dome. On previous climbs, it was during this last 1700 feet that I began to suffer greatly from the altitude, experiencing weakness and nausea to the point where in 1989, I literally crawled up the last five hundred feet. Amazingly, in spite of the heavy pack, I was able to make this ascent in decent form, actually arriving at the summit ahead of my partners. I attribute this to lots of Gatorade, my use of ski poles and a mental contract of climbing fifty steps before a break. I summitted Mount Baker at 9: 15 am and collapsed in a heap while my friends climbed their last steps. From this point on, any movement was almost totally exhausting for me and I desperately hoped we would fulfill the last part of our plan as I dreaded the possibility of having to carry my own pack off the mountain should the need arise. Once we were all together, and had fulfilled a little of our bodies' demands for liquid, energy, and rest, we began to assess our flight possibilities using the maps, binoculars and old fashioned argument. Delvin and I spent much time analyzing possible flight paths. Tt was great to have his expert knowledge of the area. As an expe1ienced climber and member of the local Search and Rescue Group, Delvin is intimately acquainted with Mount Baker and its surroundings. It looked like the best option was to fly due north from the summit towards Glacier via the Skyline Divide ridge in the hopes of obtaining some help from thermals. If necessary, the pilot could land on one of the many alpine meadows and either hike out or look for a new location from which to re-launch into the Nooksack Valley. From our vantage point, the Glacier Creek Valley offered only a few lousy landing possibilities: the trailhead parking lot and some logging road landings in various places that were hard to assess from nearly 11 ,000 feet. The most important observation we made was the presence of fog throughout much of the Nooksack Valley west of Glacier. This indicated very calm valley conditions. Our luck was holding. The fog did not extend into our landing area. Actually, the only argument occurred over that ever popular question, "who wants to be wind dummy"? After a few well-worded compliments From the rest of us, Alan agreed to go. Of the four of us, he was usuall y the best at getting the most from his Pro-Design Compact. It was 11:00 am and launch conditions were superb. A 5-10 km wind was blowing up the ridge we had just ascended . Mount Baker's huge, perfectly angled summit would have made it possible to simultaneously launch twenty paragliders that day. As it was, Alan 's launch was flawless and as he turned north, his glide and penetration looked great. We maintained contact by radio and Alan reported stable air until he flew by Skyline divide, where he encountered a few bumps but certainly nothing to help him on his way. From that point Alan was confident he could glide into glacier and land on the creek bed somewhere in town. Thirty-eight minutes after his launch, Alan reported a safe landing. By this time, the rest of us were laid out and ready to follow. Several other climbing parties were arriving at the summit as we set up. I looked enviously at their light packs but they looked even more enviously at our super efficient method of descending from the mountain. One climber asked if we picked up hitch hikers and by the exhausted look on his face, it was obvious he was at least half serious. As I pulled up my Compact, the resistance from the canopy was greater than I expected and I struggled to move forward. At the time I thought that I had underestimated the wind speed. Later, I real ized that I had more likely overestimated my own strength after climbing all night. However, the eleven hours of sweat and toil were quickly forgotten as I became airborne and skimmed over and around the north-west face which dropped off steeply for 3000 feet down to the lower Coleman and Roosevelt Glaciers. It felt so good to be in that harness ! Seizing the photo opportunity, I cranked my wing back towards the summit dome to snap some shots of Harry and Delvin as they followed. The scenery was absolutely magnificent and such a contrast from the previous night. The heavily crevassed maze of ice and snow that I had climbed in the colorless moonlight was now viewed in magnificent bird 's eye technicolor. Best of all, every other peak within sight was below me! After one turn it was time to settle back into the harness, get aerodynamic and head straight for continued on pg 26
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The Art Of flying.
Pldco Size Pilot Weight(lbs.) Cells Span(m)
A.R. Min. Sink('m/s) Min./ Max. ~peed(kcnlh)
23 100-145 27 9.25 3.7 1.3 20-41
26 130-170 29 9.95 3.8
29 165-220 31 10.65 3.9 1.3 0-41
1'.3 '20-41
If you're looking for a ·state of the art entry level glider, the new PICCO is the perfect choice. On the ground or in the air its superb handling and stable flight characteristics will put you on top of the pack.
MYTHOS Size Pilot Weight(lbs.) Cells Span(m) .. A.R. Min. Sink(m/s) ' Min./ Max. Speed{km/h)
23 100-145 36 11.1 4.75 1.15 22-45
26 130-185 39 11.7 4 .75 1.15 22-45
29 175-230 39 12.3 4.75 1.15 22-45
The MYTHOS is Swing's newest intermediate design. The MYTH OS has nearly the performance of the best competition -gliders, but with more forgiving flight characteristics. The Double Sail System (DSS) of the Minoa guarantees the smoothest top wing surface, thus reducing drag and increasing lift. ' ' Size
''
Pi!ot Weight(lbs.) • Cells Span(m) A.R. Min. Sink(m/e;) Min./ Max. Speed(km/h)
MINOA 27 120-16~ 41x2' 11.6 5 1.05 25-53
30 145-165 43x? 12.3 5.1 1.05 25-53 •
33 180-230
~x2 i3 5.2 1.05 25-53
The MINOA has quickly become recognized throughout Euwpe .and the United States a well mat;1nered, top of thy line, high performance glider that has ma11y unique features, including the special "DSS" construction which defines the airfoil of the wing to enhance performance.
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All Wills Wing/Swing gliders include: · Glider inspection, line check, and TEST FLIGHT prior to shipment from the factory. Qealer test flight prior to delivery ta you. lnspectibns al'Jd repairs turned ~round in ~B houra or _le~H:i. Split A risers that allow you to do Big Ear5 quickly and reliably. . Comprehensive Owners Man't;,9 1, parts ~it, sticker and ~~t. Deluxe Back patk, tie strap. and internal 0tuff bag. ' Speed stirrup. For informat · California• 92665 10n or a test fl" Ph. 714 998 ight contact ' -6359 Fax. 714 998-0647 your local dealer: ' ' ....... '
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FAI PHOTO CONTEST
OFFICIAL ENTRY FORM The Federation Aeronau tiqu e Internationale (FA T) is h o lding an Open International Competition for o ri gina l photographs of air sports. whi ch could be used to promote air sports. PRIZES IN US DOLLARS will be awarded to the first three places; First Place US $ 500 Second Place US $ 200 Third Place US $100 In addition 10 cash prizes, th e winne rs wi ll receive a Certificate of Recognition from FAI. 50 Conso lation Prizes. in the form of a o ne year·s free s ub scriptio n to AIR SPORTS INTERNATIONAL . the FA! magazine. wil l also be awarded. The entries must be signed and submitted to the fo llowing address, no later than 15th June 1995: Editor- In -Chief & Publisher Air Sports Internationa l ID IO Nizamuddin West New Delhi 110013 I LNDIA
RULES The Photographic Co mpet iti o n e ntri es mu st convey the essen ti al sp irit of air sports . The entries may be eit her in co lor or black & whi te .
The air sport disciplines include: Ba ll oons & Airships I Parachuting General Aviation A.iiplanes I Spacec raft Model Airplanes I Microlights Acrobatic Airplanes I Rotorcraft Han g Gl iders & Paragliclers I Gliders An entrant may send any number of entries. A certificate cc11ifyi ng that the entry is the original work of the entrant MUST accompany the photograph/photographs.
Nationals '95 News The USHGA h as sa nctioned the 1995 Paragl idin g Nationals to be held in Chelan. Was hin gton. The event elates are July 1-9 with June 29t h and 30th as co mp e ti tion practice days. Co-organizers Joe Gluzinski and Bill Gordon have sec ured as spo nso rs the Lake Che lan Flyers , th e Seattle-based Northwest Paraglidi ng Club. Oregon's Cascade Paragliding C lub a nd Spokane. WA Inl and Northwest
** HAVE YOUR AIRTEK DEALER SEND YOUR HARNESS OR RESERVE TO OUR FACTORY FOR ADAPTION AND INSTALLATION.
PAGE 18 • PARAGLIDING MAGAZINE
us
Paragliding C lub. A Fly-in wi ll run concurrently with the Nationals and there will be numerous planned socia l act ivi ti es assoc iated w ith the even t. For additional event info. contac t Bill Gordon 509/493-3593 or Joe Gluzinski 909/943 - 8664 o r send reg is tration fee to Paragliding Promotions In c .. PO Box 855 1 I, Seattle. WA 98 145- 15 11.
ATTENTION: Chelan is a summer resort town and th e 4 th of Jul y week w ill se ll out quickly. Campbell ' s Resort on Lake Chelan, a full service resort and officia l event headq uarters has blocked off rooms which inc lude a parti c/pan t ' s di scou nt. For reservations ca ll 509/682-256 I and mention the code para 5 to receive tbe discount. For other travel and airfare arrangements please contact Share Dietri c h at Sun Travel 509/682-4558 in Chelan. For general info. and camping accol1ll1lodations contact the Chelan Chamber of Commerce al 1-800-4 CHELAN (424-3526) and req uest an information guide. Also for up to date info. ca ll the PG Promoti ons Hot line 206/628-6937. Registration fees: Competition; $300. *$270 (*Early registration before May I st)
Fly-in; 9 Day Pass: 5 day pass: 3 clay pass;
$ 150. $ 100. $60.-
*$ 135. *$90. *$60.
PRO DESIGN NEWS
The CONTEST has been slightly modi fie d with a new brake attac hme nt co nfi g ura ti o n which has dramaticall y improved handl ing and less brake press ure. Thi s modifi ed versio n has bee n successfull y tes ted at SHV/AFNOR and certified in the Co mpetiti on C lass. W e are ve ry pl eased to ann o unce th at DHV -G UTE SfEGEL Certificati on has bee n ac hieved on the CONTEST . DHY Test Pil ots were very pleased w ith the overall impress io n of the new CONTEST series . A lthoug h many maneuvers were rated level I or 2, the CONTEST 46 has been certified DHY 3 and the CONTEST 48 DHV 23 for use without the Speed-System and DHY 3 for both sizes w ith the Speed-System . This classificati on is a bi g success and is not rest1icted to the use of any specific harness. The CONTEST 50 will remain as a no n-certifi ed canopy, mainly fo r use in competiti ons.
*
The CONTEST COMP. is now availa bl e w itb new HMA A ramid lin es . Th e un sheath ed HMA lin es dec rease sink rate and increase air speed to make for a improved glide. The C ONTEST COMP. is choi ce fo r the serio us co mpetitor.
* A new High Performance Tandem will be avail abl e fr o m Pro-D es ig n this seaso n. Th e "COMPANION" is built fro m the COMPACT Pl anform w ith "43 Ce ll s" . This new T andem has an aspect ratio of 4.33, which is the same as the CO NTE ST 48. Even tho ugh the COMPANION has a 12.7m span and is 40 min size it bas ve ry easy la unch charac teri sti cs . The COMPANION has successfull y passed SHY/AFNOR Ce rtifi ca ti o n. We ex pect th e first deli very by M arch 1. 1995 . * The larger Steerable Reserve XS400 from Pro- Design has fini shed load and openin g tests
As th oro ug h as al ways. th e fli g ht was properly dec lared before hand , w itnessed a nd d oc umente d a nd the FA I ve rifi ca tio n is pe nd ing . Br avo Lo A lex w ho s till ho ld th e un broken World Record fo r lo ngest open distance parag ljder fli g ht of 283.85 km made Dec. 3 1st 1992. on APCO" s ASTRA 30C. Al ex L o uw was pa rt of A P C O "s des ig n team o f th e XTRA a nd spent Lime in Israel over the summer of 1994. The ac bjevement was not made by chance - Kuruman is a cho ice spot selec ted by th e world 's top pil ots each December. to try to top the best parag liding records. Togeth er with Al ex Lo uw, A ndrew Sm ith . a lso fl y in g an APC O X TRA . M a rco Novak and Do men Si ana also attempted to push the limits of par ag lider flj ght eve n farther: 16 (' ) 200 km plus fli g hts were recorded during the fi rst two weeks in Dece mber. A ndrew Smith fl ew 228 and 20 1 km (totaling fo ur X 200 km plu s flig hts to bis name (a record unto itse lD. and D o me n Si ana sc ratc hed the world record w ith 283 km (plus . minu s -if it is less than I % furth er than A lex Louw·s fl ight tbe FAl w ill not accept if fo r a new record). The fin al meas urement is not in. Andrew Smith logged over I I days and 2 weekends a total of 1700 km and 61 ho urs of fl ight time. with 6 flig hts over I 00 km and 2 ove r 200 km (228. 20 I. l 27. 126. 123. I JO and 105 km).
* A new Flight Suit will be added Lo the line this sprin g. With heavier fa bric and more be ll s a nd w hi s t les . it is s ur e t o be a s uccess . A vail able March. 95 .
APCO PRESS RELEASE New World Reco rd 251.6 km Paraglider FJj ght to a Dec lared Goa l made o n APc o ·s XTR A 30 APCO'S star pilot - Al ex LOUW - has do ne it again , earning another W orld Record to hi s credit - the world s' lo ngest par ag lider fli g ht to a declared goal. On December 18th . 1994 Al ex fl ew hi s production standard XTRA 30 25 1.6 km from Kurum an to a junc ti o n o ut s id e D ea lesv ille. South A frica.
CLOUDBASE PARAGLIDING
START WITH THEBASICS OF PARAGLIDING. WORK YOUR WAY TD THE MOST EXTREM E PARAGLIDING IN TH E WORLD. FLY CALIFORNIA COASTAL SITES. EXPERIENCE THE MOUNTAINS IN NEVADA, COLORADO AND THE LEGENDARY OWENS VALLEY WITH CHAMPION KARI CASTLE: FLY TD CLOUOBASE WITH GREG SMITH. SEE INCREDIBLEMANEUVERS. BEPART OF THECOUPEICARE FLYINGFESTIVAL INFRANCEWITH THEMOST EXOTICANO ZANY COSTU MES IN PARAGLIDING. PURE FLYING EXCITEMENT 36 MINUTES
NOVA NEWS N O V A a nn o un ces Jimm y P a ch e r t oo k first pl ace a t the R e uni o n I s l a nd Competiti on (Oct. 29- Nov. 5th) on an intermed iate Nova Phoc us 1 2nd place. Hans Bo llinger (Worl d C hampi o n) Ad va nce proto ty pe , 3 rd p lace. Bertrand P arto ut. Om ega 3. 4th pl ace. R ic hard Ga ll o n ("93 W orld C up C hamp). U P prototy pe. 5th place. Arn aud Delerive. Miura.
by DH V with success. Fin al certi fica tion is ex pected shortly. A t 40 meters the new XS 400 sho uld be large enough for many tandem pil ots as well as us really BIG BO YS .
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HARLEY NEWS Th e Briti s h Sc hoo l of Para glidin g Inc . in H ende r son. NY . w ishes to in fo rm everyo ne th at des pite rumors to the co ntrary- Harley Parag liders is s till in bu s in ess. Th e new ow ne r of H arl ey Chu tes is Prime Verdi Ltd .. part of an intern atio nal gro up. Th e name of Harley Paragliders will re main the same and as always will be run and direc ted by John Harbutl.
hatlg
Bits & Pieces
PAAAGLIDE - THE MOVIE
ACTION PACKED FOOTAGr FILMED ON LOCATION IN THE OWENS VALLEY, CALIFOR~IIA DURING THE WORLD CUP. 36 MINUTES.
q_~ :lJW'..e,- SPECTACULAR PARAGLIDING FOOTAGESET TO MUSIC ASWORLDCLASS PILOTS FLY TIGHT. 18 MINUTES.
TIHIEIRll11111K - BASICS OF FLIGHT
EUROPEA~J VIDEO THAT EXPLAl~JSALLASPECTSOFHANG GLIDING ANO PARAGLIDING FROM THE FIRST STEP TO PROFESSIONAL COMPETITI ON. 40 MINUTES.
HIGHWAY - FLYING THE USA
FLYING THE USA FROM AGERMANPOINT OF Vl8N UTAH, A.RIZONA NEVADA, ANO CALIFORNIA. THIS IS PARA GLI DING ANO HANG GLIDING. 50 MINUTES.
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from Phillipe Renaudin I GMl
Ad11enture Video
The firs t W orld Air Games will be organized by the F Al in South A fri ca in 1997. A rese r ve pa rac hut e w ill now be mandatory equ ipment for all sanctioned competitio ns worldwide.
Paul Hamil'.:on 4 750 Townsite Road, Reno, NV 8951 1 USA Phone/FAX 702-849-9672 CALL OR WRITE FOR A FREE BROCHURE OF MORE HANG GLIDING VIDEOS PARAGLIDING MAGAZINE• PAGE 19
French Polynesia claims 300 licensed paraglider pilots. I 0,000 now in South Korea. The 3rd wind festival took place in the town of Calvi, France. Everything that cou ld possibly fly was there, including the largest blimp in the world and an incredible flying machine called the "Bulle d' Orange" which could be trans lated as "the storm bubble" . It was invented by JeanPaul Domen , and may very well be one day in the history books of great inventions. Imagine a small "Montglofier" (hot air balloon) with a paragliding harness underneath it, but it does not use hot air. Instead it operates by forcing air inside the balloon with the help of four small blades driven by a hand held "Black and Decker" drill , placed at the entrance to this light bulb shaped contraption. Want to go up? ... activate the drill. Want to go down? ... stop the dri II! Also at the festival were musical instruments that are played with wind, poets reciting verses about wind and air, trapeze artists flew through the air and the sky was full of hundreds of multicolored kites. The I st Japanese Paramotor units are now in the U.S.A . Two models are here for the moment: the DK Beat "S" with a pull start and dry weight of 36.5 lbs and the DK Beat " S.A" with an electric starter, added weight about 9 lbs. The engines are the lightest on the market today for the amount of thrust they deliver with twin opposed
Tfi.1s c ou _
cyli nders, d irect drive and a 27" two bladed prop. The medium sized engi ne will lift up to a 175 lb pilot at sea level in zero wind conditions. These motorized units are not modified multi-purpose engines but made specifical ly for the purpose of paramotoring. Two large models will be in production in about six weeks from the time you read this . They will also be pull start and electric start. Capable of lifti ng a l l Okg payload (over 240 lbs.) Same twin cylinders but with a gear reduction and four blades. Hot stuff! For more info, contact GMI Corp.
19/1 1/1994, Kat THURSTON (UK) Aircraft: Paraglider type to be advised Sub-class 0-3 (Paragliders) Category: Feminine Straight distance to a declared goal: 127 km Course/site: Paqu iqu a (Chile) 19/11/1994, Kat THURSTON (UK) Aircraft: Paraglider type to be advised
FAI OFFICIAL WORLD RECORDS
S ub-class 0-3 (Paragliders) Category: General Straight distance to a declared goal: 222 km Course/site: Kuruman Airfield (South Africa) l 3/12/1994, Marko NOV AK (S lovenia) Aircraft: Hawk 55 I Sky Servis
Sub-class 0-3 (Paragliders) Category: Feminine Straight distance to a declared goal: 150 km Course/site: Paquiqua (Chile) 25/11 /1994, Kat THURSTON ( U K) Aircraft: Paraglider type to be advised
Sub-class 0-3 (Paragli ders) Category: General Straight distance: 284 km Course/site: Kuruman Airfield (South Africa) 18/12/1994, Domen SLANA (Slovenia) Aircraft: Air Systems
Sub-class 0-3 (Paraqliders) Category: Muitiplace Straight distance: 145 km Course/site: Paquiqua (Chile) 26/11/1994, Antoine HAINCOURT (France) Aircraft: Paraglider type to be advised
Sub-class 0-3 (Paragliders) Category: General Straight distance to a declared goal: 251.9 km Course/site: Kuruman Airfield (South Africa) 18/12/ 1994, Alex F. LOUW (South Africa) Aircraft: Apco Xtra 30
Sub-class 0-3 (Paragliders) Category: Feminine Straight distance: 184 km Course/site: Paquiqua (Chile)
Sub-class 0-3 (Paragliders) Category: Multiplace Straight distance: 145 km Course/site: Kuruman Airfield (South Africa)
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Airwave's new tandem takes French Triangle Record
20/ l 2/ 1994, Beni SCHILLING (Switzerland) Aircraft: Advance Bi
After eight months of development work, Airwave is launching a new tandem paraglider - the Duet. Certified at ACPUL, the Duet is a performance tandem wing which is easy to launch and fly. Suitable for both professional and recreational pilots, the Duet is certified with trimtabs, has a top speed of over 50kph and best glide at around 40kph! Airwave's French dealer Matthew de Quillacq can vouch for the quality of this wing. He piloted a prototype Duet on a 78.5 km flight to break the French Tandem Triangle Record.
Sub-class 0-3 (Paragliders) Category: Multiplace Straight distance to a declared goal: distance to be confirmed Course/site: Paquiqua (Chile) 27/12/1994, Beni SCHILLING (Switzerland) Aircraft: Advance Bi
A.
FUTURE
THROUGH
PRESS RELEASE
'OPERATION PEACEFUL SKY' Aug. 27-Sept. 9, 1995
Airwave has a new company logo which will appear on all their gliders this year. The logo on the paragliders works in a very subtle way and has been developed with their new color schemes. The paragliders are in a single color with the logo on the bottom surface in a slightly darker shade. With the glider laid out on the ground it is almost invisible but as soon as the wing is inflated the image becomes clear. Paragliding Sales Manager Barney Barnes explains"It's like a bank note - you have to hold it up '.~ the light to be certain it's the genuine article.
A group of Russian hang glider and paraglider pilots are organizing a tour from Moscow to fly from the top of Europe's highest point, 17,197 foot Mount Elbrus in southern Russia, this August. Pilots from all over the world are being invited. In commemoration of the 50th anniversary of the end of World War 2, the event is being called "Operation Peaceful Sky". The program includes touring the Moscow area, then down to Mount Elbrus by airline. The cost is around $2000 plus airfare to Moscow and participants may fly their own aircraft or go without flying if desired. I was asked to spread this info in America, and note that
mo•jo (mo'jo) n.
a magica( se(ection of f(igfit gear from 'Te,tas.
the sign up deadline is May 1. In April of 1994 I made my most interesting overseas trip to Russia where I stayed for 3 weeks in the apartment of a hang glider pilot who is running a small aircraft instrument business in the town of Zhukovsky near Moscow. I got the most favorable impression of all the Russians I met and all of them including their wives had engineering degrees and spoke reasonable English. Even my host's 8-year-old son could speak to me and I spent hours in fluent conversation with their 15-year-old daughter. In several trips to Europe I have never encountered a group quite so friendly and so similar to us Americans. In Zhukovsky there are several huge aerospace companies, an airbase larger than our Wright Field, and 60,000 aerospace workers. I recently received this information from my Russian friend about their trip to Mount Elbrus which is located about 900 miles due south of Moscow. He requested me to send it to our pilots in America . Pilots from all over the world are also being invited. If interested you can contact "ESTI" in Moscow. I will be glad to answer any preliminary questions directed to me. On my visit I found the tour of the Kremlin very worthwhile. The Museum of Aviation near Moscow is just fantastic with nearly all Russian aircraft on display. The International Aero Salon at the huge airbase in Zhukovsky is of comparable stature to the Paris Airshow, with all the Russian air-
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TOW-LAUNCH GEAR SPECIAL: Spectra Tow Line(3000 [eetJ .............. $420 GEAR TO WEAR NEW: 'Paraglider Pilot Needs LIFT'Tee ........................ $14 l009'r Cotton Tee with huchin' me,~<tge for pilot~ who go XC
NEW: Winter Gliding Gloves ........................................ , $31 Stay dry ,md warm with wmerproof glove made of durable wawrrc~i~tant nylon, 1herrnol1te in~ulation. and PVC liner. Palm 1~ \oft, ,uppk cowhide with wear patche~ in thumb and palm urea~. Bluck or Navy.
POWER GEAR NEW: PAP 920 with Electric Start .......................... $5425 PAP 920 with 4-hladc Prop ........................................... $4475 Lightweight ,rninle,\ \\eel frame with normal paraglidcr hook-in point~ and a cool dcctnc ~tmter. Launch. gltdc. rc\lart and motor back_ up 1 18 !IP Solo 210 engine and 81cm 4-blade wood prop, provide great ehrnb rate~ for pilut~ weighing up to 200 pound~.
NEW: PAP 1000 with Electric Start .......................... $5525 PAP 1000 with 4-bhtde Prop ........................................... $4575 S,m1c great Je,ign <h PAP 920 wllh the thimt for heavier pilot\. Call for detail.,!
HOURS: MON-THURS Noon to 5PM Central Standard Time. PARAGLIDING MAGAZINE• PAGE 21
crafl and several hundred booths representing nearly all of the aviation businesses from all over Russia. When they took me to the Moscow Circus I had the thought Lhat " this event was worth Lhe entire trip" Also they arranged a 3 day trip for me via night sleeper, to St. Petersburg a very impressive city! They even gave me a memorable hot air balloon flight and a ride in their home-built ultralight' I also visited a sailplane and a paraglider factory. "ESTI" agency can arrange accommodations for extended travel in Russia, should it be desired. The program of "Operation Peaceful Sky" includes staying in Moscow (Aug. 26-27) touring or Moscow, touring of the MosAeroShow '95 in Zhukovsky, flight to the Elbrus area, training ascents and flights, ascent of Elbrus for mountain climbers ( accessible to any healthy, physically strong individual without any special training) ( Aug. 31 ), flight from the peak of Elbrus on hang gliders and paragliders in the northern direction to· Platlgorsk ( the range is around 100 km )(Sept 4), rest, a press ·· conference (Sept 5-7), flight to Moscow and then home (Sept 9).
THE ORGANIZERS OF THE EVENT: -the tourist agency " EST! "; -A VIA TRON company; -the regional hang - glider club of Stavropol.
R
For more information about the program and the provisions of "Operation Peaceful Sky ", contact the tourisl agency "ESTI ": Tel: (095) 246-71-65 (095) 246-1 2-63 (095) 246-99-64 Fax: (095) 245-05-30 (095) 492-41-43 Mailing address: 6A, 1st Frunzenskaya sir., Moscow, 119146, RUSSIA Applications for participation may be submitted unlil May 1, 1995. In Russia the language did baffle me and I couldn't even read simple signs. In my 3 weeks there I never had to eat out or slay in a hotel It was a most wonderful experience, especially to find how friendly they all are towards Americans. I would at least expect that anyone who makes this trip to the top of Mount Elbrus will neither forget or regret it! Richard Ball, 2140 Kohler Drive, Boulder, CO, 80303-5245 Phone 303-494-9763 FAX c/o Boulder Flight 303-444-7784
AirEscape Windsports has moved from Owens Valley, CA, to the greener smTOundings of South Eastern Washington State. We are the importer for Custom Sails of France, we have a full line of paragliders and gear. We also import
Hang Gliders and the Edge ultralight from AirBorne of Australia. We are offering Paragliding /Whitewater rafting tours on the Salmon River and in Hell's Canyon areas of Washington, Idaho and Oregon. We also offer towing tours for fun or X/C flying in the flatties or Washington State, Chelan style!! Our new address is PO Box 579; Asotin, WA 99402
Th~ Soaring Center PRESS RELEASE We just wanted you lo know that although we have shortened the company's name, we have expanded our product line, but before T get into that I'd like to give you a brief history . The UP Soaring Center was originally founded in 1991 by Mike Haley and through the years has seen the likes of Joe Bill Henry, Greg Smith, Monte Bell and even G.W. Meadows (for a couple of weeks). The name has been shortened to The Soaring Center to better reflect our expanded product line. The Soaring Center is still located in Draper, Utah, minutes from the Point of the Mountain. TSC offers beginning through advanced lessons, sales and service for Hang Gliding and Paragliding. Dave Sharp has been employed/sponsored by UP for three years and was promoted to Manager of TSC in the fall of 1994. Dave is known as a hang gliding competi-
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$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
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tion x-c guru. Dave holds an instructor rating in both sports. The Soaring Center supports two additional employees, advanced HG instructor Tom Webster and Class Ill tandem instructor Ken Hudonjorgenson, a 6 year· veteran of the sport. Since Dave's promotion he has taken an aggressive approach to expanding the new Soaring Center. "We have recently expanded our product line and are now offering paragliders from Edel, AT Sports, Flight Design, Nova and hang gliders from UP and learn 2000. We intend to have products available from all of these manufacturers by spring for pilots to test rly", Dave says, "I enjoy the challenge of running a business, the only bummer is that my air time is cut in half " Dave spends most of his free time paragliding. He is very excited about the higher performance and stability of the new paragliclers and anticipates more interest from the hang gliding community because of this.
Ban Vario's 1995 Ball Variometers announces the new M19e "1995" version. The '95 instrument includes a 23 flight memory (highest rate of climb, highest rate of sink, bighest altitude above sea level, highest altitude above launch and flight duration), additional audio sounds ( user selectable), flight duration can be checked during flight, user friendly key pads, 10 - 20 second selectable averager and a 2 ycm manufacturer warranty.
Monitor changing wind conditions. Responsive to slightest variation in wind velocity.
AIRSPEED INDICATOR Use with optional paraglider mounting bracket. Maximize your performance and skill. RUGGED-Molded of super tough LEXAN" resin. Stainless steel rod. ACCURATE- Calibration traceable to National Institute of Standards and Technology. Specify: 0 to 30 mph, or Oto 50 km/h Airspeed Indicator: $23.50 Paraglidcr Bracket: $6.50 -SATISFACTION GUARANTEEDHALL BROTHERS P.O. BOX 1010-P., MORGAN, UTAH 84050 U.S.A.
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ALASKA FLY-IN
LYESKA RESOR July 20 - 24th Come fly all night in the Land of the Midnight Sun r The Arctic Airwalkers arc sponsoring a fun fly-in that is open to all rated pilots. The event will be held at Hatcher's Pass and Alyeska Ski Resort, both excellent flying sites near Anchorage, Alaska. Although the Arctic Airwalkers rly all year-around, the summer offers long clays and thermal weather that Alaskan pilots look forward to all year. The sun goes down, but it never gets too dark to fly! The official fly-in will be held on two of the four days slated, allowing for weather clays. Hatcher's Pass, at the Independence Mine State Park north of Anchorage offers a wonderful drive-up site with some of the most consistently available ridge lift in Alaska. But this is not your boring coastal ridge lift. You can "bench-up" l 500 ft. above launch, explore several different bowls and ridges and possibly follow an eagle to take you XC. Alyeska Ski Resort (a sponsor of the fly-in), has a new 30 passenger tram which zooms up 2000
ft. above the Girdwood Valley. Girdwoocl will often have soarable thermals when other sites are blown or weathered out. Flying at Alyeska is limited to those pilots who have more than 75 flights and our insurance requires that everyone be both Arctic Airwalkers and USHGA members. The $15.00 fee covers both an Arctic Airwalker membership and includes a BBQ feast. There will be demo wings and stuff available, come join us for the fun of it! For more info and registration pack call 907/563-!FL Y (4359). We recommend that you plan a longer trip and explore the nearly endless flying sites that surround Anchorage in the tundra covered Chugach and Talkeetna Mtns. either before or after the fly-in. We can't promise that you won't be eaten by a bear, but we can promise that you will be totally impressed by Alaska'
ATTENTION MOTORHEADS We need your input' Anyone who owns or regularly flies a paramotor, please call Hugh Murphy at 805/544-8 l 90. ln exchange for answering a few simple questions about the make and model that you fly, you will receive (free of charge) a nifty paramotor instructional outline and information on paramotor tours of breathtaking coastal California sites such as Big Sur and Santa Barbara. The information you provide will be used to improve the sport, so call today'
Hurling Paragliding CuisineConfessions of Chef Papa Tuna by David Frank at the canopy to see if it's still flying. Others of you have pulled out your cellular phones to let their friends and loved ones know that you 're still holding middle age at bay. "Hi, Marcia? Guess where I am honey? I', PARASAILING! No, no boat, we went off a CLIFF! Hang on, (turns to me), how high are we? Marcia? yea, we're twenty five hundred feet off the ground!" It's always at this point I like to scream "OH Bloody Hell!" or start doing wingovers and listen to you hang up abruptly. Often, for the duration of the flight we'll listen to the phone ring and ring.
ou may know me. I've flown hundreds of tandem flights with movie stars, writers, the wife of a Nobel prize winner, a hair stylist to the stars, as well as every Tom, Ricardo and Harry from a myriad of countries. Only four of you spilled the blue groceries. You know who you are. I'm a paragliding instructor, certified to fly tandem (that means we fly together) with people like you, thanks to an FAA exemption. Why the exemption? I used to think it was because of pilots like us. After hundreds of tandem flights,! realized it is because of people like you. Before I get into it, let me explain, as I have so many times before, what we DON'T do. We don't paraehute- that requires falling out of a perfectly good airplane and deploying a sky diving canopy. We don't hand glide- that requires putting that long thing on top of your car rack, driving to the hill and assembling it into a rigid triangular airframe, at which point you stand around until the wind is straight enough to forgive your lame run off a cliff. We don't parasail- that is the cheezy sport you do on your honeymoon when they tow you behind a boat on a parasail. We don't base jump- that entails jumping off an object attached to earth ( like a skyscraper) with a skydiving canopy and no reserve chute. We paragliders PARAGLIDE! Yup. We throw our gear (which fits into a back pack) into our car, drive to the site and depending on the rules, either hike the hill or ride the gondola to the top. We then spread our brightly colored canopy out on the slope, attach it by means of two carabiners to our comfortable "chair-like" harnesses and run five or ten yards until the canopy rises, inflates and reaches the air speed it needs to carry us away from the slope. If you're flying with me, you have a chair harness too, which is also simply attached to the paraglider and therefore to me. Sounds simple eh? Well it was 'till you got here!
On magic days, when the thermal bubbles of warm air are especially good, we'll circle in them and begin our ascent to where the cumulus clouds are beginning to form. Often we'll rise thousands of feet above where we launched, flying right to the base of the clouds, where there can be no more spectacular view. If you're not to cold, we may fly cross country a ways, covering ground as we descend, until we find another thermal. We'll stay in it circling like a bird, free. At cloudbase we'll resume our course, or turn back. We'll soar until we get a little cold or a little hypoxic, or just because you're not the only flight I've got scheduled today, buddy! you can do this day after day for years and never cease to marvel at the view or more especially, that the view was achieved with cloth spilled on a slope from a backpack just minutes ago, the lowest common denominator in the world of flight. You may notice that you are in no way attached to a boat.
At times I'll turn the reins over to you, especially if things haven't been so good for me at home lately. Predictably, you'll just freeze into that starfish position and stare up at the wing to make sure it's still flying. I'll coach you through a few turns and explain a few things and Anybody who still doesn't know what . . . ...-,. . . . ._ . .~ - after a few minutes you'll offer your thanks, I'll take the brake togparagliding is and is stupid enough to sign a gles back and you'll resume breathing. Then I'll remind you three page waiver, has probably watched a lot that you ought to take some pictures. i always take this of TV, so when it comes time to launch, I opportunity to remind you to get your dangling feet in like to tell them that their only task is to the photo, so you'll have a shot just like everyone else's, except personalized with your own foot wear. run and keep running in the air like Wiley \ Coyote. I started usmg this analogy to insure After you put the camera away, I'll ask you if you like that these folks wouldn't stop runnmg just because I roller coasters. Not that it will deter me ... it just gives the hill got a little steeper, or before we had enough alfme a clue as to whether I'll have to duck last night's supspeed to fly our wmg. I'd have them repeat their only task per or not! Another clue you give me is silence. You stop blabbering, I 1 back to me a few times, pronounce Saint Wiley's name a start ducking. And the fun begins ... tight spiral dives, the g-forces on our few times etc. and we'd begin our run. Or at least, I would. rear ends as we spin down. The wingovers way out to the side of and above Invariably they'd take their two or three steps, then sit down in the wing tip, with that wonderful weightless moment on each pendulum! the harness as if I were Arnold Schwarzenegger and could do Porpoising with our slow then fast airspeeds. Oh yea and get ready to stand the lifting and the running. I think they misunderstood and up and jog a little when we come in to land or I'll fall right on top of you thought their role was simply to take two or three steps, plop down and that wouldn't feel to good now would it? on the couch and pretend to watch Wiley Coyote run off another cliff on TV! Granted, Wiley and I had the same "Oh oh" look on In we'll come, to the applause of your friends in the landing look on our faces. On the occasions when I couldn't summon my zone! After you're unhooked, you start your spiel as to how that was the piloting skills and every ounce of human strength to pull it off, we'd simply most incredible experience of your life, better than sex or food and then abort, which then required unhooking ourselves and beginning anew. One you'll all rush off together, forgetting to tip your waiter. And I don't even time I found myself attached to a woman who at 5'4" and 180 lbs, was a litcare, because I'm hypoxic. Also because I've gained the trust of a new tle bundle of dynamite. Imagine my surprise when she couldn't jog the friend and shared a highlight of your life with you. Flight that great men like whole 5 yards and abruptly sat down! We happened to be launching on a ski Leonardo da Vinci dreamed of for a lifetime and were unable to partake of. run and as she sat down we began sliding down the ski run on our butts. I Many of you will be back taking lessons, soon flying on your own, sharing was about to deflate the canopy and abort, when I looked up and saw it the wind and the thermals of many beautiful days. You'll learn to thermal inflated, wonderfully. I decided instead to just touch the brakes a bit, as we and soar in ridge lift. You'll make new friends with many dynamic people had plenty of airspeed. We stopped bouncing off the mogul's and rose from all walks of life, wondering how it was possible you could have ever majestic like the Goodyear blimp over the Superbowl. The skiers who hadn't been so unaware of the sport of paragliding. You'll also feel blessed that, in had to jump out of our way loved it' this day and age, you can still experience what it feels like to be a pioneer. When you've mastered reverse launches and top landings and flown in People like you say the darndest things the first time they go many conditions ... and when you quit your job and travel to flying sites all soaring. Often you ask questions like "oh, you can STEER it?" Nope, we're over the world ... when you earn your instructor rating to teach man to fly, just gonna fly straight across the valley and slam into those pines with all the and you're flying with your first tandem passenger who asks, "How do you branches broken off. Or you'll say, "How long have you been doing this?" make it go down?" I hope you'll smile and remember the view, and the simLet's see, what's today, Thursday? Some of you spend the flight looking up plicity of the kite. I even hope you'll remember me.
N
PAGE 24 • PARAGLIDING MAGAZINE
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l l ~~~11~~1m11111''
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SABRA
(Cli mbing and Flying Mou nt Baker) ... conti nued
Uncomprom ised design, quality and materials . The intermediate paraglider for the majority of pilots.
The new high perfor mance intermediate sail . An original design that reaches the best pe1forman ce and sets the standards of security for the future .
SABRA
25
27
30
SPECTRA
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cells
35
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cells
39
43
47
pilot weig ht Kg 60-75 70-90 85- 110 speed (Km/h) certification Acpul
pilot weight Kg. 60-75 70-90 85-110
20-45 20-45 20-45
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certification Acpul
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20-45 20-45 20-45
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18
s
Glac ier, which was ten miles away. Our Ettie fo rmati on fl ew together and I shot off the rest of my film . The best photo opportunity came when I had Harry fl ying wi th 9000 foot Mount Shuksan in the background. I couldn 't wait to get dow n just to get the film developed! Fifteen minutes later we were fl ying by Skyline Divide and Glacier Village still looked a long way off. Harry and Delvin's Challengers were now several hundred feet below and looJcjng like they were not far above the trees. With the alpine meadows now behind and above us we were all a little tense as we searched the treed slopes fo r potential landing sites if our glide did not pan out. There were several logging roads with open sections but aU of them required a major deviation fro m our straight line fli ght path through the Glacier Creek Valley. As it was, the fli ght was going very smoothl y but we wo uld have fe lt more comfortable with addi tional landing options. At 12: 15 pm, the vaUey leveled out 2000 feet below us and we began to discuss our landing possibilities. Soon after, Delvin and Harry spiraled off to land nea r a resort beside the Gl acier Creek and I continu ed towards Alan who was about a mile fut1her dow nstream. Alan had chosen the las t long stretch of creek just a few hundred yards from the Mount Baker Highway and although it looked good fro m the air, I realized as l approached that I was landing on a very rough surface of rocks ranging in size from softballs to watermelons. The air was also a litt le trashy from the mid-day thermals that were developing. Settin g the glider dow n exactl y where I wa nted proved impossible. ln fac t, I hit a pocket of sink 50 feet above the gro und and thought I was going to hit very hard. I fl ared so aggressively that f actu ally landed movin g backwards and fo r just a second I thought the meeting of plastic boots and bo ulders wo uld lead to a broke n leg. Fortun a tely, when I regained my balance, I was OK! The adventure was over, except for locating Harry and Delvin who experienced similar lousy landing conditions but had landed safely. Once we were together again our priorities were obvious: find beer, foo d, and rest in that order. To be eating in a restaurant in Glacier at 1:00 pm, ninety minutes after si tting on the summit of Mount Baker was almost as surreal as the moonlight climb. if not more, si nce we were all practically comatose. l have never been so tired, but in the end, a good time was had by alJ , thanks mainl y to the superb weather of the day , the alpine beauty, and fin e friends to climb and fl y with! Kev in Aul t is a Junior Secondary School teache r in Chilli wack, Bri tish Colum bia who has been paragliding since I 990 and has recent ly received his Canad ian Instruc tor and Tandem Ra ti ng.
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The besr sail in rhe market in its cmegory as proven by its many Worlds Records (XC Open Dista nce Wor ld Record). Flying with a Supra is always a guaranreed pleasure. Equipped wirh rhe speed acceleraror iris rhe Jasres/ wing around.
PRIMA
24
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SUPRA
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speed (Km/h)
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certification Acpul
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1B
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Cartoon by Vladimir Liberman, an immigrant from the ex USSR, now worki ng for APCO Av iation, in Israel.
Flavor of the month...Big Black Attack by Wade Maurer A few months ago I called my buddy Rob one Saturday morning around 11:30 to find out what everybody was up for as far as flying goes. It wasn 't too promising all week - kind of high pressure, scuz layer type of stuff. When he told me that himself, Mark, Joel, and Craig were meeting up to fly Big Black, I kind of let out a silent groan (Big Black is a few miles north of Ramona in San Diego County). I was a little skeptical. Marginal conditions along with the prospect of chasing around the county trying to fly an unfamiliar site didn ' t seem too appealing at first. So what do you think I said? " See you in 30 minutes ! " After all, hang glider pilots flew it a lot in the '70s and '80s. Somebody even said that a few paraglider pilots had flown it before too.
AILES DE K The world's first manufacturer of paragliders ~~
O.K., so technically we weren't really breaking any new ground, but it was still going to be a para-adventure for us. So, armed with our San Diego Hang Gliding and Paragliding Association Site Guide, we were off to Ramona. Craig navigated flawlessly (the directions and map were pretty good!). The first thing we bad to find was the "cross roads". This is an area about 2200' below launch that we' d use for our LZ. Once we were certain we'd found it, we stopped briefly to get out, plant a streamer and stare up at the mountain . Then we piled back into Joel's Land Cruiser and headed up the road marked "Black Mountain" (duh!). We followed our map up to the top (3800' MSL), which took about 30 minutes. The road is surprisingly well maintained; a two wheel drive vehicle with any kind of clearance could make it. After scouting around south of the area we parked in, Craig found two launches. The first one had a small ramp built up out of rocks and was suitable only for hang gliders. A little farther down the trail is where we ended up launching from. There' s is a nice clearing surrounded by pine trees with enough room for one canopy to lay out. You have to have good launching skills because when you pull up, there' s not much room to maneuver in. In fact, when you launch, you have to thread the needle between two tall pines. If you' re a heavy boy and have a 30 meter canopy, you can count on brushing your wing tips on them when you jam down the launch. We're generally used to launching at typical Southern California sites - lots of dirt, rocks, and manzanita. The wind whistling through the pine trees initially kind of freaked us out. We were sure that it had to be too strong, but Mark' s wind meter told us fl mpn w1t11 an occasional gust to 16 mph. What really had us worried was whether we could make the glide to the LZ. We even went so far as to drive back down about a 1/3 of the way looking for alternate launches closer to the LZ. New site jitters! ! We finally talked ourselves into going back up with Rob promising to go firs t. By the time we got back up, it was around 4:00 and things had mellowed out a little. Rob launched and immediately got about 200' over. Seeing that he didn' t plummet, we all scrambled to get off the mountain (everybody loves a wind dummy!). Once I launched and got about 300' over, I looked over the back of the mountain towards Julian. The view was beautiful. Flying over trees and wooded areas was a treat for this Southern California pilot. Everyone was psyched when we landed about an hour later. We couldn 't believe we hadn' t flown this place before. After all, it's right in our back yard. Next weekend, it's back to Big Black! ~
v
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PARAGLIDING MAGAZINE• PAGE 27
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** PARAGLIDER REVIEWS * * PARAGLIDER R EVIEWS * * PARAGLIDER REVII Paragliding Magazine is pleased to present as a new feature, "Glider Reviews". We have been working with two well known U .S. pilots, Bob Schick and Ken Baier, to come up with a way to get into print what pilots really want to know about the new gliders . W e are very pleased with the results. W e hope you enjoy these first reviews and will look forward to more to follow.
Disclaimer!! This will be the fi rst of what I hope are many opportunities I will have to give you, the recreational pilot, my personal opinion of "what's hot and what's not and maybe what should be" in paragliders and paragliding equipment. My objective is to give you an unbiased, no hype, no sales pitch, informative report on the gliders and gadgets sent to me by the manufactu re rs. Those who chose to expose themselves to my non-technical, fly it, like it or not attitude. I will write the review f or the buying pilots, at large, whatever my impressions and observations are. I will submit a proof copy back to the manufacturer prior to press release. Not fo r editing, but fo r permission to print I If they don 't want you, the buyer, to see it, you probably didn't want to buy it any way. Sounds controversial, huh ? I hope so. Well enough of me. Let 's begin.
Review of Pro Design CONTEST
by Bob Schick
(Reconu11ended for ex perienced recreational pilots and XC pilots.) John Yates sent me a Contest 50 to fly. Pretty gutsy, huh ? T he technical I perfo rmance claims are included at the end of the review, so I won' t bore you to death. I flew a total of 6 hours, ridge lift and thermals on the Contest. The launch is 10,000 msl in winter air. Ground Handling I Launching I Landing In no wind forward launch, it came up fine and clean, consistently. As conditions improved, 10 - 15 mph, reverse launching was just as straight fo rward. Howeve r, plan on a fa st inflation because of the high aspect, the glider creates energy quick. I had to tune into thi s, but no big deal - just use a little "B" riser to slow it down a bit. Ground handling was fin e, with quick response and recovery from turbulence induced by other pilots in front of launch. Landing is pretty basic, just be ready to glide awhile - in ground effect. Roll I Pitch and Glide The ro ll rate on the Contest was very nice, not too much brake press ure and quick to respond in and out of a tum. The pitch stability, when encounterin g bumps and turbulence, was easily controlled. The glider can be kept fairly fl at to produce more efficient climb rates. Great for you XC nuts. It can turn tight and fas t in the little bug fart s we sometimes need to climb in to stay up. The glide is 200/1 NOT!! Read the tech section for the numbers. But seri ously, the glide is in the high performance league of gliders. Sink and Speed The acceleration system is smooth, constant and installed cleanly (is that a word? ) in the risers - no pulley on the "A" to get caught o n lines. The sink rate was again in the high performan ce league. The glider is intended for the recreational and XC pilot but may meet the needs of the competition crazies. So what, right? Wangs and Thangs I perfo rmed 50%+ asy mmetric " A " collapses and a bunch of wangs at vruious angles . Response and recovery was solid and predictable. I enj oyed showing off in front of the crowd gathered and the glider responded accordingly. Turbulence and high winds 18-25 were fi ne. The wing was solid and didn ' t need babys itting more than usually would be expected. The lines clear, clean and the brake line is huge like a cable. Good to reef on!
My 2¢ Worth. My impress ions of the wing are favora ble, as is my impression of the knowledge and support you will get from Pro Desig n. I enjoyed flyin g the Contest and encourage you experienced pilots to contact your local dealer and test fly one. You have to be the fin al judge. Don't forget, always "Fly before you bu y"!
PAGE 28 • PARAGLIDING MAGAZINE
CONTEST photo courtesy of Pro D esign
WS * * PARAGLIDER REVIEWS * * PARAGLIDER REVIEWS * * PARAGLIDER Introduction, Instead of reviewing just one glider, this will be a comparison of two gliders, the Advance Omega 3 and the Swing Minoa. Hopefully you'!! find the comparison format to be more revealing because it forces some opinions on the relative merits of each glider. This should be a particularly interesting comparison because while both gliders are high pe,formance Swiss wings introduced in '94, rhey are at opposite ends of the spec/rum in how they go abour reaching rheir goals.
' The Swing MINOA vs. the Advance OMEGA 3
by Ken Baier
The Test Flights The gliders compared are the Minoa 33 and the Omega 3 32. I flew both gliders at Torrey Pines, Elsinore and Blossom Valley. During the test flights winter conditions prevented flying in really big air. The objective was to alternately fly the gliders to compare them in similar conditions. Both wings are big and were flown with ballast, pilot and gear at 218 lbs. This is in the weight range for the Minoa but 20 lbs. too light for the Omega 3 !
Associated Stuff Both gliders come with thorough manuals that have been translated so they can actually be understood. Included are good tips on how to fly these gliders, maneuvers advice, line charts and maintenance tips. I give high marks to both. The glider bags included are well built with padded adjustable shoulder straps and ex tra pouches. I just wish they were bigger! The modern harnesses take up so much space that you have to be meticulous to get your glider into the bag. I'd prefer they save the material from the flimsy stuff bag and give us a bigger bag. The principle of putting a glider in one bag and then into another bag escapes me. These two companies are the first I've seen to break the mold and use mate1ial other than l inch webbing for their risers. The Omega utilizes black 22mm (just over 3/4 inch) polyester and the Minoa uses a beefier nylon that is not quite as wide. Each company has been innovative in how they change the glider' s angle of attack, so take a look at their risers. They are interesting. Wills Wing ads split '·A ' s" to the Minoa for easier big ears. For some real fun check out the Minoa race risers available to competition pilots. They have metal bars and trim tabs so they're a bit of a pain and add confusion during launch but they change the shape of the airfoil , increasing the gliders speed by 6-8 mph which is impressive! Wills Wing prefers that pilots use the standard ones which work well, but if you fly in strong winds or competitions , whine and snivel and pay the bucks, they're worth it!
Two different looks Each of these gliders has a distinctive look that is a credit to the innovation of the designers. With a gaggle of gliders in the air you can easily pick out the Omega and Minoa by shape. What is amazing is how different these gliders arc in design and yet how well they both perfotm. The Omega is distinguished by its elliptical leading edge and nearly straight trailing edge that is the sharpest on the market. The 39 ce ll s form 74 chambers including the tips. The chord changes very Little over the entire span and end al squared off tips. Distinctive
MINOA 33 Photo courtesy of Wills Wing
PARAGLIDING MAGAZINE• PAGE 29
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PARAGLIDER REVIEWS** PARAGLIDER REVIEW S* * PARAG LI DER REVIE\I winglets give it a tebno look. The glider bas a very long 8m kevlar li nes , putting it high overhead. The aiifo il is thick and the constructi on is nearly fl awless, show ing the fewes t and smallest wrin kles of any glider I've seen. The controls pull the entire half of the win g with smooth prec ision. The Minoa pl anfonn is nearly the exact opposite. The leadin g edge is straight with the elliptical trailin g edge. The chord changes dramatically from the lengthy root taperi ng to the poi nty tips. The Min oa gets it' s techno from three innovations. The "double sail system", allows the glider to have 45 cells on the bottom but effectively double that on top. This allows for a very smooth top surface with fewe r lines and less drag. The upper su1face"sink drains" are precisely placed to utilize the air pressure near the trailin g edge to keep the upper surface fl at rather than bulging. The trick stabili ze r line on each tip goes to the C riser and th e brake handle ! More on th at in the handlin g department. The lin e lengths are considerabl y shorter with vectran uppers and dyneema lowers. The sail work is very good but the more complex top surface des ign lends to a few more wrinkles, particularly at the trailing edge. The two loops at the trailing edge are a Wills Wing addition. so you can attach your carabiners and not tangle lines.
Ground Handling The Omega 3 wins this department. It's not perfect but is more predictable than the Minoa. The key with the Omega 3 is to be patien t. The long lines mean that it takes time to get up overhead. I fo und that the lower surface would 'crush", with the same look a glider gets in a deep stall, if it was pulled too quickly. On the other hand the glider inflates both forward and reverse consistently and it stops when yo u stop pulling on the "A" riser. If you get a bad start the glider can be recovered and steered back into pos ition. The Minoa has the abili ty to embarrass you on launch. It can be tough to get overhead and if it ge ts off to a sid e the brakes often wo n't retri eve it. However the Swin g Company has been equ ally creati ve in developing a launch technique as in developing the glider. Some of the tips, fo und in the glider man ual also wo rk with othe r gliders, so yo u might want to try them with your win g. With some practice you can look good with this gl.ider. The layout is important. A severe horseshoe helps get the center off to a straight start. Wills Wing sugges ts folding the tips in Like bi g ears while the glider is on the ground I haven' t tri ed this. Foldin g over the quick links on the "A" risers shortens them about 2 in ches and helps on the infl ation. For a fo rward infl ation have the "A" risers in your hands with your hands up on your shoulders and the links fo lded over. Ju st lea n fo rward and drive ahead. In reverse pos ition keep co nstant press ure on the front risers until the glider is overhead. The g lider stops wherever you stop pulling and it does not overshoot, so p ull it just short of all the way up. Put on some brakes and get off the hill, ki ting is not this glider's strong sui t.
How They Feel These two gliders create two different sensations. The Mi noa lift feels like it comes fro m directly above the pilot with the tips doing the turning and control work. The Omega 3 feels li ke the lift is spread wider to the tips, creating a stiffer fee l. Despite their similar areas and dimensions, the Omega 3 fee ls bi gger and in fact has a hi gher weight range. From watching heavier pilots fly these gliders it is clear they both perform we ll in the upper part of their recommended limits and that pilots wo uld do best to fl y them that way. If you j ust have to fly one underweight, I' d reco mmend the Minoa.
PAGE 30 • PARAGLIDING MAGAZINE
OMEGA 3 pho to co urtesy of Advan ce
Handling Thi s is where the Min oa shin es. G ive yourself a chance to gel used to the stabilizer lines on the brake lines beca use at first they do feel stra nge. The stabilizer brakes do two thin gs. They give you a feel fo r the tips and the air that is working on them and I fo und thi s very helpful in thermall ing. Also they pull dow n on the ti p reduc ing the li ft on that tip and giving the glider the most pos iti ve ro ll rate and response of any glider I' ve flown. Thi s glider rolls like it 's on teflon bearings. The Minoa seat steers so well th at it ca n be flow n in the pattern at Torrey witho ut touching the brakes ! With the brakes the glider can be turn ed in the smallest of thermals and is so confi de nce inspiring that care needs to be take n not to try low turn s (even though you' ll probably get away with them). The Omega's strong suit is that it is very well coordinated. Both roll and pitch response are ve ry good. l had no problems achi eving efficient shallow and steep banked tu rn s. Even at its size it has a sports car feel with good sensiti vity. This win g responds we ll to seat steering input but less than the Minoa. There was no adverse ro ll and the glider does smooth , almost automatic wingovers. Wh ile I really enjoy this type of handlin g, it bas the fee l of the adva nced pil ot' s glider.
NS** P
E
REVIEWS * * PARAGLIDER REVIEWS * * PARAGLIDER
The pitch response on the Minoa is smooth and a hil on the slower side. This is really good for thermal flying and pilots who want a more secure feel lo their glider. The slight lag makes it harder lo coordinate wingovers. When scratching low you need lo keep a lilllc extra speed on for sink holes because it doesn't generate speed quickly.
Handle Pressures Both gliders have firm brake pressures that could be tiring, but both achieve their best sink rates with only a small amount of brakes on. When turning, use the seal aggressively, as this will let the glider do the work and you can go along for the ride. Arm and hand position do play a factor in flying Lhe Minoa. Twisting the handle down or pulling in next to your body pulls hard on the tip, which is good for more banked turns and keeping the lips inflated in turbulent air. Pulling less on the tip helps the glider maintain flatter turns.
Performance Both have plenty of performance. Both easily go to the top of the stack and both glide with the best. Sink rate and glide are so tough lo accurately measure that I'll just say I'd be glad to fly either in a competition. Both companies stale that optimum performance comes by loading the glider up and I believe that's true. In checking speeds with the Braliniger Competition Vario at Torrey, the Minoa topped out al 23 mph and the Omega 25 mph. Both showed hands off speed at about 20 mph. The comp. version of the Minoa with skinny strings and comp. risers measured 38 mph. and had more! Remember that I was flying both gliders underweight so these numbers don't mean much. Both accelerator systems worked smoothly and predictably. I fell l could go beyond the company setting in the smooth air at Torrey, however, I'm sure both companies put those settings there for a reason.
Maneuvers and Turbulence The winter conditions never gave me Lhe altitude or turbulence to do any serious comparison testing of this. Both gliders do big ears just fine and recover with a good strong pump.
Manufacturers information; Pro Design CONTEST area proj. area layout span proj. span layout avg. chord proj. aspect ratio proj. aspect ratio layout # of cells weight total load speed w/ speed system certification AFNOR sink rate Glide
46 25,64 !TI' 28,38m, 10.32m 12,09m 2,48m 4,15 5,15 46 6,6 kg 75-95 kg 20-36 km/h 47 km/h DHV3 comp. 1.lm Is 7.5/ I
48 27,02m, 29,89m, 10,76m 12,58m 2,51m 4,28 5,29 48 6.9 kg 90-110 kg 20-36 km/h 47 km/h DHV 2-3 comp. 1.lm Is 7.5/ 1
50 28,39m, 31,39m, l l,19m 13,06m 2,54m 4.41 5,43 50 7,2 kg 100-125 kg 20-36 47 km/h NIC NIC 1.lm Is 7.5/ 1
Wills Wing/Swing MINOA 27 Pilot wt wo/ equipment 55-75 kg pilot wt w/ equipment 70-95 kg # of cells 41 surface area M2 26,8 proj. surface area M2 22,9 wingspan 11,6 proj. wingspan (m) 10,2 aspect ratio 5,0 proj. aspect ratio 4,5 weight of glider (kg) 6,4 sink rate (m/s) 1,05 V. min IV. max (km/h) 25-53 Certification 9 A's 3B's ACPULS
30 65-85 kg 80-105 kg 43 29,7 25,5 12,3 10,7 5,l 4,5 6,7 1,05 25-53 DHV 2-3 I la's 1 B
33 75-95 kg 90-125 kg 45 32,5 27,8 13,0 11,2 5,2 4,5 6,9 1,05 25-53 DHV 2-3
Advance OMEGA 3 26 surface flat (m2) 26,4 proj. surface (m2) 23 span (m) 11,84 proj. span (m) 9,71 aspect ratio 5,3 proj. aspect ratio 4,1 # of cells 35/66 length of lines w/ risers (cm) 790 75-90 flying wt. min I max (kg) speed min I max (km/h) 21-45 speed wo/ speed syst. (km/h) 36 min sink rate 1 Glide 7,9 Certification AFNOR Comp.
29 29,4 25,8 12,44 L0,35 5,3 4,15 37/70 831 90-105 21-45 36 I 7,9 Comp.
32 32,4 28,6 13,14 II 5,3 4,25 39/74 866 105-120 21-45 36 I 7,9 Comp.
Conclusion These are both high quality, high performance gliders. Both need lo be flown by experienced pilots. The Omega excels in its construction, ground handling and coordination. It has the look and feel of a glider that has evolved and been highly refined. The Minoa excels in its excellent turning ability and its feeling of security. It is truly ingenious and innovative. Both offer competitive performance in every category. In my opinion the Minoa probably suits the larger number of recreational pilots a little better because it feels more like an intermediate, once it gels launched. The Omega 3 is more the thoroughbred high performance glider for high performance pilots. Distribution of the Swing Minoa is by Wills Wing. The Advance Omega 3 is distributed by Sun Valley Sky Sports. It is currently the most expensive glider on the market . Thanks to Wills Wing and Greg Burnett who both allowed me to hold their gliders while waiting for some good weather.
PARAGLIDING MAGAZINE• PAGE 31
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STYLE by Peter K. Kloepfer
October 5, 1993 It had been an unusually warm Fall and during the last few days the temperature had been in the mid-80' s. That morning about 10:00 o'clock I called Mike Reeder to see if he wanted to go out to the hill. The "hill" is known as Lookout and located in the foothills at the edge of Golden, Colorado. The site is approximately 1,000 foot vertical facing east with a somewhat tricky LZ. While discussing that day's flying conditions I asked Mike why everybody always flies either north or south along the Front Range, but never goes straight west back into the mountains toward the Continental Divide. He said that no paragliders had ever tried it but a few of the veteran hang gliders had told him that, theoretically, an eastwest conversion sets up near the Divide sometimes and, if a paraglider could get into that, they could fly a long way along the conversion. Hang gliders almost never go back that way due to a significant shortage of LZs. I told Mike that the next time I got up high I wanted to go west. We were supposed to meet at the hill at 12:30 but I got caught in a meeting and was an hour late. When I got out there everybody was gone except for Madison. I called Mike Reeder to find out where they were and he said they had been out there sitting around but it had been blowing out of the west over the back so they went home. Madison and I drove up the hill anyway only to find that it had switched east/northeast which is generally ideal for the site. We went up to the north launch and I immediately laid out my glider. Madison indicated that he was going to wait until the conditions weren't as strong. It was cycling in 15 miles per hour. I immediately launched and within a couple of minutes hooked into the beginnings of a strong thermal. Launch is at 6800 ft MSL. I stayed with the thermal drifting back west into the mountains until it topped out at 14,500 ft MSL. I was really excited since, to my knowledge, no paraglider had been over 14,000 ft MSL at this site. Thinking back to my conversation with Mike Reeder that morning, I immediately turned straight west PAGE 34 • PARAGLIDING MAGAZINE
and headed into the mountains. This was only my second flight on my new Edel Rainbow 26. The the.rmal cores were in excess of a 1,000 foot per minute and since this was my first competition glider I was doing quite a bit of on-the job training. A few thermals and about 30 minutes later I was over Idaho Springs approximately 16 miles from launch. I was starting to get low and decided that I was going to land on the top of the hills outside of Idaho Springs; approximate elevation 10,000 ft MSL. I was about 500 feet over the ground when I started to catch the edge of another thermal. I was able to make some half turns in and out of this thermal and gain some altitude when the thermal started to more fully develop so that [ could hook in to some full turns. Meanwhile, Madison had been on chase and was sitting on I-70 right outside of Idaho Springs waiting to see if I was going to get up again. I continued to climb in the thermal as it got stronger and stronger. At this point I realized there was a large CuNim cell developing about a mile to the southwest of me. I became concerned that this thermal was feeding right into the cell and when I hit 14,000 ft MSL I started to head northwest away from the cell fully expecting to fly out of the thermal at any moment. As I was flying straight line away from the CuNim cell the lift continued and even got a little stronger, peaking at 1,300 feet per minute. I was completely amazed that I was still in lift since I had been flying a straight line for at least a minute. I was approaching 16,000 ft MSL and now only blue sky was overhead. As I turned and looked back at the CuNim I realized that I was above cloudbase going up at 1300 fpm. I finally recalled my morning conversation with Mike Reeder about the possibility of a convergence back near the Continental Divide and realized that I was in the Big One. Since no paragliders had ever been over 14,000 ft MSL from Lookout I had left my oxygen in the car and with an approximately 85 degree ground temperature I hadn't put on the multiple layers of clothing typical for high mountain flying.
By now I had flown several miles straight line with lift in excess of 1,000 foot per minute and was at 17,200 ft MSL. My hands were numb and I had lost feeling in my fingers. My whole body was shaking from the cold and I realized I had no idea how high the convergence would go or even if it would get so strong that I might not be able to escape. I executed a B-line stall and the Rainbow politely and calmly responded. I dropped down to about 15,000 ft MSL and released the B-line. I immediately began going back up in excess of 1,000 foot per minute. By now I was almost to the Continental Divide and Madison on ground control had me in sight at St. James Peak. I pulled Big Ears and continued to fly straight line in lift. When I was within a quarter mile of the Divide I finally flew out of the convergence and into the southwesterly airflow coming over the top of the Divide. Sinking out was a beautiful thing! I was looking at Winter Park and the town of Fraser on the other side of the Continental Divide and deciding whether I wanted to try and land over there or turn around and fly back out towards the Front Range. By now it was about 4:00 o'clock and it would be dark in two hours. I shuddered at the thought of ending up on a long hike out from the Continental Divide in the dark if I sank out on the other side so I turned around and headed back towards the Front Range. I never got back into the convergence (thankfully) and flew for another 10 miles to land on top of a mountain outside of Rollinsville. I hiked out of the mountains, caught a ride to the nearest road and soon hooked up with Madison, my much appreciated ground support. I was thrilled with my second flight on my Edel Rainbow 26! A couple of days later a fellow paraglider pilot went to one of the federal laboratories in Boulder where some friends of his were conducting weather research and obtained a detailed weather map of Colorado for October 5, 1993. The wind information on the weather map showed the convergence occurring over Idaho Springs where I first began to enter it and continuing up to 25,000 feet! Imagine what a little oxygen and some warmer clothes would have done.
Total distance: 34 miles Total time: I hour 45 minutes Maximum altitude gain: 10,400 feet 17,200 feet Maximum altitude: Maximum rate of lift: 1,300 fpm ~
·v P.S. After the 1994 Nationals in Aspen , the following records were set on the Colorado Front Range:
Site Record: Lookout Mountain. Golden, CO, to Pinewood Springs September 8. 1994 Total distance: 40 miles Total time: 2 hrs. 45 min. Max. Altitude gain: 8000 feet 14,670 feet Maximum Altitude: Maximum rate of lift: 1000 fpm Pilot: Peter Kloepfer Glider: Edel Rainbow 26
Colorado Distance Record: (unofficial) Off tow from Prospect Valley to Limon.Colorado, September 18. 1994 50 miles Total distance: Total time:3.5 hrs. Max imum altitude gain: 11 ,300 feet Maximum altitude: 16,300 feet Maximum rate of lift: 1300 fpm Pilot: Peter Kloepfer Glider: Edel Rainbow
Photo; Colorado Plains as seen by the author during the flight.
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303/278-9566 FAX: 303/750-3226 PARAGLIDING MAGAZINE• PAGE 35
Dear Fellow Paraglidcrs, As a fairly new sport, compared to hang gliding, paragliding is producing a substantial number of pilots who are considering competing. I am one of those pilots. In talking to several local pilots who are also considering competing, 1 have found that we share a common concern about the fact that we will be competing against uncertified and even "experimental" paraglidcrs. Some major paragliding competitions seem to have become dominated by factory sponsored pilots who arc supplied with prototype or specially tuned and equipped gliders which are not available to the general public. We are concerned about the safety and fairness issues involved. Since the last time I competed in hang gliding competition was twelve years ago, I asked several competition pilots about the current state of hang gliding competition to see how our sports compare. It appears that some hang gliding competitions require certification of gliders and some do not. Perhaps someone can publish an article explaining the current competition rules. I believe that the use of uncertified equipment in high pro-file events, such as the National Championships, not only poses a safety risk to that pilot and the other competing pilots, but also puts the sport at risk from negative media exposure. Most other competitive sports regulate the equipment used in actual competition to ensure safety and fairness. I am not suggesting a oneclass design, because 1 feel this would stifle improvements in glider design and performance. By insisting that all gliders used in sanctioned competitions are certified gliders, it would significantly improve safety, and would level the playing field by giving all participants access to the same equipment. Manufacturers provide equipment and other perks to top competitors because they want their company name published along with the winning
pilot's name to sell their product What many consumers do not realize is that top performance in a race modified glider does not assure them of the same performance when they buy the stock version. Manufacturers who wish to benefit from the publicity of having their equipment featured in competition results should have to produce not just faster gliders, but certified faster gliders. Some pilots 1 spoke with said they thought it was important for companies to be able to use competitions as a means of comparing new designs against their competition. Pilots and manufacturers who still wish to compete with uncertified gliders could compete in their own "open" class or in competitions sponsored by manufacturers. I recently discussed these issues with a pilot who is involved in organizing the '-5 Nationals. He said he liked the concept of using only certified gliders, but felt it would be difficult to enforce. He also felt it would be difficult to determine how to award points if open-class and certified-class competitions were held. Enforcement of certification could be accomplished by inspecting the top 20 or so gliders following the competition. Pilots who are concerned that their equipment might be out of certification due to line stretch or other wear could submit their equipment for inspection by officials prior to competition. They would still be subject to inspection after the competition. The points problem would require coordination so that the world competition and all national competitions have the same rules. The decision on how to award points should be based on designing a competition which tests pilot's flying skills rather than differences in equipment performance. If the U.S.H.G.A. is going lo sanction meets, doesn't it make sense that those meets should be designed to benefit all members and encourage more participation by encouraging the manufacturers to produce the safest possible equipment? Let's establish safe and fair rules now, while our sport is still young. Sincerely, Tim Hall, Class II I Hang 4 El Cajon, CA
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f THE SKY-$19.95 side pockets sizes: S, M, L & XL
While quantities last. reg. $29.95 add $4 S!H (US & Can.)
SEND TO: USHGA, PO Box 8300, Colorado Springs CO 80933 (719) 632-8300 Visa/MC fax (719) 632-6417 PAGE 36 • PARAGLIDING MAGAZINE
The best guide to large and small scale weather effects. 2813 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
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ATTEND FREE INFORMATIVE SEMINARS FROM INDUSTRY EXPERTS. YOU WILL HAVE THE OPPORTUNITY TO TRY OUT NEW STATE OF THE ART PRODUCTS, PARAGLIDERS, PARAMOTORS, HARNESSES, VARIOS, FLIGHT SUITS, TANDEM GLIDERS, OXYGEN SYSTEMS, HELMETS AND OTHER FLYING EQUIPMENT FROM MANUFACTURERS AND DISTRIBUTORS. WE INTEND TO HAVE EVERY MAKE AND SIZE GLIDER AVAILABLE 1N THE USA HE YOU TO FLY. FLY AS MANY DIFFERENT GLIDERS AS YOU CAN HANDLE FOR SIX DAYS. This is a non-profit event; there will be a $25.00 pre-registration fee before May 1st ($55.00 at the door), $10.00 to go to the UTAH HANG GLIDING ASSOCIATION to aid in their efforts to SAVE THE POINT and pay for your temporary UHGA membership. PLEASE PRE-REGISTER. THIS EVENT IS SPONSORED BY
Call or write for more information 12665 South Minuteman Drive, No. 1
Draper, Utah 84020 Phone 801/576-6460 • Fax: 801/576-6484 .
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PAJRAGUDllNG RATINGS RECEIVED IN JANUARY
WHEELER, MATT: Gardnerville, NV; R. Leonard/Adventure Sports
(Name: City, State; Instructor/school)
Region 3 BERRY, BART: Solana Beach, CA; F. Lawley/Accelerated Flgt Systems
CLASS I Region 1 COOK, JOHN: Missoula, MT; D. Covington/Big Sky PG FIELDHOUSE, PAUL: Missoula, MT; D. Covington/Big Sky PG FLECK, ADAM: Missoula, MT; D. Covington/Big Sky PG GRAY, PETER: Seattle, WA; J. Brown/Lucky Crater Fly School SARBER, GREG: Anchorage, AK; D. White/Thermax PG Region 2 FOUNTAIN, MICHAEL: Half Moon Bay, CA; A. Ben-David/Airtime of SP KOWELL, SUZY: Healdsburg, CA; N. Marsh/Chandelle KUENSTER, TIM: Santa Cruz, CA; N. Marsh/Chandelle MUTZ, ANDREW: Menlo Park, CA; A. Ben-David/Airtime of SF NELSON, STEVE: Sunnyvale, CA; S, Amy/Pro Flyght POLANSKI, JENNIFER: San Francisco, CA; T. McClement/Airtime of SF VAN DYKE, KEVIN: San Luis Obispo, CA; H. Murphy/Surf The Sky VAN DYKE, MARK: San Luis Obispo, CA; H. Murphy/Surf The Sky WOOD, WANDA: Project City, CA; D. Mills/Pree Ride PG Region 3 AMIRA, FARHAD: Encinitas, CA; UP International BLAKE, TOM: Santa Maria, CA; A. Hagmann/Advance Air Tee BOOTH, WILLIAM: Paramount, CA; M. Bell(forrey Pines LeBEAULT, JOHN: Carlsbad, CA; M. Haley/Air Tek LEWIS, SCOTT: Lahaini, HI; S. Amy/Pro Flyght
Region 4 KOOSER, BOB: Colordo Springs, CO; G. Banks/Parasoft Inc PIENAAR, ETIENNE: Aspen, CO; J. Stenstadvold/Aspen PG STUART, GORDON: Telluride, CO; C. Santacroce/Southwind PG Region 8 FARMAN, REZA: Cambridge, MA; C. Smith/Avaitricks Region 10 SCHICK. CHARLES: Fairfield Glade. TN: D. White/Thermax Region 11 FONTENOT, MIKE: Houston, TX; T. Zakotnik/Above & Beyond
CLASS HI Region 1 BARTLETT, TOM: Teton Village, WY; J. Gluzinski/Air America PG TELEP, MARK: The Dalles, OR; D. Raybourn/HG PG School of OR Region 4 MACLOWRY, SCOTT: Telluride, CO; M. Salvemini/AirTek
FOREIGN RA TINGS Class I
Region 4 COCHRANE, BOB: Albuquerque, NM; G, Brightbill/Enchantment PG HOLLENBAUGH, JEFF: Redstone, CO; D. Jackson/Aspen PG STINE, IAN: Tucson, AZ; D, White/Thermax PG
PORTER, IAN: Vancouver, BC; M. Jonq/Mescalito PG
TANDEM ONE RA.TINGS
Region 6 OSBORNE, ERIC: Little Rock, AR; G. Brightbill/Enchantment PG
CRAIG CUNNINGHAM BILL MICKEL ROBERT OST
Region7 ILLINGWORTH, CHUCK: Madison, WI; C. Santacroce MYERS, CARL: Algonquin, IL; P. Pohl/Sky Hook Sports
TANDEM INSTRUCTOR BILL MICKEL
Region 8 SHANER, CRAIG: Essex Jct, VT; R. Sharp/Fight Gravity Region 9 HULETT, MICHAEL: Lovettsville, VA; M. Haley/Air Tek Region 11 JANI, NILENDU: Bedford, TX; M. Haley/Air Tek LUPHER, CHRISTIANNE: Dallas, TX; M. Haley/Air Tek LUPHER, JOHN: Dallas, TX; M. Haley/Air Tek Region 12 NICHOLSON, TRAVIS: Massapegua Park, NY; P. Renaudin/GMI PG MARUSZEWSKI, PAWEL: Cheektowaga, NY; M. Haley/Air Tek
CLASSH Region 1 LEWIS, NED: Anchorage, AK; J. Martyn/PG Maui Inc LORENZ, JIM: Renton, WA; M. Chirico/Parapente Region 2 ALFLEN, RANDY: San Ramon, CA; S. Amy/Pro Flyght HUFFINTON, ANNE: Fairfax, CA; K. Davis KILPATRICK, GARY: Los Osos, CA; H. Murphy/SmfThe Sky MILLER, TRENT: FPO AP, CA; F. Lawley/Accelerated Flt Systems RIBORDY, DOUG: Sunnyvale, CA; J. Lucas/Glidell LTD VAN KEULEN, MICHAEL: Novato, CA; T. Switzer/Skytimes PG
PARAGLmlING JRATJINGS RECEIVED JIN FEBRUARY (Name: City, State; Instructor/School)
CLASS I Region 1 KOCH, STEPHEN: Jackson, Wy; C. Stockwell/Above & Beyond MORROW, JOHN: Seattle, WA; D. McMillin/Parapente ULMAN, JOE: Bellevue, WA; B. Hannah/PG Washington WOLF, NANCY: Beaverton, OR; D. Raybourn/HG PG School of OR Region 2 BRADLEY, CHRISTIE: Hayward, CA; A. Whitebill/Chandelle COOPER, THOMAS: Pleasanton, CA; A. Whitehill/Chandelle KIRKHAM, RICHARD: San Jose, CA; S. Amy/Pro-Flyght KOSSIAN, PAMELA: San Francisco, CA; A. Bendavid/Airtime of SF Region 3 BROWNER, CHRIS: San Diego, CA; M. Haley/Air Tek CHAMLEE, DA VE: Blue Jay, CA; C. Mendes/Compact Wings PLACKE, CHRISTOPHER: Los Angeles, CA; Hageman/SB HG PG Center KIBLER, BRIAN: Mammoth Lakes, CA; K. Castle/Awesome Air MACEDO, RONALDO: Lahaina, HI; S. Amy/Pro-Flyght RIVKIN, INNA: Los Angeles, CA; C. Mendes/Compact Wings SMITH, DOUGLAS: Trabuco Cyn, CA; C. Mendes/Compact Wings
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Region 4 BLAKE, HORST: Basalt, CO; J. Stenstadvold/Aspen PG BOYLE, BJ.: Flagstaff, AZ; D. White/Thermax BURNSIDE, GUY: Breckenridge, CO; G. Banks/Parasoft MARTIN, BILL: Phoenix, AZ; D. White/Thennax PUGH, STEPHANIE: Flagstaff, AZ; D. White/Thermax ROMEO, ANGELO: Tucson, AZ; A. Ala/Alazzorra RYON, DA VJD: Phoenix, AZ; D. Whiteffhermax SMITH, MARSH: Murray, UT; K. Hudonjorgensen/Two-Can Fly WAGNER, ROY: Farmington, NM; G. Brightbill/Enchantment PG WHITE, STEPHANIE: Flagstaff, AZ; D. White/Thermax Region 7 IA QUINTA, PETER: Madison, WI; D. Whiteffhermax Region 111 BUCKLEY, JEFFREY: Tega Cay, SC; D. Williams RA WERS, BOB: Sullivan Isl, SC; D. Jackson/ Aspen PG Region 12 DORON, YUDA: Great Neck, NY; J. Greenbaum/Airtime of SF
CLASSH Region 1 HELMS, JEFF: Boise, ID; D. Bridges/Sun Valley PG McCORMACK, DAVID: Ketchum, ID; D. Saxby/Ketchum Air RANDALL, GENE: Juneau, AK; J. Kreinhedcr/Alaska PG Region 2 HOEDLE, GEORGE: San Francisco, CA; J. Greenbaum/Airtime of SF SORCE, TONY: Dale City, CA; K. Davis Region 3 BASTIAN, CHAD: Santa Barbara, CA; K. DeRussy/HG PG Emporium Region HI BOWLES, CHRIS: FT. Lauderdale, FL; D. White/Thermax
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632-6417
FAX
THE NEW lJSHGA TELECARD PROGRAM Part I by Phil Bachman, USHGA Executive Director n this and subsequent issues of Paragliding Magazine you will find a full page advertisement for the new USHGA Telecard program. I want to describe for you some of the background of this new phenomena and why we have created a telecard program for the benefit of USHGA and its members.
I
I will be discussing in future issues, in my Executive Director's column, such subjects as how the USHGA works as a business as well as the many different, diverse and serious issues facing the USHGA now and in the near future which have or more than likely will have monetary costs related to them. These include such things as large potential increases in our member's third party insurance premiums, especially in 1996, the rapidly building issue in several areas of the country involving proposed military operating areas (MOA' s) which infringe on our established flying areas, the continuous effort to retain our current Hying sites against increased demands from landlords/agencies and the upcoming challenge for control of the airspace over national parks, to mention just a few. In order for the USHGA to be effective in supporting our member's rights to continue to enjoy the air, we have to be prepared with the financial resources to support these efforts now and in the future. For this reason, when I started with the USHGA in late March '94, I immediately began to look for alternate ways in which we could begin to develop the necessary financial capabilities other than falling back just on dues increases. When I learned about the telecard phenomena, which is in its infancy in the United States, it was immediately obvious that this was a natural for the USHGA. So let me tell you about it. A telecard, sometimes known as "a debit card" or "a prepaid calling card", is a telephone calling card which you pay for in advance for a specific number of minutes or dollar amount. You pay for the card up front in any denomination, typically $2 to $100. Then you call a toll-free number, punch in the card's account number, and place your call. The account is drawn down as you talk, "spending" your time. The cards allow calls to be made from any touch tone telephone, including cellular, hotel and pay phones. Naturally, as in the case with any debit card, the user will eventually run out of money (or in this case, time) if the card is not recharged. When your time is running low, it may be replenished within the hour via your VISA, Mastercard, Discover or American Express card. Furthermore, a minimum balance can be established or the account can be automatically recharged to a predetermined balance on a monthly basis. You can check your balance remaining any time with an 800 number.
Region U STAFFORD, NANCY: Austin, TX; C. Stockwell
FOREIGN RATINGS Class I SAHAGUN, JUAN: Guadalajara, Mexico; M. de Jong/Mescalito PG WEIGELMANN, RICK: Sardis, BC; M. de Jong/Mescalito PG
No Driver Should Be Without One...
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(& Canada, includes shipping, lnt'I $15)
USHGA Para-Phernalia, PO Box 8300, Colorado Springs CO 80933 (719) 632-8300 VISA/MC accepted fax (719) 632-6417
Prepaid calls are almost always cheaper than calls made with telephone credit cards, collect calls or cash at a pay phone. You dial an 800 number, enter a pass code, then dial the number you want to call. The price of the call is automatically deducted from your prepayment amount. The cost per minute for all domestic calls is the same, regardless of the time of day or the location of the called party. As an example of the cost savings, imagine placing a call during the week from San Francisco to Tampa. You would pay 75¢ for a three minute call with your telecard. The same call would cost $ 1.80 for a user of the AT&T TeleTicket card and $2.75 in coins at a pay phone. Telecard's simplicity is their appeal. They arc so low-tech, telephone industry experts say, that they undoubtedly will become part of the future of just about every shopper or traveler in America. A marketing Vice President for LDDS was quoted as saying, "The prepaid business has grown by leaps and bounds for us. It has the highest growth rate of all our products." Extremely popular in Europe for more than ten years, telecards are already so widespread there and in Japan, Hong Kong, Singapore and Australia that most public telephones no longer even accept coins. In these countries the need to make calls away from home created the prepaid calling card business. Jn the United States, where most people have credit-based calling cards attached to their home or business telephone bills, prepaid telecards are only now coming into common use. PARAGLIDING MAGAZINE• PAGE 39
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Telecommunications fraud has topped the $ 1 billion dollar per year mark and is still growing. Since the telecards are prepaid, fraud, misuse and problems typically associated with billing customers (i.e. delinquent account receivables and no-pays), are eliminated. The surcharges and/or additional costs normally associated with conventional calling cards are not needed. The phone companies don ' t have Lo send you a bill or worry about you exceeding your budget and be unable to pay. Hence, one can make a 25¢ cent per minute telecard call anytime day or night within the United States. In other words, you save 40%50% when using a telecard vs. a calling card.
any day is 25¢ per minute. • The USHGA telecard represents a savings of 40-50% over standard long distance calling cards. • The USHGA telecard includes an Interactive Information Service with over 1, 1 0 0 options including stock reports, news lines, sports updates, weather reports for c i ti es world wide, etc. • The USHGA telecards are fully rechargeable by calling the 800 number on the back of the card, provide a credit card number, and your telecard is recharged within the hour.
Prepaid phone cards were born in Italy, during the fall of 1975 by a manufacturer and supplier of vending machines. All of the Italian cards were magnetically encoded. The cards failed due to production costs and the easily damaged print surface. The final evolution appeared in late 1976. Similar cards have been offered for years in 150 foreign countries. Today, Italy is second only to Japan in the use of prepaid phone cards.
The concept of a telecard program for USHGA members obviously makes sense. We all make long distance calls from time to time. Regardless of the amount of calling we do, if we can save 40-50% of the expense then let' s do it. The creme de la creme for offering this program to the membership, with all of its benefits, is the fact that the USHGA will receive a 6% royalty on the dollar amount of calls placed by members using their cards. Over the years this can become a significant factor towards off-setting the anticipated expenses associated with the continued protection of our flying rights, among others.
More than 85 percent of all phone cards in the world have been issued in Japan. The average production run of a Japanese phone card is 17,000. Contrast this with the U.S. , where the average card is manufactured in much smaller quantities, as a result of the market being much younger and less developed. The phone card market in the U.S. is beginning to boom, with the final 1994 production figures expected to result in five to 10 times as many cards produced as the previous year. I learned a long time ago the importance of remembering to answer the WIIFM question when presenting a new idea (WIIFM - What's In It For Me?)
(Next month, in Part II, I will give you some background into another interesting facet of telecards, the phenomenal growth of the telecard collecting craze.)
SPECIAL NOTICE TO ALL USHGA CREDIT CUSTOMERS The USHGA has initiated a monthly finance charge on all unpaid balances effective February 1, 1995. This policy will appear on your invoices and statements and will read as follows:
• Your member cost to place a call anywhere in the U.S., any time,
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Term: Balance unpaid after 30 days will be subject to a 1.5% per month finance charge. Annual percentage rate 18%. Additionally: • All accounts which go over sixty (60) days delinquent will convert to COD status until the entire balance is paid in full. • All accounts which go over ninety (90) days delinquent will be suspended from any additional purchases until the account is rectified. Philip H. Bachman Executive Director
REQUESTS FOR. USHGA MEMBER.SHIP LISTS Policy and Procedures by Phil Bachman, USHGA Executive Director The USHGA office receives several requests per month for copies of various lists of members and their addresses. Recently we received a request which we had to, unfortunately, refuse. This article will explain to you the policies of the USHGA regarding the use and dissemination of membership list which follow the laws of the State of California. Yes, I said laws. The United States Hang Gliding Association was incorporated in the state of California on March 26, 1974, as a non-profit corporation. Today, USHGA is still a California corporation bound by that state's non-profit corporation laws. Any reference in this article to the corporation is a reference to the USHGA. I have italicized portions of this atticle whenever I am quoting directly from sections of the Nonprofit Corporation Law of California. I have also bold faced some text for emphasis. When we receive a request for a membership list the basic test that request must pass is two questions; "Is this request reasonably related to a member's interest as a member and will this request be used for any commercial purpose or a purpose in competition with the corporation?" For example, 1.) you have just been elected as a USHGA Regional Director and would like
the names and addresses of those members in your region or, 2.) you want to run for election to regional director and would like to send a letter to all members in your region or, 3.) your club is sponsoring a regional fly-in and you want to send invitations out to pilots. These examples are reasonably related. According to Section 8330 of the California Nonprofit Corporation Code, "A member may request and obtain from the secretary of the corporation (through the USHGA office), upon written demand and tender of a reasonable charge, a list of the names, addresses and voting rights of those members entitled to vote for the election of directors ... The demand shall state the purpose for which the list is requested. These rights may be exercised by ( 1) Any member, for a purpose rec1sonably related to such person's interest as a member. Where the corporation reasonably believes that the information-will be used for another purpose or when it provides a reasonable alternative ... , it may deny the member access to the list... Section 8338 provides that Prohibited Uses of Membership Lists - Damages for Misuse. (a.) A membership list is a corporate asset. Without consent of the board a membership list or any part thereof may not be used by any person for any purpose not reasonably related to a member's interest as a member. Without limiting the generality of the foregoing, without the consent of the board a membership list or any part thereof may not be: (I) Used to solicit money or property unless such money or property will be used solely to solicit the vote of the members in an election to be held
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by their corporation. (2) Used for any purpose which the user does not reasonably and in good faith believe will benefit the corporation. (3) Used for any commercial purpose or purpose in competition with the corporation. 4) Sold to or purchased by any person. (b) any person who violates the provisions of subdivision (a) shall he liable for any damage such violation causes the corporation and shall account for and pay to the corporation any profit derived as a result of said violation. In addition, a court in its discretion may award exemplary damages for a fraudulent or malicious violation of subdivision (a). c) Nothing in this article shall be construed to limit the right of a corporation to obtain injunctive relief necessary to restrain misuse of a membership list or any part thereof (d) In any action or proceeding under this section, a court may award the corporation reasonable costs and expenses, including reasonable attorneys' fees, in connection with such action or proceeding. (e) As used in this section, the term "membership list" means the record of the members names and addresses. If you want to request a USHGA membership list, the request must be in writing (a fax will do) and must state the specific use of the list. You will be asked to sign a Request for Membership and Acknowledgement with which you acknowledge that you have read the law, understand it and agree to abide by the law as stated in the California Nonprofit Corporation Law. When we receive your request, we will send the request statement to you by fax and you can sign and return it the same way, if time is of the essence. For those of you involved in planning a sanctioned event. the request form will be in your Sanction Information Package which is sent from our office.
The USHGA membership list is the heart and sole of the association. The law requires that distribution and use be carefully controlled and protected.
ATTN: PG INSTRUCTORS, PG OBSERVERS At the Fall 1994 BOD meeting, the Safety & Training Committee, in conjunction with the Paragliding Committee and an un-official committee of Paragliding ICP Administrators, came up with modifications to the paragliding rating and paragliding instructor systems. The Class II rating requirements were amended to include the following: I. Five consecutive forward inflations with a visual check of the canopy each time. 2. Five consecutive controlled reverse inflations with proper surge dampening. 3. Controlled kiting of a glider overhead for two minutes in a steady wind.
The Class IU rating requirements were amended to include the following: l. A minimum of 25 logged hours of thermal flying without sustaining ridge lift.
The Tandem Instructor rating requirements were amended to include the following: I. Pilot must perform 3 graded check-out flights with a Tandem Administrator or a current Tandem Instructor approved by the Tandem Administrator. Flights must be from a minimum altitude of 500' AGL or a minimum duration of 2 minutes. These flights should include one light wind (0-5 mph) and one high wind (10-15 mph) launch and landing.
The Instructor program took the brunt of the changes. In order to pass an
PARAGLIDING, THE MAGAZINE• PAGE 41
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ICP, the candidates must have, prior to attendance at the clinic, a Class 2 rating with 200 flying days, 300 flights, reserve clinic, and minimum 40 hours of apprenticeship with 2 unaffiliated instructors. The following requirements can be completed within 90 days: I. First Aid card 2. Any 2 of the following 4 clinics: Thermal/XC, Ridge Soaring, Tandem, Towing. It was agreed that a 2 tier instructor rating system is beneficial and should mirror, as close as possible, the hang gliding Basic and Advanced instructor rating program; therefore, a 2 tier instructor rating (Basic & Advanced) was established with the following rules:
I. All current instructors who hold a Class 3 rating and have recertified will become Advanced Instructors. 2. All current instructors who hold a Class 2 rating will be given until April 1, 1995 to upgrade to Class 3 and recertify at an ICP to retain all current privi• leges or will become Basic Instructors. 3. All newly appointed instructors will be rated as Basic Instructor and will only progress from Basic to Advanced after meeting the fo!Jowing criteria: a) Class 3 paragliding rating. b) Actively instructing for I year as Basic Instructor c) Recertify/assist with an ICP d) ICP Administrator approval A Basic Instructor can issue Class I ratings only. An Advanced Instructor can issue all Class ratings. An instructor can recertify after 1 year as a Basic Instructor. All paragliding Instructors should find a new card enclosed which either states "Basic Instructor" or "Advanced Instructor". Please dispose of your old card and use the new one. If you feel that you received a "Basic Instructor" card when you should have received an "Advanced Instructor" (or vice-versa), please contact USHGA Headquarters and ask for Greg.
ATTENTION PHOTOGRAPHERS: Here at the USHGA Headquarters, we get calls a!J the time from various media, Oike Time-Life, MTV Sports, Sports Illustrated and several daily newspapers), all in search for dynamic paragliding photos. Unfortunately, we can't provide much help because we don't have any "stock" paragliding photography to offer them, which is a drag. We'd like to remedy this situation. If you're interested in helping us out, please send your paragliding transparency DUPES (not originals) to USHGA, Attn: Jeff Elgart, PO Box 8300, Colorado Springs CO 80933. In turn, we can send your dupes to the interested parties and if your photo is chosen for publication, then we'll get in contact with you for the original, and any monetary compensation that might be involved (a 50/50 chance). This is an excellent time to showcase your photography, help promote the great sport of paragliding, and maybe even put a few$ in your pocket. No photograph will be printed without your permission and dupes will be returned to you upon request. Call USHGA at (719) 632-8300 if you should have any questions. Thank you.
Colorado
Springs,
1994 USHGA SURVEY RESULTS 1994 is over and we have finally compiled your responses to the 1994 questionnaire. Over 1500 of you took the time to respond to our survey and for that we thank you. The final statistics over the last three years are as follows: 1992 Income $44,373 Female% 6.9 Married% 49.5 Avg# of Children Avg Flying Exp (in years) # of Flights (HG) Airtime Hours (HG) Total Hours (HG) # of Flights (PG) Airtime Hours (PG) Total Hours (PG)
1993 $46,957 9.9 51.0 9.3
55.0 45.6 404.6
PAGE 42 • PARAGLIDING MAGAZINE
8.3 52.3 39.1 420.5 71.3 28.9 66.7
Further statistics from the latest survey show the following:
Average Education: College Graduates ...... . Some College ........... . Trade School ............ . High School Graduates .... Some High School.........
62.2% 25.9% 5.8% 2.9% 3.2%
Most Popular Glider Manufacturer • Hang Gliding: 1. Wills Wing (42.7%) 2. Pacific Airwave (29 .6%) 3. UP (7.3%)
Most Popular Glider Manufacturer • Paragliding: I. Edel (22.9%) 2. ProDesign (16.6%) 3. Wills Wing (8.9%)
Members Who Plan to Buy a Glider In 1995: No ...................... Undecided .............. New ..................... Used.....................
49.7% 24.1 % 16.6% 9.6%
Members Who Bought a Glider in 1994: No..................... New................... Used ................. .
63.2% 22.8% 14.0%
The average member owns 2 gliders which were last serviced by a dealer in 1993.
Ratings Hang Gliding: PS: We are looking for original slides depicting hang gliding & paragliding together, for the 1996 USHGA Hang Gliding Calendar. Deadline for such slides is May 31st, 1995, so please don't delay.
C o I o r
Beginner (H-1) ...... . Novice (H-2) .......... 18.8% lntermediate(H-3) Advanced (H·4) ...... .. Master (H-5) .......... 8.4%
5.0% 23.0% 44.9%
1994 $49,807 10.0 54.6 1 8.6 53,9 36.8 424.8 78.3 29.5 72.8
.a d o
8 0 9 3 3
7 1 9 )
632-8300
7 1 9 )
Other................. Ratings Paragliding: Class I (C-1) ......... 63.7% Class II (C-2) ........ 27.7% Class III (C-3) ....... 8.5%
Some of the other vehicles used included motorcycles. snowmobiles. farm tractors. and horses. Tension Device Used: Pay Out............. 69.7% 21.3% Static Line ....... .. 6.8% Stationary ......... . Other ............. .. 2.1%
4.3% competed in their regional championships.
78.3% 14.1 % 2.4% 5.3%
76.3% use a spotter when towing. 34.9% of tow pilots perform instruction.
61.0% had their chute repacked in 1994 and 12.5% had their ballistic chute serviced in 1994. Flight Types: Foot Launched ......... 79.4% Platform Launched ... .. Aerotow ............... 6.9%
2.7%
Tow Vehicles Used: Cartrruck............ .. 54.4% Aerotug .............. . 23.5% 14.3% Boat ................ .. Other................. 7.8%
Wing Types Flown: Class I (Flex)........ 73.6% Class II (Rigid) ...... 3.2% Class III (Para) ...... 29.6%
Chute Type: Hand .................. . Ballistic .......... .. Both ................. . None ................... .
FAX
11.0%
1994 by i~~!~~:!!A!!f~r!~ent Review Co-Chairman
In each upcoming issue, we will be trying to focus on a particular aspect of our sport that has contributed to a large portion of accidents. Last year, we had only one recorded fatality, a considerable improvement over previous years! I am sure there are many accidents that I do not have submitted reports on. I encourage anyone who witnesses an accident, or a noteworthy incident that could have resulted in injury, to submit a report. Names of pilots are not released, the information is important to all of us to learn from mistakes. Please remember, it's a lot easier on our bodies to learn mistakes by reading about them than experiencing them first hand! Comments, additions are welcome. Event: Inadvertent side hill landing. "Pilot did not turn away from hill when they saw ground approaching." Impact resulted in broken foot. Event: A ridge-soaring pilot "executed a right 180 turn, then failed to roll out on a proper heading. Upon finding himself pointed at the hill, the pilot panicked, and did not turn away." Impact resulted in 2 broken femurs.
Accident Statistics - 10.6% had an accident in 1994,80.7% of which were not reported. Come on guys, we need these reports to help avoid future accidents! 69.l % of the accidents were hang gliding and 30.9% were paragliding. 46.0% required treatment of some sort while 8.8% were serious enough to require overnight hospital stays. During the accidents, 2.4Q/o had a parachute deployment. Most accidents resulted from either landing crashes (35.1%), launch crashes (17.5%), or strong weather (10.4%). Shoulders (12.9%), knees (11.8%), ankles (9.4%), arms (8.8%), and feet (8.2%) were the most prevalent
Event: Pilot takes off in strong crosswind conditions. "Immediately after reverse launching pilot experienced major surging and collapses leading to an uncontrolled diving turn back into the hill below launch." Sequential photos of incident showed no apparent corrective action by pilot. Impact resulted in 2 compound ankle fractures. Event: Highly experienced pilot ridge-soaring in crosswind experienced a collapse. "I pulled down on the right brake as I looked up.. " then "I looked down to orient myself only to find the ground in my face at approximately 40 MPH. Total collapse to impact time: about three seconds." Fractured right wrist and sprained ankle. Event: Class III pilot launched at beach cliff site in high crosswinds. Pilot was distracted by trying to extract speed bar, and flew into a rotor area, experiencing a collapse. "Pilot looked up, prohibiting him from maintaining directional control." Wing turned and pilot impacted ground at high rate of speed. Impact resulted in extensive injuries. Event: "Paraglider suffered a left wing asymmetric deflation of about 60%. The glider slowly turned 360 degrees with no corrective input from pilot. The glider then spiraled faster, did two fast rotations and deposited pilot into the
hillside. Pilot's helmet was thrown off upon impact." Pilot experienced back injuries.
Analysis: Maintain directional control! Every pilot needs to be aware of their ground track, in all circumstances. When close to a hill, you must be able to instantly safely turn away from obstacles. Ridge soaring in cross winds brings an increased level of awareness into play. Left and right "beats" can make a 20 MPH difference in ground speed and a significant difference in the amount of ridge clearance necessary to complete a turn safely. We all learned catchy phrases to remember important issues from our instructors. One of the most important is: Steer, then Clear. When you experience a collapse, don't look up first!! Steer yourself away from the hill, hopefully away from the side of collapse, and then clear your wing. Most of the above incidents could have been prevented if the pilots took proper corrective action. When you are flying, constantly test yourself: "If I had a collapse right now, which way would I turn to safety?" Remember, air doesn't hurt. It's only when we hit the ground that we spend time in front of the TV recovering, instead of outdoors with our friends flying. Steer for clear air! Safe flying!
PARAGLIDING MAGAZINE, PAGE 43
MINI VARIO only $169 Visa & Master Card accepted
WORLD LEADER OF PARAMOTOR
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 714-757-1610
®~©M~QlYW A complete range for
COMFORT
all pilot weights
4 YEARS RESEARCH AND DEVELOPMENT IN PARAMOTOR. OVER 600 CRAFTS SOLD ALL OVER THE WORLD. '·Florida Dealer: U-CAN-FLY-2: (813) 527-3980 Dealerships welcome. Call Sylvie at Adventure 011 33 1 48 34 74 00
Adventure • Tim Auto I Parking Porte de la Villette • 75019 Paris France Tel. : 33 (1) 48 34 74 00 •Fax: 33 (1) 48 34 76 24
$129. Full Face $159. Advanced Air Technology 903 State Street # 211 Santa Barbara, CA 93101
(805) 962-8999
PRRR6L I D I N 6
S C H O O L S
ADVENTURE 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. ~~ ~ --.-. - >-:1 - -Dealer for Edel, Pro Design, Wills Wing, Pacific Airwave. , ., Sales - Service - Instruction .
3650 Research Way #25, Carson City, NV 89706
ON VA[[EY PARA [IDIN
~
The most experienced and comprehensive flight school. We specialize in tandem instruction. Our certified instructors and USHGA appointed towing administrators will ensure you receive the finest training available. The local topography is the §UI\I VALLEY perfect location for our XC and mt/thermal seminars. Visit our shop at the base of PARAGL.IDING Bald Mtn. where our full line of flight equipment and knowledgeable staff will satisfy all of your paragliding needs . .__ _ _ _ _..._i:e;.1,1 0 Box 5715_, 301 Bell Dr~ Ketc;hum,l,..., D"' .8._.,3,._ 34" '0.__,f"' ax .,_.:'"' 2"' 08....,7_,2...,... -1...,1,..,4"'-- - - - - - - - - - - - -
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 PARAGLIDING 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 lnternatiional tours and advanced maneurvers courses are scheduled throughout the year. { Dealer for Edel and Advance.
Canada
Q } 4 3 678-4973
Glen Derouin Box 2662 Canmore Alberta, Canada TOLOMO
303/494-2820
> Introductory - Advanc11d Instruction > ParaTrekklng Trips > Tandem Instruction > Towing Instruction > Complete Sales & Service
Dealers for Edel, Pro Design, Nova, Ball, Brauniger, Maxon • Bou Ider
PRRRFLY PRRRGLIDING UERMONT CAPE COD, MA
1800-PARAFLY
.<--_.....,= ----'---_..._--'--
C o_ e.._ o"""" ___
The only year round full seruice USHGR 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 Rpco, Edel, Flight Design, Fun 2 Fly, Pro Design, UP, Wills Wing, Brauniger and others. 38 Conuerse Ct., Burlington, UT 05401
FLYING SOUTHERN CALIFIORNIA? ... Sleep for cheap at the beach, Mission 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 (ta><es 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
P A R A 6
L I D I N
North American Paragliding * Year-round Instruction. * Full Service Repair Facility. * Worldwide Adventure Tours.
* 2000 Square Foot Store Stocked with
all Quality Brands and Accessories. * Visa & Mastercard Welcomed.
111 East Fourth St.; Ellensburg, WA 98926 Orders and Lessons 1- 800- 727- 2354 fax (509) 962- 4827
(509) 925-5565 Accelerated Flight Systems Personal, USHGA Certified paragliding & hang gliding instruc tion. Courses are expertl y run on a friendly, informative basis. We ha ve been introducing peopl e to the world of foot launched flight since 1976. New and u sed gliders and accessories, Ball, Comet, Ed el, Firebird, ITV, Second Chantz, Wills Wing, and others. All skill l evel s welcome. P.O.Box 1226 Del Mar, CA 92014
So. California (619) 481-7400
6
S C H O O L S
Hill Country Paragliding Inc. Learn complete pilot skills with Texas-style fun at Hill Country Parag liding Inc. Our personalized USHGA certified Class I training includes ridge soaring, foot launching and tow launching from sites in central Texas. Motorized paragliding instruction and equipment is also available. We offer a full range of the best paragliding equipment , towing accessories and novelties from a variety of manufacturers.
PO Box 200644; Austin, TX 78720- 0644
TEXAS
1-800-664-1160
TRAVERSE CITY HANG GLIDERS & PARAGLIDERS
Put your knees in our breeze and soar lllli~..ili.i~ our 450' sand dunes! Full time shop . Certified instruction , beginner to advanced , foot launch and tow. Sales, service and accessories for all major brands. Visa and Mastercard accepted.
1509 E. 8th St. Traverse City , Ml 49684
Michigan (616) 922-2844
ABOVE & BEYOND Learn to fly with the first paragliding school in the U.S. at the world famous " Point of the Mountain ", near Salt Lake City, Utah. Our USHGA certified instructors will ensure you receive personal instruction and the finest training available. Lesson package available for Class I. We also teach Class II and special skills clinics. Dealer for most major brands .
Draper, Utah 84095 fax 801/ 253-3218
UTAH
(801) 254-7455 Sunny San Diego and Airtek Paragliding invite you to join us for your paragliding adventure.
PARAGLIDING
Enjoy great flying conditions yearrou nd, professional ins tru ction and training with state of the art equipment. Develop complete pilot skills and tour the only paragliding factory in the U .S. Before you step off the edge - contact Airtek Paragliding Center! Tel I fax 619/450-0437
SPORTS
SCHOOL OF OREGON "Portland's SKYOUTfitter" Most major brands, including Pro Design . No sales tax! Advanced instructor. Over 25 years experience .
OREGON (503) 223-7448 Enchantment Paragliding 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 ,X-C and thermalling , from USHGA certified instructors. A variety of gliders, accessories and safety equipment available. Euro flying interest you? Call or write for more info.
4204 Ste F; Sorrento Valley Blvd. San Diego, CA 92121
PO Box 1082; Cedar Crest, NM 87008
So. California (619) 450- 6696
NEW MEXICO (505) 281-2759
PAR A 6
L I D I
GOJLDJEN lEAGlLlE JPARAGJLTIDTING ( 9 0 7 ) 5 6 3 - TI JFJL Y Sales and service featuring Pro Design a nd Edel. P erso nali zed. profess ional USHGA certified in structi o n. Guid e service available throughout Alaska. Come SOAR WITH THE EAGLES! Owned and operated by Bruce and Tami Hamler since 1989.
500 West 42nd Ave., Ancho rage, Alaska 99503
ALASKA (907) 563- 4359 Alpine Descents Inc. Enjoy flying spectacular terrain in Washington state with USHGA certified instructors. Small groups only, with emphasis on remote alpine tours and Tandem instruction . Perfect for hikers and climbers. We feature Edel Paragliders and accessories.
1700 Anacortes Ave. NE; Renton, WA 98059
Washington 206 228-3488 Ken Baler's
AIR JUNKIES * Professional Instruction from beginner through Instructor. * Great year-round flying, over 12 sites Including the Baja. * Flight test the equipment that's right for you. * Call for the latest schedule of events.
6
S C H O O L s
Dixon's 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 Canyo n. Cheap lodging. Dealer for almost every. thing. specializi ng in Edel. 2 day classes from $160. Class III instructor w/ tandem and motorized backpacks.
1500 E. Cedar #10; Flagstaff, AZ 86004
ARIZONA
(602) 526-4579
THE SOARING CENTER is one of the nations few complete soaring schools. We offer; > Year-round lessons, and tandems for hang gliding and paragliding > Demos & glider rentals > Professional site guides for 2,000' - 5,000' mtn. launch sites. > Free camp in g at the worlds most co ns iste nt soarin g site , Point of th e Mountain, soarable 300 d ays a year. > Products from AT SPORTS EDEL, H.JGHT DESIGNS, and NOVA.
12665 So. Minuteman Dr. #1 Draper, UT 84020
UTAH (801) 576-6460 fax 6482
Fly Away Paragliding Can yo u remember what you did last weekend? What about the weeke nd before that? Paragliding is an unforgettable experience. We offer introductory, certification. and advanced instruction, plus a full line of equipme nt featuring Pro Design gliders and Ball Variometers.
Come to the R ocky Mountains and Fly Away!
253 Rotn!'I Aw!me, ; Elr:ldtas, CA 92024
30590 Hwy 72 Golden, CO 80403
So. California (619)753-2664
Colorado (303) 642-0849
Skytimes Paragliding USHGA certified lessons. Tandem instruction. Guided mtn. trips including thermal and x-co untry trainin g . Radio co mmuni cation between st udent and instructor. email Thom Switzer al Swilzer@hooked.net Dealer for Pro Design.
Po Box 687 Bolinas. CA 94924
s. F. Bay Area (415) 450-6696
Paraglide Washington! Individuali:ed instruction is the key to turning out pilots in command. We specialize in tand em instruction , from first flights to advance d signoff. Only minutes from Seattle. The most comp l ete assortment of g liders and equ ipme nt in th e Northwest . Dealer for Edel , Flight D esign, ITV, Pro D es ig n a nd others . Accessories for every need. We a l so include motor paragliding sa le s and in st ru c tion.
Washington (206) 328-1104 PARAGLIDING MAGAZINE• PAGE 47
--------··-------···---- ------~
RAINBOW26 30 Hours! Great shape, priced to sell. Call Frank 208/654-2615
PAP920 motor unit, best on the market. Small cage, high thrust, stainless steel, 35 lbs. used only twice, NEW $4500. asking $3500.305/971-2395
PAYOUT WINCH w/ electric rewind, 3000' of line, hydraulic brake w/ pressure gauge, plugs into trailer hitch receiver $999. 00 305/971-2395
HOMEBUILT PARAMOTOR direct drive, 32" prop w/ adjustable pitch. Solo 210 motor, 28 lbs, great for light pilots $2800. 305/ 971-2395
1992 STELLAR 27 Fast wing, 88 hours, w/ Wills Wing harness. Pilot wt 176-220 lbs. $1100. Call Richard415/ 591-1516
1992 SECOND CHANTZ Seat rocket & reserve. Never fired $450. Richard 415/ 591-1516
ICARO Sizes: 6-13 (U.S. with 1/2)
1995 AILES D-K CRUISEAIR 32 Fantastic thermal wing 33 hrs. Pilot weight w/ gear 209-270 lbs. Asking $2400. Call Richard 415/ 591-1516
BROYLES NAMAHA Static winch with tension gauge and 3000' spectra. Will sell all or part. Call Fred U. al 904/ 767-5767 or email to fredu @ america. com.
The "ICARO" is a new boot designed specifically for foot launched aviation. Manufactured and designed in Spain by the a leading climbing boot company BOREAL. The ICARO incorporates the most modern technical elements, including a comfortable high padded ankle with great support and adjustable stiffness by means of removable fiber inserts, security eyelets and shock absorbing heel. The best news is that the !CARO is priced affordable.
Suggested price: See your local Paragliding shop to try on a pair! Distributed by: PRO DESIGN USA Shasta Air Inc. 2608 Hartnell Ave. #6 Redding, CA. 96002 FAX (916) 222-4640 Toll FREE: 800-YATES-16
ITV Nunk.ie for 130-165 lbs. Practically new glider, super performance intermediate, 11 A's I B w/ Sup Air harness $1950. OBO Also ITV reserve (large) $700. 503/ 582 1467
EDEL Space 27 Clip in wt. 198-253 lbs. Extra clean, Alaskan glider flown on grass and snow. 120 fits. 19.5 hrs. minimal UV. Top of the slack glider. Incl. Edel force harness $1900.obo Bob 907/277-9420
COMPACT33 60 hrs. Excellent condition. Porosity lest results available. No harness $2200. obo 603/224-6055
US VOILES GEMINI 27 25 hours, harness included. $650. obo. Good beginner glider 603/224-6055 or buy both items above for $2500.
-,
SSIFIEDS ..... CLASSI PARATECH P- 4 26 M2
IEDS ... CLASSIFIEDS ...... CLASSI
EDS
PARAMOTOR FOR SALE
Pro Designs Kestral
with bag, harness and speed system. 16 months old, low hours, very clean. Orange, Adv .I Intermediate wing. $1900. Call Andrew 503/ 757-0504
Adventure 210 system in new conditionnever flown! $2900. obo Includes harness and 3 blade prop. Call 801/226-3748
132-222 lbs.wt. range. Very clean Alaskan glider 123 flts. 6 hrs. low UV, w/ UP harness and pack, 5. 5/1 glide, sweet glider. $600 obo Bob 907/277-9420
CHALLENGER C 27
Exe. cond. 32.9 ft. wing span - 315 sq. ft. for large 180-240 lb pilots. Blue, purple, yellow, white $1300. obo, call 801/226-3748
Excellent Condition. Low Airtime comes w/ harness. Call Art 305/271-3917
1993 COMPACT 29
w/ trimmers blue and yellow very nice. 20 hrs. $2500. Call Paul in Santa Barbara 805/962-9584
This is the big one! w/ split A's, speed risers & less than 20 hrs. $1395. Bob 714/ 495-8051
APACHEII29 Excellent condition. Less than 10 hours. Bright Red/pink and white. Crisp and clean. Outstanding performance for intermediate. Includes harness and back protector.$2600. 080 505/281-8099
RAINBOW26 Clip in weight 165- 209 lbs.Selling to buy a new Edel Energy! 909/ 943-8664 Joe Gluzinski
1991 STELLAR Never been flown, still in plastic. Bright Yellow, weight range 120-150 lbs. Includes back pack. Will ship $1400. obo Call Bill at 801/273-5531 anytime or 80 II 576-0767 after 6 p.m.
I
WILLS WING AT 125
Great small ladies wing only 15 flights. Exe. cond. Crisp wing, low UV exposure. Want to sell complete with Edel back protector harness and helmet. $3200. Ask for Shad or Tina 303/963-2165
Advance Alpha 23. Excellent beginner wing with harness and bag. 110-145 lbs. $600. Call Jeff 719/570-5917
1991 GYPAILLE CARLIT
Pro Design Tandem glider, w/ new harness. Call Joe Deel at 614/ 369-3740 or 614/ 363-5652
ATIMAGE27
Harley Sirocco 29m2
Reserve and harness
Pilot wt. 165-210. Exe. 1st glider. Speed system incl. Selling to upgrade to intermediate wing. 20 Gentle So. California hrs. Perfect condition. Recent factory inspection. Will sacrifice $675. I will ship. Rick 714/725-9582 714/476-7551
COMPACT 35
1992 Paraporter harness exc. shape, perfect for training, make offer. '92 18-gore Aerolite reserve chute, perfect cond. never used. Call Anne at 307/733-9188
1+ year old. Yellow w/ split A's and trim risers, great condition. $1850. Call Wade at 619/279-5194
Wanted Pagojet M4
very stable, easy to fly. Low hrs., good condition. Includes harness, wind meter, backpack and helmet $900. 080 Jon Skarimbas 413/528-0945
Any condition considered 303/249-57 l 6
'92ITV ATIX 28m projected, trim system w/ speed bar. Very good cond. $1000. 714/754-7041
'94 Compact 30 m
27.6m projected NEW GLIDER $2200. Call Greg 714/754-7041
'94 NOVA SPHINX 30.6m 28m projected, less than 20 hrs. Custom colors, trim system w/ speed bar. Full competition set-up. $2500. Call Greg 714/754-7041
SWING/MINOA 33
MIURAX-LG Demo glider with 5 hours. Sweet'! Call Paul in Santa Barbara 805/962-9584
FIREBIRD BEGINNER GLIDER
includes harness & backpack. Wt range 75-95kg. Easy inflation and responsive kiting traits make this an ideal 1st wing or school glider. Low hours, great shape MUST SELL NOW!! $725. obo call Rick 307/739-2763
Min/max pilot wl. 170/230 lbs. ACPUL 12 A's. only 15 1/2 hrs.airtime. Purchased 6/94, 3 yr. fabric porosity guarantee from mfgr.Excellent beg/int. glider. $1200. obo Call Bryan 206/451-9534
EDEL33
EDEL CORVETTE 25
AT Trace Harness quick release buckles, new condition, $400 new, will sell for $300. Including carbon kevlar back protector (non stock) or $250 without back protector. Steve 510/ 848- 7335 between 9am and noon Berkley, CA
Apache II 26 Excellent Condition. Less than 15 hrs. Almost new!! Asking $2400. 080 505/281-8099
EDEL RAINBOW 30 XL one of two in the country. Yellow excellent condition, low hours, w/harness, $2300. w/out harness $2000. Call Adam 307/733-4684 w. 307/733-9126 h.
RAINBOW26 Good condition, Great glider, approx. 50 hrs. Peter 303/499-1600
PARAMOTOR F-2 Excellent Condition, Very low time, including harness and prop covers. Must sell due to health problems. Priced to sell $3600. obo. Call Herb 416/ 265-0659 Toronto, Canada.
ATMIRAGE25 Intermediate glider in exc. cond. only 16.5 hours. For pilot wt. 132-176 lbs. $2200. obo. Steven 619/384-4715
'94 HANWAG BOOTS size 9 1/2 mens USA less than lmonth new-great shape $100. 714/754-7041
PARAMOTOR ADV. 210 in new cond. 45 min. airtime. Includes 210 motor, chute and harness. Wt. range 170-240 lbs. Electric start WOW!! Total price $6995. Call 310/477-2259
CLASSIFIED AD $10. EACH ITEM ADVERTISED (PLEASE SEND MONEY WITH AD)
PARAGLIDING the MAGAZINE 8901 Rogue River Hwy. Grants Pass, OR 97527
ParaglidinP, Magazine makes no warranties or representations and assumes no liabilities concerninK the Falidit.v (~f any advice, claims, opinions, or recommendations expressed herein. All individuals relyinx upon the materiul do so at their mvn risk. When purclw.ving a used glider, be advised to cure.fulf.v check it's condition.for air worthiness. ff in doubt many paragliding businesses will be happy to give w1 objective opinion about the condition ri the equipment that is appropriate for the skill level or rati1w Ne\V pilots should seek prclessional instruction from a USHGJ\ certified instructor.
PARAGLIDING MAGAZINE • PAGE 49
CLASSIFIEDS continued ...
RAINBOW26 Good condition. Great Glider. Aprox. 50 hrs. Peter 303/ 499-1600
UP STELLAR Less than 1 hour total time. Excellent condition. Condor Speedy Gonzales PDA reserve. Never flown or thrown. Both for only $1200. 501/267-2029
Omega HI Demo glider $3295. 805/962-8999
Epsilon 20 Demo glider $2500. 805/962-8999
DEALERS AND SCHOOLS CLASSIFfflED
Caribbean, Saba/St. Maarten
Stereo Vario
Pilots needed for tandem operation. Seasonal June - Dec. and also year round Call Gary Pax 011 59 95 26 437 or write PO Box 552; Philipsburg, St Maarten, NA
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 ballery. $100.ncw V/MC. Todd 303/ 449-7351
Back Issues Get "em while they are still available! We arc selling boxed sets of all back issues that arc available. Gel 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.;Granls Pass, OR 97527
Custom Sails of France
59 cells, 2 hrs airtime. Sacrifice $1500. too big for me. 501/663-3166
Now in the U.S. Full line of paragliders & gear. Dealer inquiries invited. AirEscape Windsporls, ph. 509/243-4988 fax 509/243-4935
EDEL SPACE 24
SKYWINGS
CONDOR Tornado 29.5
30 hrs. , good intermediate wing, for pilots 150-180 lbs. $1100. Steve 510/ 848-7335 between 9am and noon Berkley, CA
02SYSTEM small cylinder includes regulator and nose clamp 503/582-1467
GLIDER STUFF BAGS Large circular bags w/ handles and draw string. Take care of your wing only $40. includes 2 day shipping.503/582-1467
TOW Line retrieval kite w/ bag $25. NEW! 503/582-1467
UPJAZZ 23 Great learning glider for small pilot. 110143 lbs. Brand New lines. Low Hours. Very good condition. $1400. obo Call Shari 818/397-7359
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
HAMEXAMtm No-code Technician, Amature Radio License study aid and test generator, now available in windows or Macintosh versions. The fastest , easiest way to prepare for the Tech. Class Amature Radio License Exam. Available from Pro Design USA, only $39.95 Call 1800 928-3716
PAGE 50 • PARAGLIDING MAGAZINE
Instructor wanted Colorado's #1 Hang Gliding School is looking for qualified Paragliding Instructors to join our staff. If interested contact Mark or Bill at Golden Wings, Golden, CO 303/278-7181
School Deal 4 ITV Asterops 2-30's 1-27, 1-25. Excellent school or beginner gliders, also work well for paramotors. All are green in great condition. All w/SupAir harness' very little use, can't beat the price $1850. @ or will negotiate for all. Call Claudia for details 503 582-1467
ULTRAUGHT 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
Instructor needed
Wills Wing 125 Glider and harness. Has had 50 hour inspection. $15 00. or trade? Call Kendrick 805/648-6632
Canadian Rocky Mtn.
Paragliding Vacations. Lake front Accommodations, home cooked meals, Transportation, Walerskiing, Hobi cal sailing, guide service. James and Mary Swansburg Box 122, Wasa Lake, British Columbia, Canada YOB 2KO Ph. 604/422-3688 fax 604/422-355 l
Tandem Rated paragliding inslructor(s) wanted. Send resume lo John Harris, Kitty Hawk Kites, PO Box 1839, Nags Head, NC 27959
DEALERS, SCHOOLS Do you have any used, new, or demo equipment you want to sell? Try our new Dealer pages in classified. U only costs ,50¢ a word and over 3000 people read It. Send ad and $$$ to Claudia at 8901 Rogue River Hwy. Grants Pass, OR. 97527
New Pilots Issue This special edition contains articles, info, and stories geared for students, or anyone interested in learning more about paragliding. Answers lo most beginners questions, how to choose a school, buy used equipment know when to fly, and more. $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
FLY the ALPS I am an American pilot, living and working in Chamonix for six years. I can show you great flying sites. Stay with other pilots in the heart of some of the best alpine sites in Europe. Verbier, A voraiz, Miussy and Lake Annecy are one hour away. $600. includes 7 nights hotel, breakfast, dinner and transport w/ guide to all sites. Discounts for instructors with students. Call Alex Fandel 011 33 50 54 00 72 orfax 0113350541741
<l!Ji!IBARRACUDA 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.
_...GENESIS 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 paragliding.
DOLPHIN~
The7tdeal first glider: from training to thermalling in ,i ultimate safety.)~ Available in 2 sizes.·
<IIIITUIRTLIE Ergonomically designed, lightweight but comfortable! All the extras are standard.
\Ii!'.:''
GUTHIEG.EL ' '
RS2Jli> KeepJtsimple! In O\:l11. opiaion, the mor~ <;;pmplicated a parauhl1teis, the more can go wrong. Fast cipeniag, a low sink-rate and no penduluming have made the RS2 a classic lifesaver.
'·,
·~; .:::~,, hu~~b shock-tested, load-tested and
! ''
f)
\
~l ottr streamline gliders and ac~~ssr 1.1 .~;l~f~,reqly ~own thr_ough 1 ~ man~eu-
nes carry the coveted German Gut~f:.\ t\, ~r~ 1;6y f2 different pilots, with various siegel mark. As other certification t~ti:::. ·:t:"~Dit@ifies. The most thorough check Ph. 208 726-1100 Fax 208 726-1149 ges, the DHV maintains its stringent'.'.:t':ji,~i?1r;~t\S:~fety around - make sure your Po Box 5715, Ketchum, ID 83340 standards. Every DHV certified glider next glider or reserve has i.t!
§KYANGEL
*ORDER THE "RITMO PACKAGE" & THE ACCESSORIES ARE FREE! SKVANGEL Reserve Parachute .. Artwing harness ....................... .. NAS Back supporter .................. . TREKKING Panoramic helmet.. .. NAS Airmic radio system ........... . TREKKING deluxe rucksack ...... ..
TESTED, DEPLOYED AND PROVEN. !ODO'S USED WORLDWIDE
$385
- Dual bridle system - l" Skirt tape,V-Tabs,Seam tape - 20ft. and 22ft Diameter sizes - 37 and 40 SQ/M sizes - Repacks, inspects, bags avail. - H.G. conversion kits
RITMO PACKAGE VALUE:
S,38'5 FREE
$A1o FREE $),25 FREE
$)49 FREE $)-?() FREE
$--65 FREE $1309
SKYANGEL iv a divi~ion of' NAS Oiutnbutm(}, Inc.
(303) 278-9566
"FLY FAST, FLY SLOW, FLY RITMO'
Alway, the best, Always NAS
3/278-9566 OR FAX: 303/750-322
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 Canopy get $1200! 1992 Canopy get $1000! 1991 Canopy get $800! All prev1ou0 year,;: $700 buy back value.
M1lJ.Rt, has achieved 8+ glide ratio in tests. comes standard with TeJin 8.0 oz mylar laminated upper surface, Porcher Marine lower surface 6.6oz, trilam L. E. openings, deluxe sxpandabls rucksack, stuff bag, Full one Year warranty & NAS support. Sizes: 25,28,31,33 sq/m.
THE #1 FULL FACE HELMET SOLD WORLWIDE The 1st helmet designed specifically for Paragliding and Hang gl1d1ng and unlike other helmets 1s built with all smooth trim to reduce drag and prevent wire and line snags. Constructed of polyester polymer and reinforced with chop fiber, 1t is strong but l1ghtwe1ght. The PANORAMIC is lined with high impact foam and brushed polyester fabric for a comfortable fit.
Don't settle for a copy, buy the original Panoramic WT. 21 OZ. Sizes: S, M, L, XL. helmet today!
TREKKING i0 a divi0ion of NAS Di0tributing, Inc.
(303) 278-9566 or Fax: 303/750-3226
'Safety is our profession, quality our promise"
303/278-9566 OR FAX: 303/750-322v1
...
Always the best, Always NAS
P~R~TEC P~5
P 40 $2700. P 4 $2500. P 50 $2795. P 5 $2995.
PARAT EC ; market leader in Switzerland is one of l arges t p arag li d i ng manufacturers in the world . The NEW P50 , intermedi ate and the P5 high performance g- li ders were recently test flown by 15 instructors i n Europe. The fee d back regard i ng take off capab i lit i es, han dli ng , c limb in thermals and best glide at a very h i gh s p ee d ranged f rom good to best flown ever . No other h i gh p erformance p roduct i on gl ider cou l d b e f ound with a better glide t han the PS . NO BIG COLLAPSES, NO TOUCHY HANDLING, PROMPT, RELIABLE Advanced Air Technologies SERVICE BACKED UP BY PARATEC & REASONABLE PRICES. 903 State Street Suite 211 HARD TO BELIEVE? CHECK IT OUT! Santa Barbara, CA 93101 1800-424-1983
~~~~~~~~~~~~
$3.00 S&H. Visa and MC accepted call 503 582 1467 or write to; Paragliding Magazine; 8901 Rogue River Hwy. Grants Pass, OR 97527
Membership Application Name_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
Charge my: Visa#_ _ _ _ _ _ _ _ _ _ _ _ _ __
Address_________________ City __________________ State__________________ Phone_ _ _ _ _ _ _ _ _ _ _ _ _ _ _~
M.C.#_ _ _ _ _ _ _ _ _ _ _ _ __ exp.date_______________ Phone#_______________ Signature
_ _New Member __Renew /USHGA# Birthdate __!__!__ sex M_F_
Annual Dues: Includes 12 issues of HANG GLIDING Magazine (HG division) or 6 issues of PARAGLIDING Magazine (PG division), liability insurance, ratings and other benefits. FULL MEMBER:_ 1 division $54. U.S. $60. Canada I Mexico $65. International please check one
__ Hang Gliding
_Both Divisions ( $79. U.S.
$97. Canada /Mexico $102. International)
Family Member: - - 1 division $27. (Incl. all benefits except magazine. Must reside with full membcrofthe same division) _ Both Divisions $39.50 Subscription Only: _
$ _ _ _ _ _ _ _ __
__ Paragliding
1 Year $35. U.S . ($40. Canada I Mexico - $50. Int'!) ($75. Canada I Mexico - $95. Int'!) 2 Years $65. U.S. 3 Years $95. U.S. ($ 110. Canada I Mexico - $140. Int'!) _
$ _ _ _ _ _ _ _ __
$____ ______ $_ _ _ _ _ _ _ __ $_ _ _ _ _ _ _ _ __ $__________ $_ _ _ _ _ _ _ __
(Foreign payments must be drawn on a US bank in US funds)
Other optional Membership Programs: 1st Class Mail Service: ($24. U.S. Canada & Mexico) Air Mail Service: ($30. Western Hemi sphere, $44. Europe. $57. All Others)
$__________ $_ _ _ _ _ _ _ _ __ TOTAL:$ _ _ _ _ __
The cost of the insurance is included in the full membership fees with the member as additional in sured. USHGA provides a Combined Single Limit Bodily Injury and Property Damage Li ability Master Policy in the amount of $1 ,000.000 per claim which all recreational flying. USHGA's insurance is valid ONLY while flying in the U.S .. U.S. Properties. Canada. and overseas while on USHGA approved business.
PAGE 54 • PARAGLIDING MAGAZINE
"The Super Space II fits the intermediate class.' "The Super S alable as we
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 for it - Call today and request the complete Drachenflieger review and read it for yourself!
P.O. Box 5715 Ketchum, ID 83340 208/726-11 00 Fax: 208/726-1149
"Where before, there was just no CONTEST ..." • The new advanced glider from PRO-DESIGN • For cross country flight •
l"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