USHGA Paragliding January/February 1996 by US Hang Gliding & Paragliding Association

P.O. Box 5715 Ketchum , ID 83340 208/726-1100

TABLE OF CONTENTS

FEATURES: 10.

Glider Reviews

Vol. 7 #1 Jan. I Feb. '96 by Ken Baier

Cristal vs. Mythos

17.

From the publisher

by Fred & Claudia Stockwell

18.

You And I

by Art Gomboc

A Jove Jetter.

20.

Piedrahita

by Xavier Remond

Going the Distance. Cover; Pilot Fred Lawley gets ready to launch at Little Black, in Southern California. Glider; Ailes de K Cristal (see pg 10).

22.

Mountain Flying Code

by Dennis Trott

What you should know before you fly.

24.

Motor-Mania Japanese Style

by Hugh Murphy

The World Paramotor Competition

Photo by Ken Baier.

28.

Mecca in the Alps

by Laurence Stein

A tale of two American pilots in Chamonix

Published Six Times Per Year Publisher - Fred Stockwell Art Director - Fred Stockwell Editor - Claudia Stockwell Editorial Ass istance - Shari Asplund

30.

Expert Syndrome

by Fletcher Anderson

Is the you?

41.

Instructor Notebook

by Greg Kelley

A Flying Model

Overseas Correspondents Philippe Renaudin - France/US Dennis Trott- Europe Jose Hayler- Great Britain/ PWCA James Brown - Japan

U.S. Correspondents

Departments:

Jan Ala - Ken Baier - Alan Chuculate Mike Eberle - Bob Hannah

Paragliding Magazine 8901 Rogue River Hwy.

Grants Pass, OR 97527

Phone 503 5821467 FAX 503 582 3522 Subscription Rate for the USA: $26.00 Canada and Mexico: $32.00 Europe and So. America: $40.00 Other overseas destinations: $44.00 (postage included)

Calendar

Flight Lines

13.

News & Noteworthy

32.

USHGA Ratings

34.

USHGA News

38.

Paragliding Schools

44.

Classified Ads

Vol. 7 #1

/-.

Paragliding Magazine is published for members of the paragliding community as well as other interested parties. It is the official publication for the United States Hang Gliding Association (USHGA) news for paragliding. Contributions are welcome however, Paragliding Magazine reseNes the right to edit any contributions. Further, the magazine reseNes the right to edit any advertising which may be deemed objectionable or damaging to publication by the staff of the association. The magazine and the association do not assume any responsibility for the contents of any published articles, advertising or for the opinions of its contributors. Anyone is invited to contribute articles, photos and illustrations concerning paragliding activities. If the material is to be returned a stamped self addressed return envelope must be enclosed . If you wish us to keep the material on file please send duplicates. Notification must be made of submission to other paragliding publications. Absolutely no articles, advertising, photos or other published materials of the magazine may be reproduced in any manner without the express written permission of the publisher. @ Copyright 1993 PARAGLIDING PUBLICATIONS INC. All rights reseNed.

PARAGLIDING MAGAZINE• PAGE 3

~-1i,iture

ADVENTURE WORLD

LEADER

P A

R A

1996 Calendar

0 F

A COMPLETE RANGE FOR ALL PILOT WEIGHTS

IFIEIB3o i 9 J 9

ICP at At Sports

Administrators Ed Pitman and Marcus Salvemini. Call 619-450-0437 .

4 - li i[))tlbt J&B So. African PG Nationals. Porterville, SA Fax to, Parapente 27 21 70 55 831.

12 - 21[))tlbt Pre PWC in Victoria, Australia. Contact Brian Webb at 61-10616947 28 88.

li7, u~. li9J. Motor Meet in So. California and Baja, CA. Presidents Day Weekend, the first North American Motorized Paragliding Meet will take place in Las Salinas, Baja and/or San Diego, California. Any dealers of motor pilots are welcome to bring their units to this great photo opportunity . Tasks will be put together by Ken Baier and Hugh Murphy, it

will be a fun time for all!! For more information regarding travel and accommodations please contact Fred Stockwell at. 541-582-1467.

23, 24, 25. ICP in Carson City, Nevada Administrators Mark Axen and Ray Leonard. Call702-883-7070.

Maurclbt, li - 3. FAI International Technical Conference. Augsburg, Germany . 9) - li6tlbt. NSW Paragliding Titles at Manilla. Contact Godfrey Wenness 61-106 14 57 21 594.

li.5, li6, li7. Motored Paragliding Safety Clinic. Offered by Hugh Murphy .

by ADVENTURE ...

Bring your own paramotor or check out ours. Clinic will outline application of a smooth learning curve, the unique skills specific to dealing with the additional weight and thrust involved in powered flight. This clinic is open to all and no rating is required. Call 805 5448190.

li.5 - 22llll.dl. Valle De Abdalajis trip, in Malaga, Spain. Sponsored by East Coast Paragliding Center. Cost $125/ day+ airfare, includes all meals, lodging, transportation . Also a site guide/instructor. Call ECP 914-647-3377.

Jh!me 8 - li6tlbt. 3rd Annual Super Clinic. Sponsored by the No. Calif. Foot Launched Pilots Asso. Daily clinics will be offered by some of the most experienced instructors from throughout the country. This year the Super Clinic has been scheduled in June to increase the probability of good weather.

no comment! For US and Canada PARAMOTOR AVIATION AMERICA:

Tel.: (416) 219-6315 Toll Free: (800) 728-1033 Fax: (905) 420-9716

DEALERS INQUIRES WELCOME PAGE 4 • PARAGLIDNG MAGAZINE

A1!llg1!llst 31[)) -Sejp>t 2llll.dl. 1st Annual Whaleback Fly-in and xc Comp. Located in the shadow of Mt. Shasta. XC Open to Para 2-4 pilots, all levels welcomed at the fly-in. Call John Yates 916-222-4606.

flrebirl!I! Sky Sport Gmblli - Bullachbergweg 314a

Dear Fred and Claudia, This is just a quick note to remind people that the concerns of your contributor arising from the horrifying tandem fatality in Venezuela are shared by all tandem pilots in this country and she should know that steps to prevent a similar tragedy are normal procedure for all U.S. tandem pilots.

mcnt with one school of his choice; however, when he approached the second school of choice he was refused apprenticing. In so many words the instructor he spoke to said, "We don't want to give away our secrets." What secrets is the instructor talking about? Unfortunately, the apprentice instructor has yet to complete his required assist time. The sport of paragliding continues

To begin with, there is a rather strict tandem licensing procedure. With very few exceptions, USHGA tandem policy is very strictly followed. The notion of tandem pilots ripped on cocaine performing aerobatics is virtually out of the question in this country. Other pilots would quickly put an encl to the practice, if indeed anyone so inclined could slip through the rating process. On the other hand, some things which might be defined as aerobatics are clone quite routinely, and with good reason. Any competent tandem pilot should he well practiced in descent techniques such as big ears and spiral dives. Any American tandem pilot should be flying a glider certified for tandem use, whose design has been tested for these procedures. A spiral dive should be seen in this context as a safety move useful for getting out of trouble. A certified tandem glider in good repair does not risk ripping in half in such a maneuver any more than does a solo glider. USHGA tandem rules require a tandem size reserve parachute. And although it is no longer a requirement, you will find that most U.S. tandem pilots will have practiced actual reserve deployments before taking anyone up for hire. Safety is a high priority with U.S. tandem pilots, and the result is a fatality free, virtually accident rree safety record. Sincerely, Fletcher Anderson USHGA Tandem Instructor, Advanced Instructor

Dear Editor, Is there a common goal all paragliding pilots, instructors, and students have so we can create a community bound for success rather then failure? I still rind it hard to believe in this age of political unrest that our paragliding community still resorts to secrecy that is detrimental to the overall progress of this small fledgling sport . Recently, a friend of mine, an aspiring instructor, needed to fulfill a requirement that is needed to become an instructor and attend an Instructor Certification Program. He is required to assist and apprentice with two certified USHGA instructors not affiliated with the same school. He filled his requirePAGE 6 • PARAGLIDNG MAGAZINE

to grow in this country though not at an alarm-

ing rate. Consequently, our sport will continue to hang by a thread if we, pilots and instructors alike, remain uncommitted to a common professional outcome. There are many issues that are of great importance such as access, withholding information pertinent to teaching paragliding is ridiculous. We, the paragliding community, need to show cohesive solidarity with a vision geared toward professionalism if we're to be accepted by the majority population. Access and insurance issues have gotten increasingly worse over the last 3 years. The Point of the Mountain in Utah has begun to feel the crunch of urban sprawl. The hang gliding camp at the Bishop airport in California is all but extinguished, and now a revolution on insurance waivers has overshadowed the USHGA membership because nobody wants to sign their rights away. We all talk about the futuristic attitude toward insurance in Europe, but I see here the American way is still alive and well. How many sites have we lost due to our law systems frenzy over lawsuits. If the majority of pilots involved in hang gliding and paragliding cannot come to a consensus on risk management how can we promote our sport to continue use of existing or gain use of past or future sites? All pilots are well aware that paragliding and hang gliding are risky, and as the skies become more crowded with less airspace the risk will increase. Are we ready to take responsibility for this risk or if not are we progressive enough to find solutions we can agree upon? Having a lack of supportive communication dictates more of a trend toward misguided information. Becoming more organized will help the paragliding community gain more involvement from adventure seeking enthusiasts everywhere. Climbing has now come full circle, and is enjoying a great revitalization. Sport climbing has facilitated this resurgence. Also the Climbing Access Fund has clone wonders to gain new and past climbing areas that were once off limits. Can our community create a system that is similar to have supportive success? How about an Access Fund that only deals with situations involved with our flying sites.? This group would fulfill the need to be creative with insurance or landowners requirements to gain or maintain access.

An excellent and most recent example occurred at the U.S. Nationals this year at Chelan, Washington. A self appointed Competition committee took charge of the changes needed to govern our paragliding competitions. A consensus was reached on the issues regarding the difference in competition of hang gliding versus paragliding. There was a positive outcome from this meeting and now paragliding has representati vcs that have presented it to the USHGA Board members. As we gain more instructors to paragliding we need to create an instructors alliance geared toward continuity in education. It can be a powerful agreement on methodology, ideology, technique, and safety that can enhance the overall professionalism we portray. Whether the initial efforts bring forth both positive and negative arguments, through an instructors' forum that hears the pilots majority we can consolidate creative and inspiring information and channel it into issues both productive and meaningful. Is there enough of an alliance to create continuity and support each other within the instructor pool? All pilots and instructors can create an information highway establishing progressive ideology so our sport will never be snuffed out. It's never to soon for pilots as well as instructors to let go of their hidden agendas and lay the cards on the table.The Instructors' Notebook is the new way to establish positive communication for the future of our sport within the instructor pool that supports the paragliding community. Please write to: Greg Kelly The Instructors' Notebook P.O. Box 45 I l Vail, CO. 81658

To the Editor: At long last, after a paragliding fatality there is some passion and introspection in print. I am referring to the Nov./Dec. issue and John Rankin's death. Thanks to Bob Hannah for mentioning the glider make and model. I believe this is a first in the accident reports in Paragliding Magazine and I hope it is the start of new direction. However, the second accident report in the issue did not mention the glider, which rumor purports to be a Rainbow. One other thing I would like to see mentioned in these reports is the name of the site because it is an important part of the accident. By example, if wind shear caused the other accident at the "inland mountain" site and is common there, I would appreciate knowing where this is for future reference. It might help keep me out of the spotlight.

cial" report, unless the accident was a fatality (and then usually not the site). I also believe it would be beneficial to know the site and glider at least. But until a change is made through the proper channels at a BoD meeting, reports will stay as they are.

Does it also represent a change in direction with all the focus on the problem of beginning pilots pounding in under high performance gliders? I was especially heartened to see some instructors address this point. This has been an ongoing problem for at least 5 years in the states. If the paragliding community can't or won't do anything about it. there are always hungry lawyers around who do have a way of making change happen.

Sincerely, The Ed.

normal course of events, winter months, out of limit flying days, persons job, limited travel time to different sites etc., etc., it may take 2-3 years to be rated. Not to mention pilots must mooch five different gliders from who ever. The proposal does not indicate what type gliders among the five they should be, beginner, intermediate, competition. It's obvious young pilots cannot afford to buy five different gliders, and I see no significant difference, they are essentially, the same.

Dear Editor One last comment l would like to make is that hanging beneath a "well behaved" glider provides no assurance of invincibility. Assuming this could be a major lapse in judgment

Hang Gliding magazine, October 1995, announced proposed change to paragliding ratings. l fail to understand unifying the sports in general. l see no reason a paragliding rating system should be enveloped by another sport simply because they are both unpowered gliders and happen to be categorized hang gliders. The fact they are not the same should not be overlooked. I see no advantage of the proposal. Paragliding, like any other sport should have a distinct rating program. The proposal appears to be little more than spin off of the current system including the same if not more aggravating irritation to rating requirements.

Sincerely, Dick Benoit 4185 Christy Way Reno, Nevada 89509

Dear Dick, Thanks for your letter. Paragliding Magazine has always published the "official" accident reports, either from the APA or USHGA. The format for accident reports does not name the pilot, glider or site in the "offi-

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Restricting pilots to such lengths between ratings is detrimentally to the sport. Of interest USA skydiving has no restriction between license levels, complete one step, go right to the next and no restriction to jump five different parachutes. It is important to note the Federation Aeronautique International (FA[) sporting code, section 7, class 0, chapter 2, FA! proficiency badges does not list time restrictions between award of Eagle badges. While a pilot waits his time to plod through USHGA ratings he may very well qualify for award of Eagle Silver badge which entitles the pilot to compete in International competition. The proposed paragliding system as defined indicates a Para I and 2 rating is considered to be "students" under supervision. Are paraglider pilots considered mentally

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PARAGLIDING MAGAZINE• PAGE 7

retarded Skydivers earning "A" license (20 jumps) are immediately removed from student status and allowed to begin jumps for "B" license, no time restriction. in the meantime a serious paraglider pilot with less than 100 flights qualified for the silver eagle badge, on the other hand he is considered a puppet under USHGA rating criteria. The proposal is not beneficial to pilots who are left holding the bag months on end. I agree paragliding should have a realistic rating program, not a minor overhaul of the existing outmoded inane procedure. The FA! sporting code badge program is an excellent guide to establish a uniform, harmonious rating system. Give paragliding pilots a break, do not break them with an overdose of antiquity. Robert L. Chavez

ment. I have used something similar to the freeway - steering wheel analogy many times with students. Mr. Chavez does point out an interesting problem in regard to riggers. I would agree that it might be preferable to have certified riggers that are knowledgeable about paragliding applications readily and locally available to paragliding pilots. Unfortunately, in our area that is just not the case. Paragliding technology is in a constant state of development and is so new that most of the certified parachute riggers that I have met know little or nothing about how our rigs are supposed to work. I have seen more than one paragliding reserve rigged for a staged, high speed deployment by certified riggers.

This letter is in response to the one published in FLIGHT LINES Vol. #6 Sept./Oct. 1995 by Bob Chavez. Mr. Chavez felt compelled by my previous article to reduce his comments to writing. I have had feedback from others, most notably Rob Whittall in regards to the article. I am pleased to see constructive criticism in this forum as I feel that this is one of the best services that our official magazine can provide to the membership. It is in that same spirit that I would like to address Mr. Chavez's comments pertaining to my article in the interest of clarification and safety for all concerned.

Example: Lines tightly rubber banded and stowed together, skirt forty-fived instead of S-folded, etc. It is a fact that there have been many lives saved by paragliding reserves deployed at or below 100' AGL when properly packed. A reserve packed for a terminal velocity deployment as described above probably would have much less of a chance of opening properly at the relatively low speed and altitudes that can be encountered in some actual PG emergencies. It is because of these types of situations as well that we don't have cut away systems as advocated by Bob Chavez in an earlier letter published in this magazine as I recall (92/93'?). There simply is not always enough speed or altitude for the accepted standard skydiving/parachuting technology to function with reasonable certainty in PG applications .

Mr. Chavez is mistaken that it is my view that instructors "are remiss in teaching students proper flying safety in the first place". Most of the instructors that I know, and any that I have, and would work with are competent, unselfish, well motivated, and safety minded. Why is it that we see comments on occasion about instructors that assert that because an instructor receives a wage, somehow his or her view, responsibility to, and love of the sport is somehow not as altruistic as a recreational pilot? If Mr. Chavez has a bone to pick with an individual instructor, then he should be specific. Inflammatory, negative generalities serve no one. An instructor deserves a paycheck like anyone else who works the 1214 hours a day it takes to deliver a quality program. Competent, ethical instructor/dealers are essential to the health of the sport unless we want everyone to teach themselves out of a book and buy their gear untried out of mail order catalogs. If this were allowed to happen, the tabloid media would have a field day branding paragliding as the death sport of the 90's in no time. On letting go of the toggles: If one reads the text carefully there is no disagree-

Regarding cotter/split pins: Whether Mr. Chavez or the 27,000 + USA skydivers like it or not, many PG rigs have them. As such they are a fact of life and should be maintained properly as was the point of my article. Many of the rigs that use them are in fact certified by the DHV, which is a standard (regardless of personal opinions) that is generally accepted worldwide by the PG community. If I have committed a "gross error" in the acceptance of these standards then I surely have plenty of company. Mr. Chavez's concerns would be better served by taking the matter up with the engineers, test pilots and experts at the DHV. To alter these rigs with a curved pin negates that certification, right or wrong. Further, Mr. Chavez's Jaguar/kerosene analogy is way off the mark. One obvious reason that a cotter pin is used is to maintain tension on the outer container closing loop as the parachute and deployment bag settles in and "shrinks" over time after a fresh repack. This 'settling' loosens the pressure on the surface of the outer container and subsequently the closing loop. Apparently the engineers feel that a properly installed and adjusted split/cotter pin is a very simple and satisfactory solution to this problem.

Dear Editors,

PAGE 8 • PARAGLIDNG MAGAZINE

I am inclined to agree that curved pins are a better choice if they are properly engineered and installed. However, by substituting a curved pin without a Velcro stay or a safety thread of the correct type, it is possible that one could be creating a much more potentially dangerous situation than if the original design was left intact and properly maintained. I know of three incidents locally where curved pins contributed to premature deployments due to the natural loosening of the closing loop. Thankfully no injuries resulted in these cases. My main concern and reason for this follow up letter is as follows: The solution is not as simple as ordering a curved release pin and replacing your old cotter/split pin type as might be inferred by Mr. Chavez's article. Again, if you are lucky enough to find a rigger who speaks PG have him/her do the mod. At the very least have them look over whatever mods you've taken it upon yourself to do. No one reading this needs to be reminded that paragliding is a measured risk sport, or that unavoidable accidents can and do occur from time to time with pilots of all skill levels. Nevertheless, as an instructor and a pilot I loathe seeing and hearing about injuries that could have been prevented. In my vision of a perfect world I would like to see all pilots flying with proper reserves, back protection, good boots, strong helmets, knee pads and any other safety items that are possible and in some cases easy and inexpensive to implement. However, a visit to any popular flying site will reveal any number of pilots not using one or more of the above on any given day. Many pilots routinely cut corners on various safety items for whatever reason. It is unrealistic to assume that these people are going to go out and buy or retrofit their gear regardless of what, Mr. Chavez, or anyone else has to say about it. The purpose of my article was to try and bring awareness to the importance of maintaining the gear that's already out there to reasonable airworthiness standards. It has been my experience that folks are a lot more likely to take a little time to care for the equipment that they already own, than they are to purchase something new. Again I would like to commend the editors on the increased space allotted for FLIGHT LINES. I realize that letters or technical discourse doesn't sell magazines as well as entertaining, spectacular photos of gliders in pristine settings does. However, the opinions expressed by the membership, agree or disagree, are of tremendous importance and can be of benefit to us all. Thank you for letting us all share our thoughts here. Sincerely, Larry E. Pindar Class II Instructor #56702 OVER THE HILL PARAGLIDING

'''

..' ' '

Size Pilot Weight(lbs.) Cells Span(m)

130-185 1'7Ef230 39 . .39 11:-'7 12.3 ., ,bs· 4.7~: ';. 1.15 1.15 22-45 , 22-45

100-145 36 11.1

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Min., 5irik( mf.ff!) ' Min./ Max. Speed(km/h) .

The MYTHOS is Swing's newest l~termediate Jesi~n.·,T~~ , · MYTHOS has nearly the performance of the best competition 1gliders, but with more forgiving flight charac'teristiM: ,· 1

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Introduction Th e comparison in this issue is between two intermediate wings, the Ailes de K Cristal and the Swing Mythos. Both distributors sent me shiny new gliders and said " Go have fun!" It's a tough job but somebody's got to do it' So I did, by flying both gliders at Torrey Pin es, Little Black, Marshall, and Horse Canyon. I put about 3 to 4 hours, on each, in a good mix of conditions, from light to moderate winds, and ridge lift to ratty th ermals . Guess what? I had fun' What a j ob!

The Cristal vs. Mythos

Aile de K Cristal 29 specs: (supplied by the manufac turer)

Certification: AFNOR Class Performance Take off weight: 75 - 98 kg Weight: 6.2kg Planform Surface: 29 .1 Projected Surface: 26.2 Number of cells: 40 Glide Ratio: 7.5 Speed min/max 19 a44 Wing span: 11.81 Aspect Ratio: 4.8

Swing Mythos 26 specs. (s upplied by the manufacturer)

Certification: ACPULS Pilot weight: Canopy weight: Harness/ Reserve/ Helmet weight: Pilot weight w/ gear and canopy: Min/max speed: Trim speed wI no brakes: Sink rate: number of cells: Span in meters: Aspect ratio:

Fred Lawley, the pilot in the photos, above is the owner of Accelerated Flight School, in the San Diego area. Fred has been teaching and flying for over 15 years now. He was one of the first contributors to the Vol. l #1 of Paragliding the Magazine, with his story, "Sometimes it Sucks", a story still well worth reading. We want to thank Fred for his support, and friendship over the years.

PAGE 10 • PARAGLIDING MAGAZINE

Standard 130 - 185 lbs. 13 lbs. 15 lbs. 160 -210 14- 28 mph 21 mph. 1.15 mps. 39 11.7 4.75

The Gliders

Wills Wing sent me the Mythos, 26 which is ACPUL rated in the standard class in this size. Ailes de K- USA supplied me with the Cristal 29, AFNOR rated ( SHY) in the performance class. \\'hile the size designations are different, both gliders are about the same size ( 26 meters - projected) and have very similar weight ranges with my weight in the upper third of the range. 0

The Manuals

I know that nobody buys a glider because of the manual, but I've seen students relying on them and I think good manuals help some pilots learn. The Ailes de K manual suffers from translation. It has portions in English, French and German. The English just isn' t clear and the explanations end up being incomplete. The Mythos manual is a characteristic Wills Wing production with a spiral binder. It addresses all of the pertinent topics clearly and without fear of using paper to be complete. My only complaint is the landing description that advocates applying 40% brakes at 10 feet. I like more speed at that height and a later flare.

GliderR :/ f" '"' Risers Both gliders come equipped with 4 riser systems with accelerator only for speed. The Cristal risers are uniquely short, only 15 1/2 inches long. They look like tandem risers. The brake line pulley is on about a 6 inch web strap to allow for longer toggle travel. I would have liked it a little longer because the minimum sink handle position was a little low and the brakes could not be adjusted tighter without pulling the trailing edge. Getting to the lines for big ears is easy. The brake toggles are soft with some type of slightly squishy material, plastic hose is my guess, sewn flat inside the tubular nylon. While my description doesn ' t sound that good , I liked them and found them comfortable. They are secured to the rizer by Velcro. The Mythos risers are a more typical 21 inches long with the brake line pulley on a shot lead and attached to the C riser. I haven ' t figured out why it's on the C rather than the D where the attachment snap is. The snaps are hard to work either on or off and seem likely to eventually tear out of one side or the other. The risers have a split A riser for big ears and the handles are stiffened with a dowel so they don't wrap around the sides of your hand. 0 ;:;::;

The Gliders

Both gliders are well made, good looking wings with a character of their own. The Mythos looks like a simplified version of the high performance Minoa. The long root chord with the pointy tips and the round sail arc are Swing characteristics. While the shape is similar to the Minoa the graphics set it apart. The Cristal doesn' t have any graphics but the flatter arc and the angular down turn of the tips has a Klingon starship look that I like. Both gliders show smooth sail work and have a polished high quality look that stands out.

PARAGLIDING MAGAZINE• PAGE 11

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Ground Handling

In light winds I was able to do no hands forward inflations repeatedly with both gliders, no problem . In stronger winds the Mythos had a little more surge and yaw tendency that required some attention, but nothing like the Minoa. Follow the Wills tip of making an "inverted V" to help keep the leading edge from crushing then pull smoothly and the glider will inflate just fine. The Cristal struck me as one of the easiest to inflate intermediate gliders I've had my hands on. It's just plain steady and predictable. The deflation side of the equation is a little

Performance

The only performance characteristic that can be easily measured is speed. In the cool winter air at Torrey Pines 1 measured the Mythos at 38 KPH. The Cristal went 36 KPH. The Cristal has considerably less travel in the risers and felt very solid at speed.

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Flight Handling

Each of these gliders handles great, but they both do It differently. The Cristal is , smooth, coordinated and predictable, yet it is lively and fun to fly. It feels comfortable right away. Turning seems dominated by the brakes and feels efficient without lots of input. The Mythos is quick and responsive. Corning off just about anything else, the roll rate is surprising. Two factors play in the quick roll. One is the seat steering ability of the wing and the other is the line that goes from the brake line to the tip. Pulling the brake down pu!Js the tip down, decreasing lift on that side . The result is immediate positive rolling. While the Mythos is very responsive to the pilot it is also responsive to the air. On early flights I found that strong thermal lift tended to roll me out of the lift at first because it rolls so easily. No problem, just roll back in and learn to react more quickly with the seat. It takes a little more practice.

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The Mythos was probably closer to topped out and some of the lines started to vibrate at higher speeds, but nothing seems to be bothered by the vibration , other than perhaps the pilot. The sink rate of each is so competitive with everything else that staying up or reaching the top of the pack depends mainly on the pilots' skills.

different. In a strong wind situation neither glider deflates well with the D risers. I did better with the C riser but that is a problem. Both gliders have very little separation between the risers and grabbing the one you want is a challenge. Pulling both C and D worked OK. Just pulling the brakes worked, fine, both wings collapse quickly, as long as it's not too windy . You'll want to experi-

FLY HARD

Stability and Maneuvers

In bumpy air the Cristal just didn't move as quickly as the Mythos, giving the impression of being more solid. The Cristal lines needed to be held down for big ears and they popped out quickly when let go. The Mythos ears stayed down in smooth air and needed to be pumped out assertively. In a 50% asymmetric both gliders started to turn but were easily corrected to straight flight. Once again the Cristal was easier to clear. Neither glider showed an inclination to initiate a spin in thermal flight which is a trait common to gliders that turn well. The Mythos can be put into a spiral dive considerably more quickly which is handy , if

Featuring former paragliding and hang gliding world champion Rob Whittall, Chris Santacroce and seven time world HG aerobatic champion Mitch McAleer. A tlying traveling circus filmed at Point of the Mountain, Lake Elsinore, Torrey Pines , Northern California and Sun Valley. See some incredible maneuvers. radical flying and never before seen stunts: THE STAND UP, DOUBLE SPIRAL and Mitchs· hang glider aerobatics show. 35 Minutes. Also available

Paraglide: The Movie Action packed footage filmed on location in the Owens Balley during the Paragliding World Cup. 36 Minutes.

that's what you want!

GiiderR:7

f" ,.. Conclusion

I asked both distributors who this glider was intended for and got the same answer from them both. Someone with more than 50 flights, preferably 100. They're not entry level gliders. They are performance gliders, ideal for most pilots . I found the outstanding feature of both to be I.he handling . The Cristal has excellent manners, the Mythos offers more aggressive turning ability. Both are fun to fly! Isn't that why we do this sport?

Fly Hard .......... .. ...... ............. $44.00 Paraglide: the Movie ..... ...... ..$39.95 Order both for ..... ............. .. .$65.00 Postage and handling .... ......... .$4.00 SEND CHECK. MONEY ORDER OR Visa. MC. Amex CC# and EXP. date to:

VIKING FILMS 1754 TRAMWAY DR. SANDY, UT 84092 USA PHONE (801) 553-9580 FAX (801) 572-4193 EMAIL: vikingfilm@aol.com

PWCNews The weekend of the 25 and 26 of November was again that time of year to sit down and review our current system in the continual process of perfecting our competitions. Our l 996 International Competition Rules will bear a few changes, which we hope will prove beneficial to you, our pilots and organizers. Those most affecting you are, in summary: Maximum number of participants and Cut: The maximum is now more flexible according to site and organizational conditions and can be between I 00 and 150. Organizers can now have l O wild cards instead of five, allowing greater accessibility to overseas and new pilots who are cannot access through the selection procedure. These 10 are included in the maximum, with the remaining chosen by comparing their 3 best results in a revised and improved version of the selection procedure (includes Pre- competitions). At least 10% of participants must be women. I 00 pilots can then access the cut, taken after two tasks, including the top 15 of the latest overall ranking, the top 3 women of the latest overall ranking and the remaining 82 selected from their best posi-tion from either round, providing at least 10% of pilots in the cut are women. The agreed maximum numbers for 1996 are: Venezuela 130 Grindelwald 100- no cut Feltre 150 Granada 150 Gresivaudan 120 top 100 of ranking Chamonix Zillertal 130 China* 100 Registration: Top pilots are reminded that even the top 15+3 must respect the registration date (30 days before event) and 50 Swiss franc fines will be payable for late entries. Number of Competition Days: 4-6 competition days in Alpine regions, first 4 valid for PWC ranking. 5-6 competition days elsewhere, first 5 valid for PWC ranking. Adhesive Numbers: Black Futura bold condensed 560 mm high figures to be used on all gliders, fixed in middle of glider near front edge. Numbers will be available at Feltre. Members receive one set free.

GPS: GPS based instruments are allowed and there is a possibility for alternative systems of flight verification to be used under certain conditions. Cloud Flying: Zero score for task will be awarded for cloud flying.

* PWC China: The Committee also voted to hold the first PWC of the 1997 season in Linzhou, China Due to seasonal conditions, this will be held in September/October 1996, the PWC year running from September to September.

For safety reasons the Flight Design dealer has divided the pilots into 9 different starting sectors and everybody had an exact flight plan to go to one of the five landing fields. So all pilots got airborne safe, and because of the smooth thermal conditions in the valley those who were in the air first could stay there until everybody was up. At 13:38 the official number of 191 was stated and everybody was safe back on the ground a short while later. That is a number which will be hard to beat! Congratulations!!

PWC PROVISIONAL CALENDAR 1996 PWC's Caracas 17 - 25 Feb.

Qrganiier

Ul A;t,terte ·Jnterjla.tlonal cle Patapente

130

Feltre

27 April-1 May

150

Gresivaudan (Grenoble)

S:ylvian Plr,oc~e

7-12 May

CJper{I;n:terna.ttom1l. qe Patap6nte

120

OleitschJ,rmel1,1p··!ZUlertal

130

Zillertal

25 - 30 June Grindelwald. 4-7July

JOO

Granada 15 -20 July

PRE-PWC Bright, Australfa

(WINNE§ RECORD

FAINEWS

Jl.91 Pilot's :i.n the Air More than l 50 paragliders in the air at the same time, in one flying-site, that was the goal of the local Flight Design dealer Franz Tanner. The flying school of Emmetten Switzerland had the idea after 60 pilots participated in a spontaneous union flying at the Emmetten cup last year. But first a lot of organising work had to be done to achieve a safe flight for a record number of paragliders for the Record for the Guinnes-book. After one year of planning the number which was stated from the official counter from the local government was even higher than the planning - l 91 pilots were in the air at the same time over Emmetten.

The FAI decided to hold International Technical Conference for Hang Gliding and Paragliding. The FAI/CIVL and European Air-Sports are to hold an International Technical Conference which will be attended by delegates from the National Hang Gliding and Paragliding Associations around the world. The date of the Conference is Friday I st March until Sunday 3rd March 1996. CIVL has decided to hold the Conference in Augsburg,

PARAGLIDING MAGAZINE• PAGE 13

Germany so that the Conference coincides with the INDUGA, a major international exhibition for Hang Gliding and Paragliding. Augsburg is less than one hour from Munich. The following benefits for pilots are expected from this Conference: Promotion of responsible self regulation of Hang gliding and Paragliding throughout the world; expansion of the freedom to fly in every country using the International Pilot License IPPI Card; improved interchange of safety and related matters through the establishment of a FAI/CIVL safety network (using Internet and fax services) and a better understanding of the existing test procedures leading to a greater harmonisaton. All this should result in improved flight safety and the further advance in the development of our sports. To accomplish these goals we will start by gathering and disseminating on a worldwide basis information about: - national administration and operational issues, - the national standards of pilot training and

licensing systems, - and airworthiness standards including maintenance aspects for Hang gliding (Class I, 2, 3) Although the conference is for invited delegates there will be a forum open for the public which will be a part of the INDUGA program. This forum will provide information about the activities of FAI/CIVL and Europe Airsporls, an opportunity for discussion and will give the test organizations the opportunity to present their test procedures.

"Masters at Cloudbase" (Release date Jan. !st.) - - - 1 00% pure Paragliding Both new videos are digitally edited, for super clear pictures. Both videos have "CD quality" Stereo Hi-Fi for the best quality sound available.

New Name ! New Products!! Adventure Productions, formerly Adventure Video. announces two new videos. We have produced what the dealers have been asking for: Low cost videos of the most spectacular Hang Gliding and Paragliding in the world. Two new 20 minute music video products: "Party at Cloudbase" (Available Now)-~ - - - - I 00% pure Hang Gliding.

This stuff bag is nearly 8 feet in diameter when fully opened and was designed to be used as a wing cover to protect your glider from the sun and as a stuff bag that is easier to use than any other bag on the market. It is

LI IN

A Pilot's Training Manual Monitor changing wind conditions. Responsive to slightest variation in wind velocity.

AIRSPEED INDICATOR Use with optional paraglider mounting bracket. Maximize your performance and skill. RUGGED-Molded of super tough LEXAN® resin. Stainless steel rod. ACCURATE- Calibration traceable to National Institute of Standards and Technology.

Specify: 0 to 30 mph, or Oto 50 km/h Airspeed Indicator: $23.50 Paraglider Bracket: $6. 50 -SATISFACTION GUARANTEEDHALL BROTHERS P.O. BOX 1010-P<> MORGAN, UTAH 84050 U.S.A. Mastercard" Visa @C.0.0. Phone:(801 )829-3232 Fax:(801 )829-6349

$19.95 2000 Copies Sold Revised 4th Edition 140 Pages 62 Illustrations Skills, Aerodynamics, Weather, Equipment, and More Available from paragliding schools, dealers, or direct from

WillsWing 500 Blueridge Ave. Orange CA. 92665 Include $2.00 for postage and handling Calif.Residents add 7. 75 % sales tax

as easy as 1-2-3. First you short line your glider into a bunch in the normal manner that you would after a flight. Next, open the Para-sol to its full diameter and spread it over your wing, tucking it in around the edges, give the draw strings a tug and slide the gear lock into place to hold the Para-sol on your wing for a sun cover. Now, to continue to stuff your wing draw the string as far as you can, put the gear lock in place, flip the Para-sol over and continue to pull the draw string all the way up. Slide the lock in place and you're finished with plenty of time to catch a ride back up the hill!

Airwave Press Release

ARVING

FUTURE

THROUGH

THE

AIR

Chris Dawes is l 995 British XC Champion.

Airwave Alto pilot Chris Dawes is the new British Cross Country Champion. Flying his Airwave Alto XM 3 l Chris covered a total of 442 km over six flights including two flights of over I 00km. One of them at l 65 km was just 10 kms short of the British record. This caps a very good year for Chris who came 8th in the British Paragliding Nationals and 4th in the European Masters (beating Walter Holtzmuller and European Champion Jimmy Pacher into 5th & 6th places). Chris Dawes is married to World Champion Judy Leden who is expecting their first child this Christmas. This victory confirms the Alto as the top XC wing in the UK. As well as being tlown by the XC Champion the Alto has the British XC record and the three top distances flown in the UK this year: Steve Ham 175km - British Record, Bruce Goldsmith 155km and Chris Dawes 165 km.

The Para-sol is made from high quality UV resistant rip- stop nylon balloon cloth. The draw string, 3MM accessory cord, travels through 18 loops made of type 4 nylon webbing that are sewn on both sides with box-X stitching and closes with a gear lock that won't slip. When folded it can be stowed in your harness. Weight .. l .5 Lbs. The Parasol is available from Action Adventure Sports,

Elsewhere the Alto has fared well, Bruce Goldsmith became the first British pilot ever to win a PWC when he won a fiercely

Bla Bla Bla Bla Bla Bla 10:l glide Bla Bla Bla Bla Bla Bia 0.9 sink rate Bla Bla Bla Bla Bla Bla 55 Km/H Bla Bla Bla 10:l glide Bla Bla Bla Bla Bla Bla 0.9 sink rate Bla Bla Bla Bia Bla Bla 55 Km/H Bia Bla BlaBla Bla Bia Bla Bla Bla 10: 1 glide Bla Bla Bla Bla Bla Bla 0.9 sink rate Bla Bla Bla Bla BlaBla Bla Bla Bia 10:1 glide BlaBla BlaBla Bla 0.9 sink rate Bla BlaBla Bla Bia 55Km!H Bla Bia Bia Bla 10:1

Sol Paragliders A fuH line of DHV or SHV certified gliders. Highest quality materials Experienced manufacturing Strong performance Sensible prices No outrageous claims Also harnesses, helmets and reserve parachutes available. Only through qualified dealers because they need your support. Don't take our word for it, please have your dealer contact us to arrange for a test flight

Soi Pairagliders USA Tei. (801) 467-6527 Fax (801) 467-0407

Bla Bla Bla Bla Bla 10:1 glide Bla Bia Bla Bla Bia 0.9 sink rate Bla Bla Bla Bla Bia 55 Km/H Bia Bla Bla Bla 10:l

Bla Bla Bia Bla Bla Bla 10:1 glide Bla Bla Bla Bla Bla Bla 0.9 sink rate Bla Bia Bla Bla Bla Bia 55 Km/H Bla Bla Bla 10:l glide Bia Bia Bia Bia Bla Bia 0.9 sink rate Bla Bla Bla Bia Bla Bla 55 Kmffi Bla Bia Bla Bla Bla Bla Bla Bla Bla 10:l glide Bla Bla Bla Bla Bla Bla 0.9 sink rate Bla Bla Bla Bia PARAGLIDING MAGAZINE• PAGE 15

contested event in Piedrehita in August. Now at 8th place in the PWC final rankings for 1995 Bruce is the top placed British pilot - a full 18 places ahead of the next Brit, Nova Xenon pilot Jacky Sanderson.

Harley Chutes The newest and most exciting paragliding scene has got to be India, and the "High Five" film crew were recently shooting the Indian paragliding world with Harley's new manufacturing base and range of new products. "High Five" is a lively active sports program that goes out to most countries, and this paragliding special will be on screen early in 1996. The filming timetable included a guided tour around Harley' s new manufacturing base, where they build the prototypes of their new wings, the Aurora, the Eclipse and Solar, plus their new Sensation harness Showing the camera around, John Harbutt explained "We have a UK base for design, sales and service and we have bought the finest European materials to India, ensuring that we can provide a new level of ultimate quality". From the factory to the hill, the crew caught the Harley team test flying before hot-footing it to the Indian National Championship. With a fast growing paragliding culture, the competition was hungry for success, with the triumphant winner being Rajan Juvekar, flying a Harley paraglider. Rajan is director of the Harley school in India and has been training pilots for around 6 years, so he certainly set a good example for his students! With immense interest in this relatively new sport in India, the "High Five" crew were joined by the Indian media and it' s certainly clear to see that paragliding is creating a big stir out there For a country with so many spectacular sites, it's amazing it has taken them this long to discover what an exhilarating experience flying can be! Following a re-grouping plan that has taken Harley Para Dynamics to Cheltenham in the UK, they now have a new range of gliders on test, ready for launch in early '96. The 3 new wings, covering advanced, intermediate and training ranges, have been seen flying in India where Harley have their manufacturing facility. Commenting on the new products John Harbutt and his team are PAGE 16 • PARAGLIDING MAGAZINE

very pleased with the design developments; "We have worked hard to build a comprehensive range of gliders that we think are better than anything else in their intended markets!" With the new intermediate, the 'Eclipse', Harley promises improved speed and glide, better turning capability and an easier launch profile than ever before. Keeping essential safety and quality, the new range has been designed in the UK and built in India from the best European materials, exported especially for the job. With the combination of many generations of fine sewing skills and the latest production techniques, they boast a new level of quality.

NEW in the USA You may have heard or read about the Double cap canopy and been a bit bewildered, well no longer. The double canopy or double cap canopy is a PDA parachute. Each gore is made with two overlapping panels, allowing air to enter/exit the crown through the venting slot (see diagram).

Seeking dealers worldwide, Harley invites interested schools and clubs to contact them. They promise excellent packages and import opportunities - those interested should give them a call at their UK base.

AT SPORTS NEWS At Sports is pleased to announce our new staff instructor, Sebastian Hassell, and welcome him to our team. AT Sports in San Diego offers year-round paragliding lessons, clinics and tours, as well as sales and service of gliders and accessories.

NEW WORLD RECORPS "Kat Thurston breaks two world records in South Africa; women's open distance record of 229 km., and the female height gain record of 3300 m. on 12/23/95. These were achieved with a tow launch from Kuruman on the new Nova XYON". "STOP PRESS" Kat Thurston breaks two more world records on 12/25/95, with a tow launch from Kuruman she flew 285 km. to Deals ville to break her own women's open distance record set two days previously. She also broke Robbie Whittall's 250 km. distance via a turn point." She landed by choice, being able to see the retrieval vehicle.

The addition of the second panel gives the double cap parachute the advantages of a PDA and greatly reduces the pendular instability characteristic of standard PDA's. Slots accelerate deployment of the parachute. Slots dampen the opening shock and increase pendular stability. These proven advantages of the Double Canopy make this type of rescue parachute the current best seller in the European paragliding market. Call your local SOL dealer for more information or a brochure.

Since 1987, the beginning of the paragliding surge in the USA, Fred Stockwell has been photo documenting the sport. We now have several thousand slides covering all aspects of the sport including; the early gliders Feral and Harley, pilots (some of whom are no longer with us), sites, meets. We may have you on film! If anyone ever needs photos for any paragliding related project, please give Fred a call, he may be able to help you out.

Paramotor Meet The first US meet for motorized paragliding will be held in Baja California, on Presidents Day weekend, Feb. 17 - 19th. We hope to have a representative from all leading brands along with demo units. This meet will have an informal fly-in type of format. Call Fred at 541-582-1476.

We will make ads for paragliding business and schools. If you need an ad created, call me. I will help you turn your idea into an ad. We can use your photo or one of ours. Give me a try. Competitive prices. Claudia 541-582-1467

Original Logo for Paragliding the Magazine; Designed by Freddie Snalam, Boulder, Colorado. Computer Enhanced by Philippe Renaudin, GM/ Corp., Glen Cove, New, York

Dear readers and friends,

It is with mixed emotions that we put together this, our last issue of Paragliding the Magazine. The past five years have been quite an educational experience. Sometimes exhilarating, other times humbling and always a lot of hard work. We grew up along with the whole US paragliding community, and we published and often wrote about what we were learning. We traveled all over the states and a few times to the UK, France and Switzerland to photograph and chronicle the pilots and the sport. Fred took thousands of photographs, and we met test pilots, designers, meet directors, and every-day pilots. And we published their stories, photos, and whatever relevant information they wanted to share with us. We have really enjoyed being able to give a voice to paragliding for the past five years. Our philosophy was to create a magazine by pilots for pilots to serve as a forum of communication. It's focus, was to be a central, stabilizing force in paragliding, keeping a finger on the pulse of the new and growing sport. We were sometimes controversial, but always involved and tried to cover issues fairly and honestly from both sides. The magazine grew and evolved just as we all did, keeping pace with the sport This past year again brought changes to many of us in the paragliding business. A new magazine for paragliding made its appearance and USHGA expressed an interest in starting their own publication. These, among other things, caused us to reflect on what we felt would best serve the interests of the paragliding community. We already knew from experience that the sport hasn't yet grown to the point where it can financially support two separate magazines. After careful consideration of our options, we offered the USHGA a proposal, to purchase our magazine. Rather than compete and cause division we felt it would be more beneficial for us all to work towards a common goal. We encouraged the publication committee to make a decision at the Fall board meeting so we could all have the stability needed to move forward. The committee decided to buy out our interests in Paragliding and have an association owned publication. At this time, Gil Dodgen was given the job as Editor-in-Chief, and will now be responsible for the production of both Hang Gliding and Paragliding magazines. Claudia was asked to stay on as Associate editor, for paragliding, to review articles and help with the transition. At this point we plan to be regular contributors with articles and photos. It is our intention to try to continue many of the features that we have worked for so long to develop, such as glider reviews, pilot profiles, designer forum, pilots travel log, and women with wings. Although Paragliding the Magazine has been sold, our company, PARAGON PRODUCTIONS, will continue in the publication business. The current projects underway for the new year are the second edition of the New Pilots Issue for paragliding and a periodical of a similar nature as an introduction to Powered Paragliding. These periodicals are due out in April, as always we welcome your input in the way of suggestions, articles and photos. We will still supply the books, videos and other educational materials that we currently do, as well as any back issues of the magazine that are still available. Watch for our ad in the new paragliding magazine. This year PARAGON PRODUCTIONS will be putting more emphasis into the photographic and video end of the business. Our contacts from some of our previous productions have expressed an interest in our upcoming projects. We are excited about now having the time to pursue this direction. Hopefully you will see some of our video work later on this year. If you need any further information, our phone and fax numbers are still the same. We appreciate all of you who have contributed to the magazine and thank everyone who ignored our typos and other elements of human error that showed up while we learned the ropes. As we improved with each issue we usually got more compliments than complaints, and I'm sure that we have been our own worst critics. Any of you who have labored over the writing of an article or struggled to get the perfect photograph will know what we mean. Our main goal always was to showcase our sport. Color was a must and our focus was on the overall content as well as the timeliness and relevance of the articles. Our readership covered 32 countries and when stories were submitted from other countries we often published them with a minimum of editing, because we enjoyed the foreign flavor. We tried to create a magazine that would appeal to paragliding enthusiasts at every level and attract new people into the sport. Although we had hoped the numbers would be much higher by now, we feel that the magazine has been a positive influence on the growth of paragliding in the US. There were only about 900 US paragliding pilots when the magazine was started in June 1990 and nearly 3000 now in Dec. 1995, and we feel we have achieved many of the things we set out to do. It's impossible to sum up the last five years in a letter. There is so much more that happened behind the scenes than ever got into print, but we'd like to end with a short look back at our favorite stories, favorite issue and our predictions for the future. Among our favorite articles have been the Sky Master Series, by Michael Goudeau, (it still makes me laugh to read it), and Under the Rainbow, by Richard Bach. Our favorite issue of the magazine was the photographic issue (which was also the easiest and most expensive to produce), we loved seeing all of the wonderful photos that pilots sent in representing their varying views of the sport. We predict substantial growth in motorized paragliding over the next few years. We also believe that over the next few years the association will be ready to combine Hang Gliding and Paragliding into one magazine. And we hope that we will all continue to progress and keep having fun flying!! Soft Landings,

Fred & Claudia Stockwell PARAGLIDING MAGAZINE • PAGE 17

You and I

ur lust for each other goes back a long way. I have always been seeking you and you have been calling me forever. I've been stalking you - spying on all of your moves - admiring your many colors and/aces. I fe lt I knew all about you. your happy and your angry moods, when to take you seriously and when you are teasing. Alas. so far - only from a distance . Once I thought - the time has arrived. But again as you tempted and eyed me, inviting me as I was near - hoping fulfillment, you left me, you didn 't let me close. I wanted you and you knew it... so your resistance faded gradually. It had to occur and finally we would have each other - winning a memory that only a few mortals can have in a lifetime. How did it happen ? In a little Aus trial! village of the Alps we met again. I knew that it is inescapable now. I ran to you from the peak. My adrenalin, anticipation and anxiety was indescribable. I 1Zeared you and you welcomed me with open arms! Yet - we did not hurry, as there was no need to. The infi11ity of time and space was ours! You embraced me slowly, patiently. you knew my faithful purity. You didn 't try to scare or alarm me - you respected my soul. Smooth caressing reached my face and my ha11ds. You soothed me with soft, quiet whispers. Your presence toned down the dry violent rays of light imo greyish, moist, gentle veil, in a shy way - so we can be hidden in our happy union. Yo u rocked and tickled me, filling my ears with your humming music. We played with each other like youngsters - finding the joy of love for the first time. It lasted almost forever (yet not long enough). We fi nally had to part; the ever-mighty gravitation ruled. You did not seem to understand (and how could you ?) - trying to reach/or me softly begging. I - for a few precious seconds - entered you again and again. But it 's over. You hover above me I can't reach you anymore! I still sense your scent and see your smile. You showed me your kindest and most beauriful face. Thank you! You can be mercurial with tempest and lightening. your whispers growing to a thundering roar. the soft touch turning to shocking jolts. God have mercy on the poor souls meeting you then! I was lucky ... or did my desire tame you? I don't know the answer. I only know that your memory - as my respect and love for you- is within me - Forever. (The paraglider pilot's ode to the cloud) by Art Gomboc, Hungary

PAGE 18 • PARAGLIDING MAGAZINE

Xavier Remond goes the distance. Written by Xavier Remond (ITV Factory pilot)

Translated by Philippe Renaudin (GMI I Sup Air USA)

Piedrahita, Spain - 1995 he fl~ing_ cond~tions d~ring the second paragliding World Cup rn P1edrah1ta, Spam were great. The pilots were overdosed with sunshine and thermals. There were five very good tasks with two of exceptional caliber.

getting down in order to pass the finish line. A huge thermal was being generated just above goal and was available for the trip back to Piedrahita, but no one decided to chance it. Curiously enough, Wednesday was calm and without any thermals in sight.

Tuesday July 18, a 40 km Jong distance task was called. This task was going to be a round trip, Piedrahita I Villacastin. We never had seen such weather during a paragliding competition, with a ceiling where cumulus could be found between 4000 and 4200 meters. The pilots were thrown into this frantic race during 80 km, flying all the time with the speed bar pushed all out. Bursting through pockets of lift without making a single tum. More than 50 pilots made it to goal. Some of them having had a bit of difficulty

Thursday the 28th the wind was still from the south and we took off from above Barco De Avila. A starting point was located 15 k m east of the launch area with an open window at 2: 15pm, announcing a fantastic race toward Arcones 165 km away. the thermals were weak and situated around 2400 m. the flight over Col De Villatorro was only possible because of the "Group Effect", which looks like all the pilots are flying in a grapelike formation , sticking to each other like glue.

PAGE 20 • PARAGLIDING MAGAZINE

45 km later we faced the lift coming from the Abdalajis Valley to continue toward the north. I was so tempted to follow the path which would take me away from the official goal. We left with regrets, heading east under the blue skies where lift was not at the "rendezvous". Dropping as low as 500 meters above the ground, we worked hard on a small area of zero sink, becoming a little positive at times. It is good at times for two pilots on their respective wings to fly together in the sense that they can help each other reposition themselves at the center of thermals more easily. That stretch was a lot of work but we gradually gained altitude and the thermals became stronger. We passed Segovia in the north plains and fought strong cross winds before being able to lower our altitude toward the finish.

Looks Good!

The sky was foggy, preventing me from seeing far and I did not have my GPS with me. My map did not give a lot of details, so I began counting the villages in front of me in order to locate Arcones. But in my confusion , I simply lost my target. I found myself at 3800 m and made an attempt to fight the southerly headwinds, but in vain. I saw a few paragliding wings doing spiral dives. They actually were the first pilots who had made it to goal. They had arrived too high above goal and were cruising down to pass the finish line which had not even been set up yet. I found myself low enough into a wind becoming increasingly stronger and was having some serious doubts at that point about making it back to the finish. I was annoyed, thinking that I was going to be dumped so stupidly. As I was getting closer to the ground the temperature was rising rapidly and I was sweating bullets. I then found a weak thermal for a ride east. As I was gaining altitude again, my body temperature went finally negative and I was able to calm down and think straight. It crossed my mind that the 200km mark should not be much further along and I took the decision to quit the competition and go cross-country for a record. I called the organizers on the radio to make them aware of my intentions, but I was reminded not to converse on the frequency. OK! I suddenly felt free and a great wave of excitement invaded me bringing back good memories of times spent in Africa. It was 6:30 pm, and as the lift was becoming steady and spreading I began to fly very fast down wind until I left the edge of my map. Speed was giving me a buzzing feeling and made it difficult for me to evaluate the distance I was covering. It didn ' t matter anymore. I had left the comfort zone of visual contact with roads and villages which became more and more scarce. I flew over one of them that was dominated by an old castle. The air was surprisingly calm. Without much conviction I headed toward a few slopes warmed by the sun, but nothing, nothing at all!

I landed at 8:20 pm, 5 km east of Burgo De Osma, on a nearby road. Back down to earth to the world of realities. I had to explain that I did not fall from the sky, I had to count the few pesetas buried in my pocket and call for a retrieval. the night will be long spending time among the truck drivers who were taking a rest in the small local bar. It was hard for them to believe my story and argued loudly amongst themselves about the mountain from where I "jumped" . I was anxious to get out of this place and enjoy the peacefulness of the night, staring at the stars and extending in my dreams this amazing adventure. Total distance flown 241 km. ~

CE & SALES

DEALER ENQUIRIES WELCOME 1355 N.W 93 Ct. Unit A-105, Miami, Florida 33172 Tel. /305) 6393330 Fax /305) 6393055

'I PARAGLIDING MAGAZINE• PAGE 21

MOUNTAIN FLYING CODE by Dennis Trott

Quite recently a particular incident at my local flying site spurred me into writing this article. The incident, involved a paragliding pilot who was attempting to launch in strong conditions. The site 'Plaine Joux' situated just on the edge of the Chamonix Valley typically has its own micro climate and is known as one of the most reliable flying sites in the area. 'Plaine Joux' is a purely thermic site and has no dynamic or ridge lift flying. Almost regardless of prevailing wind conditions the area creates its own bubble of flying ecstasy, and if one follows the rules, the flying is easy and fun. The question in this incident should have been, 'was it wind or cloud suck', at the launch site? By mid-afternoon the local pilots, including ourselves, had given the day away, well before this pilot decided to attempt a launch. This pilot had been flying there earlier in the day and must have realized that the conditions were getting stronger: it was now blowing 1520 mph at the edge of the launch site. Lets have a look at the situation described below. Early in the day the sun starts heating the huge rock face/mountain. Air is drawn out of the lower valley and over the launch site ridge, replacing the rising thermic air. Quite quickly creating an on-face breeze, gentle enough to launch in. This is not 'wind' that is of 'the prevailing type'. The sort that you flat landers may be concerned about when looking at the weather forecast. This is thermic air and is normal here in the mountains.

PAGE 22 • PARAGLIDING MAGAZINE

The huge south facing mountain face exposed to the sun, is doing all the work. ln unstable conditions cloud will appear on the relief or mountain top, marking the 'dew point'. During the summer, as the day warms, this cloud will often rise well above the mountain top, giving a very high cloud base. Because alpine mountains top out well above sea level, 'dew point' is never too far away. Quite often it will be below mountain top, thus the clouds will attach themselves to the mountain peaks, or reliefs, as it's known here. One only has to look around at the clouds over the adjacent mountains to obtain some sort of idea of the size of the one you may have overhead. On strong days, these clouds can easily become much higher than they are wide. This may suggest there could be some power in the thermals rising into such a cloud. Often, and when standing at a launch site, one might not appreciate the size and power of such clouds. lt could be easy to think that the air passing over the take off site is only wind and not thermic air rising into a fat cloud. Cloud suck perhaps, close the mountain! As the day become hotter the air passing over the launch site increases in strength, and when reaching speeds of 15-20 mph one has to then consider whether it is now safe to launch. The answer? Well, consider the situation where you would be rising in a thermal at 15-20 mph or at 25-33 kpm or at 6-9 mis or 1200-1800 f/m. The air passing over the launch site will have vertical component within it. This would possibly make it 'cloud suck, and not wind. Would you launch into it? The other problem is that the backwash rotor from behind the thermals and the air that's being drawn up over the launch area becomes quite rough. The nearer to the mountain face this air gets, the rougher it becomes.

So, what is this air that is being drawn over the launch site? Well, it is replacement air that is being drawn up from the lower valley. This air is pulled across the valley, creating valley winds. If the valley is narrow and deep then these valley winds can be strong and turbulent, as it rushes past the uneven valley walls, and over any towns. If the valley is wide then an ocean of air is pulled across to the sun roasted mountains, giving perhaps a steadier air flow with less turbulence. Often wide open valleys will be heated by the sun all day, creating flat land thermals too! So the breeze at the take off site may not necessarily be of the prevailing type. The prevailing wind could be in a totally different direction. Because the valley conditions are dominant during the heat of the day, any prevailing conditions could easily be pushed up out of harms way. However, all this is another chapter in alpine valley conditions. Going back to this incident. The pilot had really only considered the moving air as wind, and nothing more. Aren't we all taught to check the wind at take off, before attempting a launch? Due to the strong conditions this pilot needed two companions to hold him down when launching. Anchor men, l think is the term! The pilot released into a very interesting flight. Needless to say the flight was a fight with the wing, trying to keep it open and flying. He was drawn up towards the mountain face where conditions worsened. I believe he encountered some interesting spins and closures. He was lucky, he landed without a scratch. His mistakes were obvious. This is not the first time I have seen similar problems in the mountains, and this is not directed at anyone in particular. Only flat-landers and inexperienced pilots new to the mountains. These lucky pilots live to have a good laugh in the bar afterwards, and then exaggerate the problems with mountain flying. Such a pity that ignorance can do so much to damage our great flying areas.

PARAGLIDING MAGAZINE• PAGE 23

by Hugh Murphy

Due to the support of : Japan Hang Gliding Association, Tochigi Prefecture H .G . Association, Sano City , Tochigi Prefecture, Daiichi Kosho Co. Ltd. the event was a complete success. There was not one competitor injured of the 85 entries from 9 countries. This seemed to me an enviable safety record that will hopefully set the precedent for future competitions. The host companies : Unitika Ltd. Sky Art , Yaso Seisakusho, Odawara Daiichi Kosho/ related firms, certainly have an event to be proud of. Hopefully they will continue to host our sport in the future. The site chosen for the competition was the river bottoms along the Waterase River in Sano City, Tochigi Prefecture. We had a large open field to launch from, about the size of 2 football fields side-by-side. Even though the field was large, I was still quite impressed watching the orderly launching of 85 paramotors in just a few hours. I gave a steady deliberate pull on the A risers and brought the Symphony glider over my head in a reverse inflation . The 5 to 8 mile per hour cycle kept my wing well pressurized and the vertical tug of my leg straps confirmed that it was time to tum forward . One last glance at my canopy and then smoothly unleash 100 lbs of thrust. With the slightest squeeze of my finger on the throttle of my DK whisper, and 4 easy steps, I was smoothly lifted off the ground, in a euphoric, adrenalin filled moment, that I will remember for the rest of my life. Fighting the urge to do a fly-by proved useless, the fans the officials, the display tents and of course the TV cameras. With a slight

Photos show pilots flying in the competition demonstrating skills of low level flying .

pressure on the left toggle, I altered my launch path to absorb the fullness of the moment. Unable to contain the absolute thrill of it all , nor the broad grin on my face , I snapped a sharp salute to everyone before resuming my heading toward the first pylon, a

n a beautiful fall weekend in late October, the 3rd Annual World Paramotor Competition was held in Japan, in conjunction with the DK Motor Paragliding Festival ' 95. Since this was my first time competing on this part of the planet, I was very happy and relieved to see the thoroughness and attention to detail on the part of the hosts.

quarter of a mile to the south.

The 1st pylon. This was the easiest task of all, being to find a short dark haired guy with a blue flag in his hand standing on the bank of the Waterase River. I already had the flagman in my sight as I glanced

PAGE 24 • PARAGLIDING MAGAZINE

down to the map on my left thigh to check the correct altitude for this pylon.Total piece of cake; maintain 50 -100 meters, pass on the left side. I check the altimeter on my right thigh to confirm proper height, and bingo, the flagman enthusiastically figureeights the flag sending me on to the next pylon.

Pyion 2. Climb to 1000 feet, pass on the left side then take a heading west. Now, while holding the throttle at full power to climb, I calculate it will take a couple of minutes to reach pylon altitude. Settling back now with a moment to take in the view . I'm glad I remembered to put a disposable camera in the pocket of my harness. With my right hand holding the throttle at full power, I pulled the camera out with my left and nearing 600 feet already, I aimed the camera toward the river and captured some lifetime memories . Space here does not permit me to go into the absolute beauty and grandeur of this incredible island, so for now, let' s make a right turn, circle the pylon and check the map.

Pylon 3. Drop down to 50 meters, pass right to left, get the blue flag signal from the judge on the bridge. No worries, I just back the throttle down to idle and since I have low enough hook up points on the harness, I reach up and pull Big Ears for a nice descent. I check my altimeter and notice that I'm nearing 120 meters, I let the Big Ears pop out and adjust my heading toward the guy on the bridge. As the blue flag waves below me, I bank left and head for the levee that contains the 5-flag slalom challenge.

Photos courtesy of DK Industries Supplied by Hugh Murphy

Pylon 4. five-flags of the slalom course and watch the flag signal me on to Now the real fun begins! As far as I am concerned, some of the

the "kick and go" !

best fun you can have on a paramotor is to tum it in to a high-spirited Arabian stallion and carve the terrain. One of my favorite

The 5th task.~

things to do back in California was to drop in on a mountain bike trail, fly a few inches off the deck and practice precision flying .

Time to line up the punt: I must stay low on the deck, fly up to

Now in Japan, I apply those skills to gracefully weave through the

and kick a balloon fixed to the top of a six-foot pole. Been there, PARAGLIDING MAGAZIN E• PAGE 25

done that! My best traini ng for this task was to launch out of the

use a little more thrust to set up the perfect landing approach . So

local airport, then drop in low on the nearby fields and drag my

this time , safely clear to land, I squeeze the kill switch ... glide

feet in the clover. The "kick and go" is an excellent example of

in... fu ll flare .. .and ... Bull' s eye! I have just completed the pylon

how a motor unit on the paraglider gives you complete control in

course and probably the most incredible and enjoyable 22 mi nutes

3-dimensional space. Up, down, left, right, on command. So let' s

of my aviation career.

nail the balloon, get the flag, and head back for a target landing. If yo u wo uld like to join me nex t year for the 1996 Wo rl d

The Landing Zone.

Competition, feel free to contact me for a more thorough debriefing . I still have the complete ru les and regulations, as well as the

I'm coming in to land with a tight pattern because of the hi gh

pylon race course map.

number of competitors. As my thumb begins to tense up on the kill button, I notice that the pilot gatheri ng up his wing in the LZ has not safely cleared the target area . I glance over my shoulder to confirm the tight pattern and another pilot is close behind me. I'm

About the Author;

closing in, 50 meters to target...LZ still not clear. .. 30 meters ... 5

Class Tl! tandem rated instructor Hugh Mu rphy, has been involved

seconds to decide, 3 ...2 ... 1... fu ll power abort landing abort ... fu ll

with moto red paraglidin g at both his school on the central

power and 100 lbs of thrus t again lifts me skyward. I keep the

California coast, and at the Annual Super Clinic in Redding. Hugh

throttle squeezed for a wide sweeping turn of the competition,

has always endeavored to stay on the leading edge of the evolving

while continuing to climb fast. Looking up and toward the river I

sport. He has either flown or researched virtually every paramo-

notice the pattern is still full.

tor on the market today. Although Hugh does enjoy competition, his emphasis is exploring, discovering and teaching the sport he

Looking north, about a quarter mile away, I spot a gap in the pat-

considers to have very broad possibilities. Hugh is a volunteer fo r

tern . I decide to level out at 400 feet over the river and wait for an

the County She rriff's Search and Rescue Aerial Squadron with his

opp0t1unity to set up my approach. Now as I move in to the gap, I

paramotor, and is also preparing an aerial demonstration for the DA RE program.

notice the landi ng zone is clear. Comi ng in low over the trees, I

\/Ve always have been and will always be ahead of the game and that's the reason why quite a few major paraglider manufacturers copy us or ask us to design theire harnesses for them. May not even know it but the chances are that your harness was produced by us. Thi s particular model is the "PROFEEL". It is new and is already on its way to become #1 World-Wide . It was entirely designed with weight shifting in mind to get maximum input from the wing . Extremely comfortable , it is an "ABS" type harness (low attachment points), with the optional Side Protectors which will minimize injuries of the hip I upper femur area while the "Kevlar Back Protector" will cover the spine from shoulder height to the pelvic bone. Doesn't pay to be cheap in this sport folks !... OVER THE YEARS YOU WILL UPGRADE YOUR WINGS. Nor YOUR

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PAGE 26 • PARAGLIDING MAGAZINE

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PARAGLIDING MAGAZINE• PAGE 27

,.• l!J

the

by Laurence Stein

,his is a little tale about the new home of two American boys, one from Boston and one from New York. They Jive in Chamonix, France, work bard, have achieved flights of 90 and 135 kms. Still remaining out of the limelight, still content with good hours of sweet flying at the end of the day, before the skitown night life kicks in. This is also about the French Alps, the heart of European flying. Even though every country offers its special charms, with Spain becoming another new record hotspot, and Turkey a new destination, in the end there's no where like France.

I've been living in the Alps for over three years now and have been flyin g for nearly that Jong . I'm obsessed, involved , addicted , whipped and loving it. Flying is my pastime and my hobby. My whole vocabulary is now saturated with bilingual aero-bilia. We wake, breathe, eat and sleep flying! And needle ss to say , Chamonix is a wild place to learn . Not only is it a mecca for climbing, hiking and ski ing, it is one of the world's most scenic. For one thing flying lasts all year. In February, we were flying four hours at a stretch, nice cross-country fl ying. October rolled a mix of unfathomable conditions our way, as we skyed our way up to 3200 meters from 1500. We toured our way through the valley, with yellow, gold and orange trees ablaze in the cool fall air below us. The gods bestowed on us a fall of thermal lift. It was Indian summer with light winds and a ceiling of well over 3000 meters. For those of you not very well acquainted with the Alps, this is just a very brief story of what it's all about. You see there is no easy way of going about this: taking a chair lift or gondola at reduced flyers ' rates, tbermaling above the hikers and climbers, going over the back, traversing rivers, gorges, sk i areas and towns before landing in huge fields and farms (legal and welcome, when the hay isn't sprouting). Or waiting for a train in one of the million railway stations, from where we make our way happily home. We live with uncertainty, like the loftiest of professions: hills and mountains in every direction , with thousands of possibilities awaiting us.

PAGE 28 • PARAGLIDING MAGAZINE

The Alps are a flyers paradise, I'm only sorry to say that this is incontestably and categoricaJJy true. Alex and I are lucky. We are two American flyers in a flyers wonderland. While I run a restaurant, he maintains a Chalet expressly for flyers and skiers from all walks of life. From each of our balconies we compare the conditions on the North and South sides of the valley. We meet at takeoffs and fly all day. It' s a miracle of modern life, luck, chairlifts, cable cars, persistence and guts. Most importantly the towns in the French Alps are not merely accepting of the sport; it's booming over here.

In Annecy , only an hour away people are designing for Edel and ITV and Sup Air has made its home. Verbier, site of two world championships, is less than an hour from our doorstep . Pierre Bouilloux has recently achieved the world record triangle distance, which has him leaving Chamonix, fl ying to Annecy (nearly over his factory), and back through four different mountain ranges. Launching in Annecy, one takes off over a Swiss-imitation lake and can cross at its thinnest part on an average day. The valley breeze will blow yo u back over the water at 4 p.m. to a small landing area at the end of the deep blue lake.

BREAK YOUR OWN RECORD FLYING FMT AND SAFE

But the Alps are not only a place for records. It 's a great place for learning. Within ten minutes of driving from Chamonix we have seven sites in the Valley alone. The Brevant (Plan Praz), Plan d' Aiguille, Les Grandes Montets (7000 ft vertical, and evening soaring along the Dm), Plan Joux, Varan, Prarion, and more. Within one hour and a half we have Mieussy (the origins of paragliding) , Avoriaz (world cup site), Annecy, Col de Saisis, Les Gets, Le Grande Bornand (world cup site), La Clusaz, Verbier and Megeve. St Hillaire, home of the Coupe lcare is just an additional 1/2 hour away. Any one of these sites would be mega-renown in the states. Glaciers next to granite, granite next to smooth soarable alpine meadows. Roads next to them all. My thumb is my way home when the out and return fails me. Our basic site is Plan Praz, at 2000 meters, a sharp knoll of land with a south-west take-off. It sticks its nose out into the middle of the valley and is the first place for miles around for the rolling hot air to trickle up in the morning. We grab a coffee at the bottom and ride the bubble chair to the top. On the way up we can get a glimpse of what lies in store for us. The schools ha ve already launched their students early , and that allows us to judge the air before arriving. Crossed legs means no air mix. Parallel legs with wiggling ankles means the air is churning. The big spread eagle, hands high, means we're late ! Once in the air the first face we approach is the top end of a deep gorge, where, should the lift be absent, we have a generous escape route. Then, next, another jump, another ridge, wide-open landing options, vertical rock walls. We can see Mt Blanc, white and awesome some miles away. Now it's smooth cruising until the next transition, off Aiguille de Varan onto the Aravis Range . It's a four mile jump onto this spine. But it's worth it, if we make it, success provides us with a 24 mile run with a perfect N.E. - S.W. orientation . When things are just right we are actually straddling the mountain tops. We can fly like this for three or four hours. If we don ·t make it all the way back, the bitch is easy and if we make it back in time, we can catch the last lift up to the place which has in reserve the last thermals of the day , The Grandes Montets . The cable car goes up 7000 ft. Take a five minute walk across a glacier where a well-shaped glacial combe scoops up the warm end of the day valley breezes. Our home town lies right at the bottom of this flight. It ' s Argentiere. 6 miles out of Chamonix. I wouldn ' t know how to begin describing how it works here. The bureaucracy, is sympathetic. People are friendly . I walk in forests and across rivers without fear. I hitch hike without analyzing the driver who stops to pick me up. I wish more American pilots would try it out here. In Chamonix our season begins the first sunny day in January and ends in mid-October or sometimes November. Summer can be a bit rough in the mountains , but the.re are all those other sites in the foothills when the wind is up. Come and join us in Chamonix, if ~ you by us a beer we'll tell you where we' ve been all day! 'I

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t is with both satisfaction and dismay that I read Bob Hannah's accident summaries in recent issues of the magazine- satisfaction because in the midst of a period of booming growth, we are steadily reducing the numbers of sprained ankles, broken bones. and just plain stupid serious accidents which used to characterize the sport: dismay because in the midst of the same statistics I can still readily discern the pattern some of my own of horrendous lapses in judgment, in them still see life threatening situations waiting to engulf my friends.

The problem I see is this: flying ability, experience, and above all else, confidence, invariably grow faster than knowledge and judgment. Let two of my friends illustrate this for us Last summer I gave them both their class II ratings without any qualms. Their flight skills were ( and still are) superb. Their judgment was invariably slightly conservative, their decisions were based on careful, detailed, correct assessmen ts of local weather. They breezed through the written and practical exams, far exceeding USHGA requirements. And within a few weeks, both were spiraling towards the ground under reserve canopies. One was injured, the other hiked out with only a fractured ego. What went wrong? Doth of them immediately went out and purchased second hand high performance competition canopies. Next, both, at different sites, launched into strong lee side thermals at a time when local class III pilots were packing up. Skill and confidence had blown right by judgment. We call this intermediate syndrome, but in light of who it seems to happen to most, perhaps we ought to be calling it "Expert Syndrome". Who gets seriously injured in our sport? Novice pilots who don't have a clue? Not often, because these people are normally cautious or flying under supervision. Nope, it's the experts, and the more expert they are, the less lucky they can be. Look back to the most recent U.S. National Championships: Who pounded in? In a word, two of the most skilled, knowledgeable,experienced, pilots in the country. This was not a freak occurrence. Neither was crashing for the first time. What is going wrong is this: we are getting a lot better at what we do. The latest crop of school gliders are easier to launch than anyPAGE 30 • PARAGLIDING MAGAZINE

thing available to us ever before, yet at the same time outfly the best available intermediate gliders of two years ago. Despite a few inevitable handling quirks, this summer's newest high performance gliders outfly last summer's hottest competition gliders at the same time that a few of them have achieved more docile and predictable handling as well. This year's National Champion Dave Bridges and the number one and two ranked competitors in the country, Todd Bibler and Othar Laurence achieved their successes flying a new glider certified performance, not competition! Gone are the days of a demanding three or four year apprenticeship before your first soaring flight. Last summer I saw plenty of students thermaling hundreds of feet over launch, while only half way towards meeting their class I requirements. Gone is the typical scenario of only five years ago when half your flights were great while the other half left you with nothing more than relief at getting to the ground alive because absolutely no one at launch had a clue about reading local site micrometeorolo gy. What has changed is not just quality of instruction, not just equipment, not even just knowledge, but above all else confidence. Because we have a better grip of what's going on, we get much more confident much more quickly. Not that this is a bad thing, inherent in confidence is the ability to learn new things more quickly and to perform consistently to the maximum of your potential ability. Confidence, even over confidence, is safety. Conversely, a lack of confidence prevents you from performing to your fullest and hinders learning. It is inherently dangerous. But moderation is desirable in almost everything. Occasionally we can get a little out of balance. How do we go wrong? Let's look at animal syndromes: Lions: Think tough! Think bold! Think brave! I feel a lot safer flying around near a lion like, say, Will Gadd (whom we sometimes call Wild God.) Why? Well, he's always going to launch unless he's just waiting for it to get stronger, so I'm always going to have a

wind dummy. Unfortunately, not everyone has the innate ability of a wild god. Consider, for example, the ludicrous strutting machismo of a rooster- a flightless bird-which confuses itself with an eagle. Then let's examine sheep, like lemmings, they follow where ever their leader goes. Any leader will do, just let someone else go first. If the leader does fine, so will the sheep ... Unless, of course, the "leader" doesn't realize he is leading anyone and has no concept of the sheep's limitations. Less obvious is the fact that by the time the last of the flock launches, atmospheric conditions may have changed radically from those the leader launched into. Personally, I'm more of a horse. By the end of the day, sometimes all the horses really are interested in is getting back to the barn. There is a big black cloud approaching, there is virga, there will be a gust front. The flying cannot possibly be good ... but, I don't want to hike out or ride down in the truck. The gust front is not actually here yet. It may not be all that strong. It may not come this way. I can almost certainly land just before it gets here. At work I can add a piece of really inspiring rationalization. A tandem glider is faster and more solid than a solo glider. My passenger will pay $125 if we do launch, zero if we don't. Add the knowledge gained by experience that 99 times out of a hundred you will get away with it and in half an hour be comfortably back in the barn. The pressure to knowingly make a bad decision grows stronger every time you get away with it. Radio message from the BASE jumper who left the Empire State Building without his parachute: "Just passed the 40th floor. Still flying, air feels stable, still going great!" Horses, sheep, cows. ducks, humans, these are herd animals. Alone, you might realize something is an inherently bad idea. But with just one other person there, both of you agree that maybe it is actually fine. With a whole group, almost anything can seem like a great idea. "Sure it's flyable! Of course I'll be wind dummy!" Another great cliche: A little education is a dangerous thing. If you know nothing at all, at least you know enough to stay home. Sometimes the more you know, the more easily you can reinterpret reality to match your desires. Remember that most accidents in all outdoor sports happen to experts. Education does not necessarily produce attitude or

judgment. Most accident victims correctly identify the hazard before the accident. Pushing the limits has a]ways been the trend, both for individual pilots and for the sport in general. Experience and confidence automatically ratchet up with every successful flight. It takes discipline to force yourself to back off. Most of us can't do it. Instead, it has to be done to us. Does this sound familiar? Pilot learns to fly , confidence builds. Pilot purchases first intermediate glider, has numerous soaring flights. Confidence begins a steep climb towards Sky God status. Local glider salesman closes the deal for a hotter glider ... And we all know what is about to happen. The pilot is about to have a decidedly unpleasant experience . It will naturally be his own fault, it always is . Have you ever made a flight without any errors or bad decisions? Be honest with yourself. It's just that usually the errors are very minor ,and the consequences insignificant. This time it is going to be scary. Probably it won't actually produce an injury. We are collectively, after all, better, safer pilots flying better equipment. But this pilot, (that's you, me, or one of our close friends,) is going to look the possibility of violent death, of permanent painful debilitating injury right in the eye and not care for the view. Then what? The pilot's confidence level is going to crash , whether or not his body does . In the best of all scenarios, the end result will be a learning experience producing a more aware, more cautious, ultimately better pilot. Don' t count on it. Too often, confidence will crash so far it destroys the inherent joys of flying that got the pilot into the sport in the first place. Check out the classified adds at -the back of the magazine. Find any really good deals on slightly used high performance gliders? Most of the time, it seems that the confidence level crashes so far down that at least for a while the pilot has lost a lot of his former ability. The rebuilding process can be far slower than the initial learning was, but the result is a more solid pilot who still love flight. Can we avoid this step? I'd like to believe we can. Locally, this past fall two pilots got their class III' s, their instructor, and their tandem ratings and were hired as tandem pilots. They have pro gressed this far in only a couple of years In that time they have made outstanding flights, stuck with intermediate gliders, and never suffered so much as a major collapse, much less a crash or a reserve deployment. Their confidence and ability is extremely high. Experience is growing daily. It certainly appears they have completely avoided

the pitfalls of intermediate/expert syndrome. Shall we look back in a few years to be sure? I ask again, can we avoid this step? I have my doubts. Therefore I will avoid preaching about studying weather, careful launches , and so forth. Instead I will propose a bit of heresy: An occasional mishap is actually a good thing. To instructors I propose putting a stop to serious errors before they develop, but allowing your students to make minor errors. Then debrief together. Explore how the same mistake in different circumstances might be potentially lethal. Encourage independent decision making. While a true crisis can hardly be beneficial , a series of little incidents followed up with careful rebuilding might be. Should I pompously urge you not to press the limit s? It 's not going to happen . Constantly pushing the comfort zone is an inherent part of -the sport. It is probably an inherent part of the personal makeup of anyone with an ego big enough to believe they could fl y with just a big flap of cloth and some strings anyway. The only way to be completely safe is to stay indoors. We already decided not to do that. Nevertheless, we are getting substantially safer. Six years ago our fatality rate, not to mention our injury rate was completely , outrageously, unacceptable by any standards. Today, statistically we look a lot like the acceptably safe sports of skiing or mountain biking. We still have room to improve. I close with a quote from skiing pioneer Andre Roche, "The avalanche does not know you are an expert." Neither does the sky. Fletcher Anderson began flying in 1990. He reached "expert" status in 1991 just before a gust front coming ove r the back of the mountain tumbled him into the ground through a rotor, causing massive internal injuries, spinal cord injury, head injury, two lungs bleeding internally, and upwards of thirty fractures. He died three days later in indescribable pain in the intensive care unit of the local hospital, but was revived. He was unable to walk or even sit up unassisted for three months. Fourteen orthopedic surgeries, a year of accident related, undiagnosed mental illness, and over $260,000 in medical bills later, he still walks with a mild limp from leg paralysis. He returned to flying nine months after the accident as soon as he could walk well enough to laun ch. Toda y he is an "inte rmediate " class 1/1 pilot, full time advanced instructor and tandem instructor. He may be the only pilot ever to have suffered a fatal accident and returned to the sport.

CLOUDBASE PARAGLIDING

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Paragliding Ratings given in November and December BRONZJl: SAFE PILOT AWARDS ROBERT SCHMALTZ SILVER LILIENTHAL AWARDS GERALD MYERS

CLASS 1 RA TINGS Region 1 AVIRETT, BILL: Seattle, WA; C. Mulack/Chelan PG CLINE, JULIE: Jackson, WY; C. Warren/Above & Beyond CONRADI, FLOYD: Renton, WA; L. Pindar/Over the Hill PG COTTER, STEVE: Medina, WA; M. Chirico/Chirico PG CURRY, ROBERT: Gladstone, OR; D. Raybourn/HG/PG School Oregon PUNC~, JAMES: Cheyenne, WY; C. Warren/Above & Beyond GOLDMAN; DEREK: Jackson, WY; C. Wllr!'en/Above & Beyond HE:ISEI,MANN, BILL: Jakcson Hole, WYtT. Bartlett/Peak PG JANOSKY, KRIS'l'IN: Ellenberg, WA; M. Eberle/North American PG MAC INNES, LESLIE: Issaquah, WA; D. \14cMillin/Parapente USA MAJCHRZAK, LARRY: Chelan, WA; D. McMillin/Parapente USA MOORE, STEVEN: Milwaukie, OR; L. Pindar/Over the Hill MORELLI,MILO: Bothell, WA;K. Anderson MURPHY, DENNIS: Girdwood,AK; R. Leonard/Adventure Sports QUINTO, ED: Juneau, AK; F. Lai.vfoy/Accelerated Flight RANDALL, 6RIDGE: Corvallis, OR; J. Krelnheder/Alaska PG ROSEBURG, DON: Moses Lake, WA; M. Eberle/North American PG SHELDREW, SPENCER: Issaquah, WA; M. Chirico/Chirico's PG SIMON, GLE-N: Jackson, WY; T; BITT1lett/Peak PG SKOGMO, STEVE: Kirkland, WA; C. Warren/Above & Beyond STERLING, MIKE: Portland, OR; L. Pind,1r/Over the Hill TIEV;A, MARTIN: Ft Wainwright, AK; K. Baier/Air Junkies VlTA1.,E, NICK: Bozeman, MT; K.Hudonjorgensen/Two-Can Fly WELCH,MICijAEL:. Girdwood, AK; R, Leonard/Adventure Sports WONG, GREG: Lynnwood, WA; M. Eberle/North American PG

Region .2 ANDE:RSON, O:HRI$:HiHsppfough, CA; J. Greenbaum/Airtime SF BORLAND, DREW: San Francisco, CA;R. Ost/Blackwing PG COUSINS, BRUCE: San francisco, CA; G. Stemik/Skytimes PG FINCH, TOM: Gat'denerville, NV; D. Mills/Free Ride PG GORDON, DREW: San Fr,mcisco, CA; G. Stemik/Skytimes FG HAWES, BRIAN: Las Vegas, NV; K. Biernacki/Upper Limits HONNIBALL, ALAN: San Francisco, CA; J. Greenbaum/Airtime SF LEMI,Y, STEPHEN: San Francisco, CA; T. Switzer/Skytimes PG MALE$:({!, KAREN: San Jose, CA; J. Luoas/Glidell MULLER;JEAN,CLAUDE: Cupertino, CA; J. Greenbaum/Airtime SF SHAVER; DON:Mill Valley, CA; G. Stemik/Skytimes PG SfIENTON, PAUL: Concord, CA; A; Whitehill/Chandelle SWJNGLE, KENNETH: Mountain View, CA; J. Yates TAYLOR, WILLIAM: Mountain View, CA; J. Lucas/Glidell Region 3 ARKOW, ROBERT: Canyon Country, CA; T. Boyse/L.A. PG BETTENCOURT,DENIS: N Hollywood, CA; B. England/Aerial Action BOEHM, STEVEN: Santa Barbara, .CA:.A. Hagemann/St Barbara HG/PG BRACKER, MARK: San Diego, CA; S. Hassell/Airtek PG CADENA, JORGE: San Diego, CA; C. Santacroce/Sun Valley PG COSTIN, PAMELA: Carpinteria, CA; T. Truax/Sky S-orts COULOMBE, LOUIS: Lahaina, HI; S. Amy/ProFlyght Hawaii DEBARROS, MARCELLO: Garden Grove, CA; J. Gluzinski/Air America PAGE 32 • PARAGLIDING MAGAZINE

EIDE, GEIR: Santa Barbara, CA; A. Hageman/St Barbara HG/PG FARBMAN, JAY: Santa Barbara, CA; K. deRussy/HG PG Emporium JAEGER, DAN: Goleta, CA; K. deRussy/HG PG Emporium JEBB, GABRIEL: Jamul, CA; D. Jebb/Air Calif Adventure KRUEGER, DAVID: Santa Barbara, CA; A. Hageman/Santa Barbara HG/PG KUNIN, NEAL: Haiku, HI; Steve Amy/Proflyght HI LESH, DAVID: Cherry Valley, CA; R, McKenzie/High Adventure MC GANUA, STEPHAN: Camarillo, CA; E. Heister/Airplay: MC MAHAN, JR, ROBERT: Los Angeles, CA; A Hageman/St~arbaraHGIPG STERLING, JAMES: San Diego, CA; M.A. Karren/Torrey Pines STEW ART, ROBh'RT: Santa Clarita, CA; T. Boyse/L.A. PQ THOMAS, MARK: San Clemente, CA; M. Salvemini/Airtek;FG TILLIS, SUSAN: Santee, CA; D. Jebb/Air Calif Adventure VIGOREN, GREG: Laguna Niguel, CA; R. McKem:ie/High Adventure WESTERMAN, CHRISTINE: Pasadena, CA; T. Boyse/L.A. PG ZENOVIC III, JOSEPH: El Cajon, CAi M. Karren/San Diego Soaring 0

Region 4 DIAZ, AL: Flagstaff, AZ; D. White/Dixon's Therrnax PG DONOVAN, RICHARD: Tellwide, CO; K.Hudonjorgensen/The ~paring Center FOSTER, PETE: Parks, AZ; C. Santacroce/Sun Valley PG . FUREY, JOHN: Phoenix, AZ; W. Laurence/Fly Away PG HALTERMAN, SAM: Parowan, UTi D. Sharp/The Soaring Center JOHNSON, KAREN: Phoenix, AZ; D. White/Dixon's Thermax PG KLEIN, STEVE: Denver, CO; G. Eichholz/Parasoft LILLARD. RICHARD: Lakewood, CO; G. Eichholz/Parasoft MAYNARD, DENNY: Littleton, CO; G. Eichholz/Parasoft STRYKER, TIM: Alta, UT; K.Hudonjorgensen/The Soaring Center Region 7 SNAPP, COREY: Indianapolis, IN; C. Warren/Above & Beyond Region 8 AINSWORTH, TRISTAN: Jeffersonville, VT; R. Sharp/Parafly PG AINSWORTH, WINSTON: Jefferson, VT; R. Sharp/Parafly PG ALDRED, AXEL: Brewster, MA; R. Sharp/Parafly PG MASSONI, DONALD: Wallingford, CT; R. Sharp/Parafiy PG PATTERSON, EWAN: Newport, RI; J. Nicolay/Morningside f'P

Region 9 ELSETH, WAYNE: Columbia, MD; K.Hudonjorgensen/The1S0aring Center·· SPEDPEN, RICK: Clarks-me, MD; C. Warren/Above & Beyond . Region 10 KJOS, CHRIS: Ft Lauderdale, FL; D. Hase/Pterodactyl PG PALUSH, KEVIN: Clarksville, TN; D, Williams/Westfield

Region 11 KREFT, MATT: Ft Worth, TX; M. Osowski/Hill Country FG LINGE, INGRID: Houston, TX; C. Warren/Above & Beyond MCGEHEE, MICHAEL: Denton, TX; M. Osowski/Hill Country PG YOUNG, HEIDI: Livingston, TX; D. White/Dixon's Thermax PG YOUNG, TERRY: Livingston, TX; D. White/Dixon-s Thetrµax PG Region 12 LIGHT, FLOYD: West Point, NY; L. Linde/Eastcoast PG LIPETZ, ARI: Chatham, NJ; L. Linde/Eastcoast PG ONSTAD, REGULA: Brooklyn, NY; L. Linde/EastcoastPG PAK, CHUNG: Highland, NY; L. Linde/Eastcoast PG ROTHMAN, DAVID: Guilderland, NYi A. Chuculate/Paralllotor

Region 13 JOHNSON, ROBERT: Japan, Steve Amy/Proflyght HI KARLSEN, JONATHAN: London,England, B. England/Aet,ial Action RAND. KELLY: Canada, M. deJong/Mescalito FG,

P.O. Box 1330, Colorado Springs, Colorado 80901-1330 (719) 632-8300 fax (719) 632-6417

STRENG, HANNES: Fuerth,Germany, K. Baier/Airjunkies PG

CLASS 2 RATJINGS

CLASS 3 RA TINGS

Region :l CHAFFEE, CHARLES: Arlington, WA; B. Mickel/Alpine Descents CHAFFEE, SUSAN: Arlington, WA; B. Mickel/Alpine Descents CLAMAN. DA YID: Missoula. MT: D. Covin3ton/Biq SkY PG CONLAN, STEPHEN: Seattle, WA; M. Chirico/Chirico's Fright School DANNHARDT, PAUL: Yakima, WA; M. Eberle/North American PG ELLIOTT, ANDY: Missoula, MT; D. Covington/Big Sky PG EVANS-ARNOT, LORIANN: Missoula, MT; D. Covington/Big Sky PG GOODERMOTE, MARK: Seattle, WA; M. Chirico/Chirico's Fright School HASS, RICHARD: Medina, WA; M. Eberle/North American PG OLSEN, GARTH: Seattle, WA; C. Mullack/Chelan PG PARKE, MARVIN: Kent, WA; M. Chirico/Chirico PG RAMPTON, SCOTT: Bothell, WA; M. Chirico/Chirico's Fright School SCHILDT, MIKE: North Bend, WA; B Hannah/Paraglide WA

Region 1 Do-CHIRICO, LAN: Redmond, WA; B. Mickel MC COOL, ADAM: Jackson, WY; K.Hudonjorgensen/The Soaring Center PAVELIC, TINA: Portland, OR; P. Pohl

Region 2 CAMPAGNA, LEONARD: Pacifica, CA; D. White/Dixon's Thermax PG EICHENSEER, JOHN: San Francisco, CA; J. Greenbaum/Airtime SF HERGERT, JENNIFER: Los Gatos, CAi A. Whitehill/Chande!le JOHNSTONE, JAMES: Santa Clara, CA; J. Lucas/Glidell LAOS, JUAN: Lafayette, CA; A. Whitehill/Chandellc MC CUTCHEON, DAVID: S Lake Tahoe, CA; R. Leonard/Adventure Sports MOOCK, TOM: San Leandro, CA; J. Greenbaum/Airtime SF MYERS, GERALD: Redway, CA; S. Bickford/Magic Air SARGENT, RON: Mill Valley, CA; T. Switzer/Skytimes PG Region 3 DAVIS, ANTHONY: Huneington Bch, CAi K. Baier/Air Junkies PG JONSSON, ERIC: Simi, CA; R. Liggettffopa Tupa PG KUHNS, MARTIN: Reho Pis Vrds, CA; K. Baier/Air Junkies PG MC KELVEY, IAN: Lahaiwa Maui, HI; Steve Amy/Proflyght HI MENDEZ, JAMES: San Diego, CA; M. Salvemini/Airtek PG SCHARER, BRUNO: Oulzura, CA; D. Jebb/Air Calif Adventure SCHILKE, TIM: Port Hueneme, CA; T. Liggett!Topa Tupa PG SHPRUNG, SHAl: Canoga Park, CA; B. Englund/Aerial Action THAANUM, JOSEPH: Cardiff, CA; S. Gressitt/Skydance PG VON ZABERN, ROB: Riverside, CA; J. Gluzinski/Air America PG WENIGER, MARC: Honolulu, HI: Scott AmY/proflyqht PG Region 4l BOCK, STEPHAN: Tucson, AZ; J. Ala/Alazzurra BROOKS, CAMERON: Telluride, CO; K. Castle/Awesome Air GACKENBACH, RONALD: Golden, CO; W. Fifer/Jackson Hole PG HARVEY, JAMES: Telluride, CO; K.Hudoajorgensen/The Soaring Center RAMONE, SIMON: Crested Butte, CO; W. Laurence/Fly Away PG TITTMANN, OLIVER: Salt Lake City, UT; T. Zakotnik/Above & Beyond Region 9 PRITCHETT, LISA: Bluefield, VA; M. Salvemini/Airtek PG Region U RASMUSSEN, ERIC: Isabel, TX; C. Stevens/Parapente USA

Region 2 ROLLAND, FRANCIS: Mountain View, CA; J. Lucas/Glidell WOODMAN, CURTIS: Sausalito, CA; J. Yates Region 3 APIT'.l, PETER: Fullerton, CA: C. Mendes TUDOR, LARRY: Orange, CA; Leonard/Advenure Sp01ts Region 4 MC NICHOLS, MATT: SaltLakeCity, UT;K.Hudotrjorgensen/TheSoaringCenter Region 8 CAUCHY, NICOLAS: Cambridge, MA; L. Linde/Eastcoast PG

TANDEM ONE RATINGS GARTH CALLAGHAN SCOTT HARRIS JON HUNT JAMES JOHNSTON OTHAR LAWREN CE ROBERT WHITTALL DAVID COLEMAN DON MILLS ERIC SMITH DA YID HANKINS DAVID JEBB PAUL FERGUSON ALEJANDRO PALMAZ JOSEPHEMM

TANDEM TWO RA TINGS TIM NELSON TODD BIBLER

TANDEM INSTRUCTOR RA TINGS FRANK GILLETTE DAVE RAYBOURN TERRY ZAKOTNIK KARI CASTLE SCOTT MACLOWRY

Region 12 MC NEAR, JOHN: New York NY; L. Linde/Eastcoast PG Region 13 BAUFI, CHRISTIAN: Switzerland, J. Greenbaum/Airtime SF CHAVEZ, ROBERT: Taiwan ROC, Eberle/North American PG GOLENHOFEN, DOMINIK: Germany, J. Greenbaum/Airtime SF PEREZ-JARA, DAVID Madrid, Spain, J. Greenbaum/Airtime SF PARAGLIDING MAGAZINE• PAGE 33

IP.0. !Box 1330, Colorado Springs, Colorado 80901 •1330 (719) 632-8300 fax (719) 632-6417 J:i'ALJL BOD MEETING SUMMARY by Gregory W. Huller The latest board meeting took place October 27-29th in steamy Orlando, Florida. The three main issues on the agenda were discussions on the waiver, PARAGLIDING-THE MAGAZINE's contract status, and the proposed 5-tier paragliding rating system. All three of these issues were discussed and resolved. The BOD agreed to have the wording in the waiver clarified. Until that time (March 31, 1996), signing the waiver as either a condition of membership or upon a rating upgrade is optional. After that point in time, signing of the waiver will be required. Please see page 13 of the December issue of HANG GLIDING magazine for further details. The BOD agreed to purchase PARAGLIDING-THE MAGAZINE upon expiration of the contract with the current owners (February 28, 1996). USHGA will begin production of the magazine with the March/April 1996 issue. Gil Dodgen will be the senior editor. The proposed 5-tier paragliding rating system was adopted and will be implemented January 1, 1996. All paragliding members will be sent a notice outlining the change. Those members holding a paragliding rating will be sent a new membership card displaying the equivalent 5-tier rating. Class I pilots will receive a Para 2 (Novice) card. Class TI pilots will receive a Para 3 (Intermediate) card and Class III pilots will receive a Para 4 (Advanced) card. Please see page 5 of the November/December issue of PARAGLIDING-THE MAGAZINE or pages 13-14 of the October issue of HANG GLIDING for more details. If you would like a copy of the new rating system, please contact USHGA Headquarters. It should be noted that the acceptance of this new system also affects a change in the current Paragliding Observer program. Paragliding Observers will now be appointed by Paragliding Examiners (who are appointed by the Regional Directors) and will have the authority to issue Para 3 and Para 4 ratings. Also, Paragliding Special Observers may be appointed by the Regional Directors in order to issue Para I through Para 4 ratings.

TANDEM - Approved a change in the paragliding tandem program. Approved Ken Hudonjorgensen as a Paragliding Tandem Administrator. NATIONAL COORDINATING - CTVL's proposed definition of a hang glider was discussed. Committee recommended that the maximum wind speed for a demonstration launch be raised from 5 krnph to 15 kmph. MEMBERSHIP & DEVELOPMENT - Directed Paul Gazis and Jack Hodges to create a temporary, unofficial set of pages to be made available on the Internet. TOWING - A written exam for platform launch, payout winch, land based towing was submitted. GENERAL SESSION - Officer elections were held which yielded the following results: President - Bill Bryden, Vice-President - Randy Adams, Secretary - Russ Locke, and Treasurer - Dan Johnson. At-Large Director elections: Dan Johnson, Jan Johnson, Paul Voight, Dennis Pagen, and Dave Broyles. Honorary Director elections: Fred Stockwell, Ken Brown, Ed Pitman, Greg DeWolf, Tracie Fifer, Barbara Flynn, & Alan Chuculate. San Diego was picked for the site of the Fall 1996 BOD meeting. Please keep in mind that the information contained in this article is only a summary of the board meeting. If you have questions on specific items, if you would like more detail, or if you would like a copy of the minutes, please contact USHGA headquarters. The next BOD meeting will be held March 29-31, 1996 in Colorado Springs,

co. Thanks to Quest Air and Wallaby Ranch for the great parties put on Thursday and Saturday night respectively.

The following is a breakdown of the remainder of each committees' actions.

Also, I would like to extend personal thanks to Campbell Bowen of Quest Air for an exceptional tandem flight (my first via aerotow) as well as Barb and Steve Flynn of Central Florida Flyers for the opportunity to fly in their aerotug (also a first). Both events made for a great ending to a wonderful weekend in Florida.

A WARDS - Created the "Inspire Higher" award to recognize pilots who have served as significant inspirational role models and/or have demonstrated ability to achieve over exceptional challenges.

1996 REGIONAL ll)JRECTOR ELECTIONS Congratulations to the following people on their victories:

EXECUTKVE COMMITTEE - Approved appointment of Bylaws committee members for the USHGA Foundation. ORGANIZATION & BYLAWS - Approved modification of Bylaws, Sections 3 (Membership Classes) and 7 (Executive Committee). Section 3 modifications were made to include paragliding members while the Section 7 modifications expanded the duties and responsibilities of the Executive Committee. SAFETY & TRAINKNG - Agreed that Observers may not issue ratings/special skills which they do not possess. Approved Lars Linde and Ken Hudonjorgensen as Paragliding TCP Administrators. New written exams for Para 1-4, Paragliding lnstrnctor and Hang Gliding Instructor were approved. It was agreed that no new Paragliding ICPs will be held until at least April 1996. Modifications to the student rating exam were approved conditional upon legal counsel approval. COMPETITION - Rulebook modifications included the removal of glider certification requirements. Three l 996 450 point meets were approved: HG Nationals in Dinosaur CO, HG Sandia Classic in Albuquerque NM, and PG Nationals (conditionally) in Chelan WA. SITE MANAGEMENT - Directed office to take a more active approach in dealing with site closure problems. PAGE 34, PARAGLIDING MAGAZINE

Region I George Sturtevant Region 2 Paul Gazis & Russ Locke Region 3 Joe Greblo & Gregg Lawless Region 4 Jim Zeiset Region 5 Frank Gillette Region 6 Ron Kenney Region 9 Pete Lehmann Region 10 Matt Taber Region l 1 Jeff Hunt Each of the above-listed victors will serve a two-year term commencing January ], 1996 and terminating December 31, 1997.

ATTENTION PILOT'S If you would like to get your paragliding rating upgraded, now is the time to do it. The $7.50 processing fees for paragliding

Intermediate, Advanced and Master ratings are being suspend• ed until 03 /31/ 96. So don't delay!

P.O. Box 1330, Colorado Springs, Colorado 80901-1330 (719) 632-8300 fax (719) 632-6417 occur because of the USHGA's administration of its programs such as the Pilot Proficiency System, or that occur while the member is launching, flying or landing a hang glider or paraglider -i.e., Participating in the Sport. Corresponding to this change was a change in the language of the Assumption of Risk clause which references the defined term My Sports Injuries when describing the injuries for which the member is assuming all risk. USHGA National Release, Waiver and Assumption of Risk Program Modified

• Because of a recent change in the law to the effect that landowners cannot be held liable under a theory of Strict Liability for injuries on their property, the phrase Strict Liability was deleted from the language of the release.

by Tim Herr Prior to the fall 1995 Board Meeting in Orlando, Florida, the USHGA office received a number of comments about the Official USHGA Release, Waiver and Assumption of Risk Agreement. Although the USHGA received comments from less than one percent of the membership, the Board of Directors felt that it was in the interest of the membership to address the comments and make modifications to the Official USHGA Release, Waiver and Assumption of Risk Agreement to the extent that those changes would not defeat the purposes of implementing the program in the first place---i.e., to further the purpose of our Association by: l) making it easier to acquire and maintain flying sites, 2) encouraging professional instmction, and 3) fostering an environment in which the continued existence of the USHGA is not in constant jeopardy.

At the fall Board Meeting, the Board suspended until March 31, 1996, the requirement that in order to become a member, renew membership in the USHGA or receive a proficiency rating, the pilot must sign the Official USHGA Release, Waiver and Assumption of Risk Agreement. This delay was to give the USHGA time to distribute copies of a modified Official USHGA Release, Waiver and Assumption of Risk Agreement to the membership in advance of the effective date of the requirement. Thus, any members whose memberships expire before March 31, 1996 and renew before March 31, 1996 will not be required to sign the Official USHGA Release, Waiver and Assumption of Risk Agreement as a condition of membership in the USHGA. The Board also decided that any member who has already signed the Official USHGA Release, Waiver and Assumption of Risk Agreement may terminate that Agreement by calling the USHGA office at (719) 632-8300 or writing to the USHGA office at P.O. Box 1330 Colorado Springs, CO 80901, requesting the termination of the Agreement. Upon receipt of the request, the USHGA will terminate the Agreement and return the original Agreement to the requesting member. The USHGA National Release, Waiver and Assumption of Risk program was discussed at length at the Board meeting. The Board discussed the comments it had received and approved a modified form of the Official USHGA Release, Waiver and Assumption of Risk Agreement by a vote of: 24-Yes, 0No, I-Abstention, and 1-Absent. Beginning March 13, 1996, everyone applying for membership (whether new or renewal) in the USHGA or applying for a pilot proficiency rating will be required to sign the modified form of the Official USHGA Release, Waiver and Assumption of Risk Agreement as a condition of approval of their membership or the issuance of their rating. The following is a summary of the changes made to the Official USHGA Release, Waiver and Assumption of Risk Agreement: • Participation in the sport has been explicitly defined in the Agreement to mean only chose situations in which the member is launching (and/or assisting another in launching), flying (whether as pilot in command or otherwise) and/or landing (including, but not limited to, crashing) a hang glider or paraglider. • The definition of the type of injuries that the Agreement applies to has been moved to a definitions section (see definition of My Sports Injuries) and defined in the Agreement to mean only those injuries to the member that

• The United States of America and its various agencies (for example, the BLM or the Forest Service) was added as a released party. • For clarity, the clause providing for payment of attorneys' fees and costs of suit was moved to the paragraph which discusses the members promise nor to sue the released parties for injuries to the member suffered while launching, flying or landing a hang glider or paraglider. This change was to highlight the fact that the only time a member would be required to pay an opposing party's attorneys' fees and legal costs is when a member violates the agreement by making a claim or filing a lawsuit against one of the released parties. The indemnification paragraph was modified to narrow the situations in which the Agreement would require a member to indemnify someone for injuries caused by the negligence or willful misconduct of that member. As modified, the only persons that the member agrees to indemnify are the political entities having jurisdiction over the area where the flight occurs and the owners of the land in the area where the flight occurs. Several members had expressed concern that the Agreement might release people for willful misconduct (e.g., shooting a member out of the sky or cutting his flying wires). The law provides that one cannot release another for willful misconduct (e.g., see California Civil Code Section 1668). Rather than cite examples of the type of conduct that the law will not allow to be released, the Agreement provides that the release is to the fill extent allowed by law. A provision was added providing for a method of terminating the Agreement. Two methods are available for terminating the Agreement. First, the member can make a written request that the USHGA terminate the Agreement. If a written request is made, the Agreement will terminate on the later of the following dates: 1) one year (365 days) after the date on which the member ceases to be a member of the USHGA, or 2) thirty (30) days after the date on which the written request is made. Second, the Agreement automatically terminates upon the member's signing of a subsequent version of the Official lJSHGA Release, Waiver and Assumption of Risk Agreement. The member cannot suffer an injury, terminate the agreement and then file suit against the released party. The Agreement provides that even if the member terminates the Agreement, its provisions still apply to injuries suffered by the member while the agreement was in effect. • For purposes of ensuring the enforceability of the Official USHGA Release, Waiver and Assumption of Risk Agreement a severability provision was added. This provision means that if a court were to find a particular portion of the Agreement to be invalid or unenforceable, the court would still enforce the rest of the Agreement. Judging from the comments received by the USHGA, a reminder to the membership about the scope of the USHGA's current third-party non-participant liability insurance is in order. Neither the Official USHGA Release, Waiver and Assumption of Risk Agreement nor its modifications have any effect whatsoever on the existing third-party non-participant liability insurance that the USHGA currently maintains. The USHGA's current insurance does not cover injuries to people who are participating in the sport when they are injured. Instead, it provides a promise by the insurance company to pay to have a lawyer defend members and to pay any damages that are awarded against members in the event that a member hurts a non-participant while the member PARAGLIDING MAGAZINE• PAGE 35

P.O. Box 1330, Colorado Springs, Colorado 80901-1330 (719) 632-8300 fax (719) 632..6417

is participaUng in the sport (i.e., the member crashes into someone's parked car and.the car owner sues the member for property datnage). The USHGA national liability release has no effect on the member's liability to non-participants or the abiUty of the USHGA' s current insurance to defend and indemnify the members from such lawsuits.

·rext of the revised release waiver and assumption of risk agreement

In consideration of being granted memb¢rship in the USHGA, I, _ _ _ , for myself, my personal representatives, heirs, executors, next of kin, spouse and assigns, do agree as follows: A,.Defjnit)ons - The following definitions apply to terms used in this agreement: I. Participation in the Sport means launching (and /or assisting another in la1,1ncliing), flying (Whether as pilot in command or otherwise) and /or land. ing \illGluding1 butnot limited to, crashing) a hang glider or paraglider. 2. My Sports Injµries means my personal injury, my bodily injury, my death, my property damage and I or any other personal or financial injury sustained by 1.ne as a result of my partkipation in the sport and/ or as a result of the administration of any USHGA programs (for example: The Pilot Proficiency System). · 3, Releas.ed Parties means the following, including their owners, officers, directors, 11gents,. spouses, employees, officials (elected or otherwise), members, contractors, sub-contractors, lessors and lessees: a) The United States Hang Gliding Association, a California non-profit Corporation (USHGA);

or willful misconduct in connection with my participation in the sport.

E. TERMINATION. I can terminate this Agreement only by either (1) sending written notice of termination to the USHGA National Office postage prepaid return receipt requested in which case the termination will not be effective until one year after I cease being a member of the USHGA or 30 days after I place the written notice in the mail, whichever is later; or by (2.) signing and returning to the USHGA National Office a later version of the Official USHGA Release, Waiver and Assumption of Risk Agreement. However, even if I terminate this Agreement, all of the terms of this Agreement will continue to apply to MY SPORTS INJURIES which I suffer in whole or in part before the termination of this Agreement.

F. I AGREE THAT this AGREEMENT shall be governed by and construed in accordance with the laws of the State of California. .All disputes and matters whatsoever arising under, in connection with or incident to this Agreement shall be litigated, if at all, in and before a Court located in the State of California, U.S.A. to the exclusion of the Courts nf any other State or Country.

G. SEVERABILITY. If any part, article, paragraph, sentence or clause of this Agreement is not enforceable, the affected provision shall be curtailed and limited only to the extent necessary to bring it within the requirements of the law, and the remainder of the Agreement shall continue in full force and effect. H. I VOL.UNTARILY ASSUME ALL RISKS, KNOWN AND UNKNOWN, OF MY SPORTS INJURIES.HOWEVER CAUSED, EVEN IF CAUSED IN WHOLE OR IN PART BY THE ACTION, INACTION,

b) Each of the person(s) sponsoring and I or participating in the administration of my proficiency rating(s). c) Each of the hang gliding and/or paragliding:organizations which are: chapters oftheUSHGA, d) 'J:he United States Of America and each of the city(ies) town(s) county(ies) States} and/or other political sub-divisions or governmental agenoiesw\thin whose jurisdiction I launch, fly and/or land,

II ti> ti

by Dennis Pagen

the property owners of on or over whose property r may e) :'E.a:ch !11uu~h; ·fly .&ndlor land; f) Ml persops jnyolved, tn any ma11ner. in the sports of .· hang.gliding and/or paragliding at the site(s) where I PARTICIPATE IN THE SPORT: "All persons involved" include but are not limited to, specta-

lllThe IJ!f

hang glider and/or paraglider pilots, assistants, .drivers, . instri,Jc\ors, .observers, and owners of hang gilding and/or paragliding equipment and g) All other persons lawfully present at the site(s) dudng myPARTICIPATIONIN SPORT.

C. I WILL NOT SUB OR make a CLAIM against any of the RELEASED PARTIES for loss or damage on account of MY Sports Injuries. If i violate this agreement by filing such a suit or making such a claim, I will pay all attorneys' fees and costs of the released parties. I acknowledge that the nonparticipant third-party liability insurance obtained by the USHGA does NOT provide coverage for my sports injuries. D. I .agree to indemnify and reimbmse the released parties listed in paragraphs A.3.d) and A.5.e) above for their defense and indemnity ( to the limextent that the defense and indemnity are not otherwise covered by collectible insurance) in the event that someone suffers personal injury, death, ot Ptoperty damage as a result of my negligence (whether active or passive)

*.d

PAGE 36 • PARAGLIDING MAGAZINE

est way

to im rove .

I~t.~~~L·r~~-~5

tors,

El. JRelease, Waive and discharge the released parties from any and all claims and liability for MY SPORTS INJURIES, however caused, even if ~aµsed by the negligence (whether active or passive) of any of the REL.EASED PARTIES to the full extent allowed by the law.

' 0

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Personal, USHGA Certified paragliding & hang gliding instruction . Courses are expertly run on a friendly, informative basis. We have been introducing people to the world of foot launched flight since 1976. New and used gliders and accessories, Ball, Comet, Edel, Firebird, ITV, Second Chantz, Wills Wing, and others. All skill levels welcome. P.O.Box 1226 Del Mar, CA 92014

So. California (619) 481-7400

1-800-664-1160

Put your knees in our breeze and soar our 450' sand dunes! Full time shop. Cert ified instruction, beginner to advanced , foot launch and tow. Sales, service and accessories for all major brands . Visa and Mastercard accepted.

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Michigan (616) 922-2844

ABOVE & BEYOND OVE

Learn to fly with the first paragliding school in the U.S. at the world , 1 1 1 , 1 1 1 , 1 , famous "Point of the Mountain", ii. 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.

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UTAH (801) 269-9758

OREGON (503) 223-7448

Sunny San Diego and Airtek Paragliding invite you to join us for your paragliding adventure. PARAGLIDING Enjoy great flying conditions yearround, professional instruction 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

4204 Ste F; Sorrento Valley Blvd. San Diego, CA 92121

So. California (619) 450- 6696

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.

PO Box 1082; Cedar Crest, NM 87008

NEW MEXICO (505) 281-2759

PARAGLIDING GOJLD JE N JE AGJL JE lP'ARAGlLliDliNG ( 9 0 7 ) 5 6 3 - li lFlL Y Sales and service fe aturing Pro Design a nd Edel. Perso nali zed , pro fessio na l USHGA c ertifi ed in stru c ti o n. Guide service available throughout Alaska.

Come SOAR WITH THE EAGLES! Owned and operated by Bruce and Tami Hamler since 1989.

500 We st 42nd Ave ., Anchora ge, Ala ska 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 Billers

AIR JUNKIES * Professional Instruction from beginner through Instructor. * Great year-round flying, over 12 sites Including the Bcqa. * Flight test the equipment that's right for you. * Call for the latest schedule of events.

SCHOOLS

Dixon's Thermax Paragliding Year ro und fl ying at the easies t site to learn . Dri ve-up wide open launches and LZ' s at 1200' volcanic craters. 10+ mile fli ghts. 1 hr. from the Grand Canyo n. Cheap lodging. Dealer for almost everything, specializing in Edel. 2 day classes from $160. Class ill instructor w/ tandem and motori zed backpacks.

1500 E. Cedar #10; Flagstaff, AZ 86004

ARIZONA

(602) 526-4579

THE SOARING CENTER is one of the nations f ew 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 camping at th e wo rld s mos t co nsistent soa ring site, P oi nt of the M o unt a in, soara bl e 300 d ays a yea r . > Products from AT SPORTS EDEL, FLIGHT DESIGNS, and NOVA.

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UTAH (801) 576-6460 fax 6482

Fly Away Paragliding C an yo u rem ember what you did la st weeke nd ? Wh a t a bo ut th e w e e k e nd before that? Paragliding is an unforgettable experience. We offer introductory, certification, and adv anced instruction, plu s a full line of equipment featurin g Pro Design gliders and Ball Variometers.

Come to the Rocky M ounta ins and Fly A way!

253 Rodney AvenLE',; Etrllitas, CA 92024

30590 Hwy 72 Golden, CO 80403

So. California (619)753-2664

Colorado (303) 642-0849

Skytimes Paragliding US HGA certified lesso ns. T ande m instruction. Guided mtn . trips includin g thermal and x-co untry training. Radio co mmun icati on betwee n stud e nt a nd in stru c to r . e m a il Th o m Switzer at Switzer @hooked. net Dealer for Pro Design.

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Individ ualized instructi on is th e key to turn ing out p ilots in co mmand. W e specialize in tande m in stru c ti o n , fr om fi rst fli g h ts to ad va nced sig no ff. Onl y minutes fr om Sea ttle . Th e m os t co mpl e te asso rtm e nt o f g liders and e quipme nt in th e No rthw es t. D ea le r fo r Ede l, Fli ght D es ig n, ITV , P ro D es ig n a nd o th e rs. Accessories for eve r y need . W e a l so in cl ud e m oto r para g lidin g sa les a nd in s tru c ti o n .

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PARAGLIDING East.coast Paragliding Center, LLc •Year-round instruction, towing and sales •USHGA /European certified instructors •Class I, ll and ill certification •Tandem and motor instruction • International paragliding tours Convienient location - only two hours drive from Manhattan and Philadelphi a .

NEW YORK/ NEW JERSEY (908) 747-7845 SUN VALLEY PARAGLIDING

SCHOOLS

PARAFLY PARAGLIDING A full service, USHGA certified paragliding school, with training facilities at Cobble Hill, in Milton Vennont. Lessons also on Cape Cod. Rick Sharp, certified instructor.

pARfifLy

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Dealers for Afxxl, Brauniger, Edel, Flight Design, ITV, Pacific Airwave, UP, & Wills Wing.

38 Converse Ct., Burlington, VT 05401

VERMONT (CAPE COD, MA) 1800-PARAFLY SAN DIEGO CALIFORNIA

PO Box 5715 , 301 Bell Dr., Ketchum, ID. 83340 fax: 208 726-1149

PILOTS HOSTEL ONLY $13/ NIGHT!! Located steps from the sand 'n surf and Jess than 15 minutes from Torrey Pines. The San Diego area offers over a dozen year round flying sites. Get a comfortable bunk in the heart of THE BEST flying area in the States . Bring your sleeping bag and towel; some kitchen privileges available. Reservations a MUST! Call , write or FAX Robert & Martha, 4822 Santa Monica Ave. #187 ; San Diego, CA 92107 PH/FAX (619) 224-0985

(208) 726-3332

So. California (619) 224-0985

Th e most ex peri enced and comprehe nsive fli g ht sc ho o l. W e s pe c ia li ze in tandem in stru c tion. Our ce rtifi ed in structors and USHGA a ppointed tow in g admini st rator s !iUI\I VALLEY will e nsure yo u rece ive the fin es t trainin g PARA&UDIN& ava il abl e . The local topograph y is the perfect locati o n fo r o ur XC and mt/ th e rm a l semin a rs . Vi s it o ur s hop a t th e ba se o f Bald Mtn . where o ur full lin e of fli g ht equip me nt an d kn ow ledgeable staff will sati sfy all of yo ur paraglidin g needs.

IDAHO

Alas Del Hombre Grab hold of your big toes and hang on for you a re about to enjoy an unfor g ettabl e flyin g adventur e in be autiful MEXICO . Visit colonial towns , drink m ar g arit a s, and FLY! Join one of our exciting tours and let qualified instructors be your guide to fantastic year round flying sites. MEXICO welcome s you .. ... Alcanfores 74-404A , Cuaj irnalpa, Me xico D.F. 05 200 Tel/fax (011 525 ) 813 -0250

Mexico City (011 525) 514-1649

Air California Adventure. Year round flight tours, one to ten days , paragliding adventures in Southern California and Mexico. Family packages available for non pilots. First Class hotel, meals, and transportation provided.

Tours-E q uipme n t-S alesTrainin g-C ertific a ti on Tandem-Paramotors. Call for details, or send a fax 619-468-36 50 or e-n1ail VVQR1'137 A@prodigy.com

So. California (619)670-5322

Notice To Schools and Dealers,. We are currently reserving ad space in the next NEW PILOT'S ISSUE. The first edition sold 5000 copies, we expect to exceed that number with the second edition. This is not a magazine with a dated shelf life. It goes out to all new inquiries and tandem students. If you only buy one ad this year it should be in the NEW PILOT'S ISSUE. If you would like more information or ad rates, please call Claudia at 541-582-1467 or fax 541-582-3522.

Don't. miss out.!! PAGE 40 • PARAGLIDING MAGAZINE

NSTRUCTOR'S NOT·E,B-OOK A VISIONARY FLYING MODEL FOR PARAGLIDING by Greg Kelley

What is a Flying Model? Is there a need for a Flying Model and can it achieve continuity in instructors ideology of what is efficient and elegant flying. A Flying Model is a series of flying configurations or demonstrations with a blend of skills that all students eventually perform on their way to being well rounded pilots. A Model can enhance all instructors understanding of precision flying that the instructors want to see. The Model is a natural progression every student achieves on his/her way to mastery of the mechanics.

FIGURE B'S This is an excellent Milestone that our students achieve to promote accuracy in their flying and landing. The size, shape, and dynamics of the turn lead to greater development in the students skills for different flying conditions. It is an entry level task that begins to show precision in the students flying. 360 DEGREE TURNS This Milestone shows a degree of skill they can use when confronted with altitude enhancement or loss, or maintaining location over a certain area. The size, shape, and dynamics of the turn dictate achievement in

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thermal flying and flying accuracy in a variety of situations we encounter while flying. It is a task the student pilot will refine for the rest of his/her flying career .

BIG EARS (ACCT) The first Advanced Canopy Control Technique is a descent configuration experienced by the student or Class I pilot. This shows skill in judgment of advance flying situations, and how to safely get out of an uncomfortable flying situation. It also gives the student more sense of control over the glider and promotes confidence to deal with more advanced flying situations. WINGOVERS This milestone shows a degree of finesse and accuracy developed through practice. Precision flying of this milestone shows the dynamics and joys of flying when we have total and complete control over the glider. This is far from an acrobatic maneuver and the correct performance shows a graduated skill needed to excel to a spiral dive. B-LINE STALL (ACCT) This is the second most recommended descent configuration. In extreme

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PARAGLIDING MAGAZINE• PAGE 41

critical conditions the dynamics of this configuration can facilitate getting the pilot out of critical flying situations that may have gotten out of control. By no means is this Milestone benign, but when used properly can save the pilot from near disaster.

SPIRAL mVES This is the last of the refined milestones of the Flying Model that can be used in a variety of flying situations. Mostly used as a descent maneuver, spirals have G-force dynamics that thrill the pilots need for speed and adrenaline. Accuracy and precision are required to perform this task whether it is for fun or need. In order for instructors to teach students there must be a vision of what proper technique and performance flying is. From my experience attending Instructor Certification Programs there is a common theme instructors agree upon, how a well-rounded paraglider pilot should fly. All pilots from student to Class 3 have required tasks they need to perform in order to succeed. How efficient and accurate should these tasks be? For example; in a 360 degree turn is there a common size or shape of the turn instructors want to see? How long should it take to complete the turn, i.e. 20 seconds, 30 seconds? Given perfect conditions (if there is such a thing) what is a breakthrough 360 degree tum that can be used in a variety of situations. There are many variables on size and shape instructors would agree upon depending on the flying situation. If instructors can come to a general agreement on the above mentioned Milestone think of how accurate our teaching methodology would become. There would be no second guessing by the student as instructors would have continuity in what efficient flying technique is. From the Milestones and configurations we could develop accuracy in our demonstrations so our students actually see and understand what we are talking about. There would be concrete direction to what is asked, and then performed by our students. Students on their way to Class I must fly through many tasks. The mechanics of each task is rather simple, and once each task is performed the student moves to the next. After Class I is achieved the tasks need to become more accurate and refined. Pilots begin to tly in stronger conditions and they begin to experience an increased variety of sensations through the paraglider. These sensations continually stress the pilots input. As pilot skill develops dealing with these conditions promotes the accuracy of pilot input. Consequently, the mechanics of the Flying Model Milestones become more sensitive and refined. As pilots succeed in reaching their chosen class rating, they may demonstrate each Milestone in their flying. Advanced Canopy Control Techniques falls into a students flying performance at the more advanced levels. Advanced surge control of the paraglider, descent configurations, and tighter turn shapes become the norm. By flying in more difficult conditions there becomes a need to have more skill in technique performed by the pilot. Wingovers and the B-line Stall show this advancement in the pilot's skill. The B-line Stall can facilitate a gain in confidence by the Class 2 pilot knowing this configuration will help them get out of critical situations. By no means does it give the pilot the license to fly in dangerous and unrealistic conditions. Of course the practice of this configuration should be done in a controlled situation preferably over water. Other achievements at this level for the pilot are maintaining round 360 degree turns in strong thermals while maintaining canopy stability. There is a strong degree of efficient and technical expertise in performance demonstrated by the Class 2 pilot.

Being able to deal with every situation a pilot is confronted with during a cross country flight, is the goal of the advanced pilot. The Milestone pertinent to this level is the realm of the Spiral Dive. At this level the pilot has achieved a complex understanding of tlying, meteorological conditions, its technique and variables that show in his/her performance. There is a clear and decided mechanical and technical achievement in all tlying situations, configurations, and tasks. The Spiral Dive is performance oriented and not acrobatic in nature, but depicts precision and finesse in technique. Attaining this degree of accuracy shows depth and wisdom in the pilots handling of the paraglider. There is no need to become acrobats to show these qualities. The Milestone of Spirals show a degree in performance that promote fun and safety at an advanced level of flying. In essence, developing a Flying Model will continually evolve. There is such a variety of turns, shapes and sizes, flying conditions, locations, and situations when we fly, how can instructors agree on what is labeled perfect technique? My sentiment on the above issue is why we need to expose our flying vision. As instructors, we must understand that with a Flying Model we can achieve an accurate vision and progression on technique. Of course we will never teach a perfect Milestone turn. We will use the Milestones as educational tools to enhance our delivery of progressions, technique, and skill development so our students better understand what all instructors are trying to say. Delivery of technique to the student will be geared more toward a variety of turns, turn shapes, weather conditions, and flying conditions mostly experienced by the pilot. The Model achieves a flying base instructors would use to develop and clarify parameters to the variable nature of technique. Instructors can establish goals as each pilot passes through each Milestone, and goals arc what promotes the evolution or future performance breakthroughs.

iii

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The "ICARO" is a new boot designed specifically for foot launched aviation. Manufactured in Spain by the 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 ICARO is affordable. Distributed by:

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Fall: (916) 222-4640 or 1 800 VATES -116 PAGE 42, PARAGLIDIN MAGAZINE

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BOX 1330 9 COLORADO SPRINGS, CO 80901-1330 (719) 632-8300

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(05/95)

SKYWINGS

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The official monthly magazine of the British HG and PG Association. For subscription information phone 01144116 261 1322 or write to Skywings I BHPA; The Old Schoolroom, Lo11ghbro11gh Rd. /Leiceslcr UE45PJ, England http://test.ebrd.com/skywings/home.html

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Slllill Wings Condor tornado 29.5 sq. meters. 59 cell, 3 hrs airtime. $1500. or will trade-in on paramotor. Tel/fax 501-663-3166

North Amerkan. lP'aragliding T-shirt sale! Four different desig.ns. Nor~ally $15. now $10. through February, wht!e supplies last Call Mike at 509-925-5565

ABC Airsports Swing Prisma 20 $1000. AT Mirage 27 demo $1700. Dealer for AT Airsports, Airwave, Pro Design and Sup Air. We take trade-ins. 805 688-0343 ybajulaz@terminus.com

Stuff Bags Take care of your wing. Big, purple, drawstring stuff bags keep your glider clean and safe from harmful! UY. Get yours for $45. plus $3. S+H. visa and MC OK call 541-582-1467.

Jlltpanese Para.motor Brand new DK Whisper, still in packing box. 100 lbs thrust weighs 39.6 lbs. Call Hugh 805-528-6795

Beginner Wings ITV Asteropie Very green and clean. Good 1st glider with Sup air harness, and backpack About 20 hrs. $800. OBO 505-582-1467

Comet CX23 A great beginner set up $1000. (loaded, highly flyable) AT Sport harness $200 or all for the great deal of $1100. Fly a Classic. Tony 541317-8859

IP'rnl!Ue 30 Price US $875. (current retail price $1750). Beginner pilot wt (hook in) I 05-140. Current model 6: l LO For sale due to pilot gaining weight. Flown by 9 yr old Dustin de Jong, youngest Canadian pilot. 12 flights, distributor checked l patch due to snag on launch. 604-858-2300

Call or write for a FREE color info. pack.

Dealer inquiries invited 193 Bold Venture St. Perris, CA 92571 9 ULTRA flight Magazine Hear our "Fast Action Classifieds" Call I 800411-0042. Buy, sell, trade, kit built, fixed wing, powered parachutes, rotor, sailplanes, trikes, balloons, and more. Stories galore! Sample issue $3.00 Annual subscription $36. l11trod11clory offer of only $24. ULTRAflight Magazine, 12545 70th St.; Largo, Florida 34643-3025 (813) 539-0814

Build/Fly your own Backpack powered unit, for fun I profit. Takes off from level ground unassisted. Safe, simple, inexpensive. Detailed book with sources. Now only $19.95. EASYUP; !089 Medford Center #244p; Medford, OR 97504

Stereo Vario The Best Pilot's fly with 2 varios, so why don't you? Don't miss out when your vario craps out. Ball M30 analog varios w/ audio are an excellent first vario also. Cigarette lighter charger, nicad battery. $JOO.new V/MC. Todd 303/ 449-7351

wing still in production. $1495. I will pay shipping. E-mail jreich@direct.ca or phone 604-4698400 Vancouver BC

Edel Corvette 25 great condition, $800 080. Second Chantz rocket reserve, never deployed 4500 OBO. Ball M22 Vario w/ barograph, like new, $250 080 303-444-9717.

APCO Astra 29 Great intermediate wing. Weight 75-100 KG's. New A+B lines trimmers aznd speed system. $900. OBO Tony 310-459-2682

ITVMerak29 Less than I hour air time. Blue with Yellow teeth. Trim system and speedbar. Very stable very fast $2700. Gary 970-926-3047

Edel Energy L

yellow, perfect condition, less than 20 hrs. Includes Edel's best harness with back protector, speed bar, stuff sack and a great back pack. Call 520-567-0013 Arizona $2000.

PAGE 44 • PARAGLIDING MAGAZINE

A) Paragliding Pot-Pourri. Shot between the USA and France. 8) The Dinovo! video was actually made for a French Paragliding School in Southern France over the summer of '95. Funny and very entertaining these videos arc available from GM! Corp. 516-676-7599

Paragliding Magazine makes no warranties or representations and assumes no liabilities concerning the validity of any advice, claims, opinions, or recommendations expressed herein. All individuals relying upon the printed material do so at their own risk. When purchasing a used glider, be advised to ask the seller j,,r a certificate of air worthiness. This document is supplied by the distributor after the glider has passed an inspection for damage and porosity. All used gliders sold should be accompanied by such a form. . . If you are in doubt about the right glider I/or your sk,ll leve/ many paragliding businesses will be happy to answer questions about the equipment that is appropriate for the skill level or rating. If at all possible :rou should inspect and fly the glider befr,re you buy It. New pilots should seek professional instruction Iii-om a USHGA certified instructor.

AT Mirage.30 for up to 250 lb. pilot. CHEAP! 619-566-7207

Other Wings

Low hrs. had race lines, now new DHV/ACPUL line set. 1800 bucks with Protector harness. Othar 208-726-9179

'94 with Soar harness, speed system, split "A's". 63 hrs, well cared for. $1800 Lars 916-621-3154 Beginner/Intermediate South African Space-copy with 45 hrs. ACPUL 12 A's. Very Stable with wide speed range with trimmers and speed bar set up. 180 -240 lbs hook in weight. Bought in 9/94,

TWO NEW VIDEOS: $19.95 each plus $3.00 for S&H

EDEJL Orion 24

EDEL S]!llace 27

East Coast Paragliding Center is pleased to announce that we are the sole importer and distributor for Woody Valley Model harnesses. This top quality harness has all the features you want. Did you say comfort is a priority? The Woody Valley is for you. Call for brochure. Also check our trip to Malaga, Spain this spring. See calendar for more details, or call 914-647-3377 or 908-747-7845

'92 UP Stellar IO hours flying time, exc condition. UP harness, w/Bline mod. 2nd Chantz Pocket Rocket. raven tow bridle and release, mini vario, hook knife, full face helmet. Complete auto pulley towing system w/ 3000 ft of spectra, hydraulic tension guage,and electric rewind system. everything you need to go flying for $1950. Karl 814-237-7996.

Large ClluaUenger ''C" speed risers. speed system, split a's safe intermediate wing $995. Harness Sup Air Full Race all quick release buckles NEW $820 Blow out $495. 22 gore rocket reserve never thrown. California Paramotor dealer. NEW & USED Bob Ryan 714-495-8051

Adventure GT 210 pall'amotor 3 air hours, electric start, tach, hobbs, harness, reserve chute 28m. ITV Topaz wing for 220 lb pilot. $5900. 805 529-6941.

Nova Sphinx 125 Excellent Cond. Performance class rating. Wt range 165-209 lbs. 65 hrs. $1600. Call Mike 303 431-3020 ext. 3285

Anti Vario Mast-Air Performance VZ. Call 970-728-7280 leave message.

ITV Quick Ball Resene Very large reserve in new deployment bag, new was $800. will sell for $450. 541-582-1467

PARAGLIDING MAGAZINE• PAGE 51

you center into that elusive thermal. Is .-there anything else but Flytec? ! ?

!iet new limit& for yourself with Rytec.... Call 1-800-662-2449 for the dealer nearest you. Or write to: PO Box 561732 Miami, FL 33156. FAX: (305) 672-3588 • E-mail: usaflytec@aol.com WWW: http://users.aol.com/naherzin/flytedhome.htm ,;.,,.d • erediJ C(JJ1ds accenu:1 All 111lll)Or 'l:'

iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii:

New: 3005 SI :: 3005 format with airspeed capabilities, 3020: more sensitivity adjustments, with periodic temperature read out. 3030 : comes complete with two mounts, flychart PC program, indepth variable sensitivity adjustments, periodic temperature read out, ST 54 wireless remote receiver

FlyTEC''·

Rememboc, all seMo, aod parts ceadUy a,allable lo the USA.

- - - - - - - - - -- - - -

THERMAL MITT by

©M~~~:

The only insulated 'brake handle mitt' made specifically for Paraglider pilots

The outer fabric is abrasion resistant Antron Cordura, insulated with 3M Thinsu!ate, lined with po!ar fleece, and an adjustable cuff to reduce air flow into the mitt. Light weight and comfortable.

LA MOUETTE ZR-2S0 THE TANDEM PARAMOTOR~

• •i S P O

R T S

THE NEW REVOLUTIONARY HELMET IN EUROPE NOW AVAILABLE IN U.S.A.

The Thermal Mitt has a dual handle design, that allows you to operate your brakes or risers as normal, and with an easy to reach handle inside the mitt that gives you normal use of your brake lines within the warm comfort of the Thermal Mitt. One size fits all, and is available in Black, Royal Blue, or Red. Custom colors are available. (Dealer inquiries welcome)

Introductory price $45.00 + S/H Standard UPS Shipping $5.50 Continental US., $12.50 Canada

GOLDEN WINGS 15401 W. 9th Ave. Suite A.

Golden Co. 80401 303-278-7181

MINI VARIO only $169 Visa & Master Card accepted

•SPECIALLY DESIGNED FOR PARAGLIDING AND HANG GLIDING •MANUFACTURED BY KIWI SPORTS EXTREME IN ITALY •MADE OF COMPOSITE AND CARBON FIBRES •COLOURS: VIOLET, BLACK, WHITE METALIC, PINK AND BLUE •SIZES: XS, S, M, L, XL

IMPORTERS FOR U.S.A.

PARAGLIDING • PARAMOTORING LESSONS • SALES • SERVICE

DEALER ENQUIRIES WELCOME 1355 N.W. 93 Ct. UNIT A-105, MIAMI, FLORIDA 33172 TEL (305) 6393330 FAX (305) 63930S5

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

The Newest Book on Paragliding Paragliding The Complete Guide. This book should be the latest addition to any pilot's complete paragliding library. It is wonderfully written and photographed by Noel Whittall (father of Robbie Whittall), this is a comprehensive look at the sport you love. Very thorough and up-to-date. What more could you want? Only $24.95 includes 2nd day Air Mail. For your copy call Claudia Stockwell. Visa/MC, OK 503-582-1467 or send to; 8901 Rogue River Hwy. Grants Pass, OR 97527

ENHANCE YOUR LESSONS !

DO YOUR HO,MEWORK. The highly acclaimed "Touching Cloudbase Video" can help you learn to be a better pilot. Use it alone or with your Touching Cloudbase book.

Order your copy today. Video$ 39.95 Book $21.50 + $3.00 S&H Visa or MC Call Paragliding Magazine at

503/ 582-1467

PARAGLIDING MAGAZINE• PAGE 47