USHGA Paragliding May/June 1996 by US Hang Gliding & Paragliding Association

PARAGLIDING • MAY/JUNE 1996

AIR MAIL

RATINGS

CALENDAR

THE PARAGLIDING ANSWER MAN

CHANGING OVER My journey From Hang Gliding to Paragliding by Dave Broyles

TIGER MOUNTAIN, WASHINGTON Paragliding Site Guide

UPDATE

CLASSIFIEDS

by Craig "C C "Cunningham

CROSS-COUNTRY FLYING 101 What's important for successful X-C flying by Will Gadd

ACCIDENT REPORTS

G-SPORT vs. XYON A comparison ofthe Firebird Genesis Sport and the NQva Xyon by Ken Baier

COVER: Lowell Skoog over Tiger Mountain, Washington. See article on page 28. Photo by Lowell Skoog.

MAY/JUNE

1996

USPS Pending

DISCLMMBR OF WAR· RANTIES IN PUBLICA-

TIONS: the material pre,. sented here is published as·· part ofail. information dissemination service for USHGAmembers..The USHGA makes no warranties: or representations an<:! assumes no liability concerning theyalidity of a.n:y advice, opittion or recommendation e~pressed in the mat:etial. All :individJJ$ relying upon the material do so at their own risk. Copyright © ·1996 United States Hang Gliding Assn., lnc. All rJgllts res~ed tQ Paragliding and individual . . contributors.

Gil Dodgen, Managing Editor/Editor-in-Chief Claudia Stockwell, Associate Editor Steve Roti, Jon Goldberg•Hiller, Contributing Editors Dave Pounds, Art Director

Office Staff Phil Bachman, Executive Director Greg Huller, Ratings & ICP's Jeff Elgart, Advertising D. Dean Leyerle, Insurance & Membership Services Karen Simon, Member Services Marisa Hatton, Merchandise Services

USHCA Officers and Executive Committee:

CANNON MOUNTAIN, NH IS BEING CLOSED! - ARE WE AN ASSOCIATION, OR ARE WE NOT?

Bill Bryden, President Randy Adams, Vice President Russ Lo,ke, Secretary Dan Johnson, Treasurer REGION 1: Gene Matthews, George Sturtevant. REGION 2: Russ Locke, Ray Leonard, Paul Gazis. REGION 3: Marcus Salvemini, Joe Greblo, Gregg Lawless. REGION 4: Glen Nicolet, Jim Zeiset. REGION 5: Frank Gillette. REGION 6: Ron Kenney. REGION 7: Bill Bryden. REGION 8: Randy Adams. REGION 9: Pete Lehmann, William Bennett. REGION 10: G.W. Meadows, Matt Taber. REGION 11: Jeff Hunt. REGION 12: Paul Rikert. DIRECTORS AT LARGE: Dave Broyles, Paul Voight, Dan Johnson, Jan Johnson, Dennis Pagen. HONORARY DIRECTORS: Barbara Flynn, Alan Chuculate, Claudia Stockwell, Ed Pitman, Ken Brown, Luen Miller, Sandy King, Mike Meier, Rob Kells, Fred Stockwell, Gregg McNamee, Michael Robertson, Greg DeWolf, Tracie Fifer. EX-OFFICIO DIRECTORS: Art Greenfield (NAA). The United States Hang Gliding Association Inc. is an air sports organization affiliated with the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FAJ), of the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAl-related paragliding activities such as record attempts and competition sanctions. PARAGLIDING magazine is published for paragliding sport enthusiasts to create further interest in the sport, and to provide an educational forum to advance paragliding methods and safety. Contributions are welcome. 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. Notification must be made of submission to other paragliding publications. PARAGLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. PARAGLIDING editorial offices: 6950 Aragon Circle, Suite 6; Buena Park, CA

90620 (714) 994-3050. The USHGA is a member-controlled sport organization dedicated to the explor;1tion and promotion of all facets of unpowered ultralight flight, and to the education, training and safety of its memberhip. Membership is open 1D anyone interested in this realm of flight. Dues for full membership are $54.00 per year (of which $15 goes to the publication of Paragliding), ($60 Canada & Mexico, $65 foreign); subscription rates only are $35.00 ($40 Canada & Mexico, $50 foreign). Changes of address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue. PARAGLIDING is published bimonthly by the United States Hang Gilding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903-3657 (719) 632'8300. FAX (719) 632-6417. Application to mail at SECOND-CLASS POSTAGE is pending at Colorado Springs, CO and at additional mailing offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: PARAGLIDING, P.O. BOX 1330, Colorado Springs, CO

80901-1330.

MAY/JUNE

1996

VOLUME

Dear Editor, After enormous efforts to open up the first site on public land in the State of New Hampshire last year, the State Commissioner's Office recently notified us that it has increased its liability coverage requirement from one to two million dollars. Under the USHGA policy sites are only covered up to $1,000,000; coverage for the extra million will cost at least $1,500, an expense most clubs cannot afford. As a small club (23 members) we realize the danger that such unilateral decisions by local government represent for our sport. We need your letters of support. Cannon Mountain is the most accessible site for foot-launch flight in the White Mountains, which are less than two hours from Boston. A gondola takes pilots to the top where the launch is easy and wide open. Hang glider pilots must thermal up in order to reach their LZ (a solid 17I 1 glide away) while paraglider pilots can land directly at the base, although in a somewhat narrow landing area. Despite several letters from the treasurer of our club, an independent businessman in New Hampshire, and much support from the staff at Cannon Mountain, the State Commissioner has all but ignored our plea. I am hoping that a show of national support may prompt the Commissioner to grant us some form of exemption. As a first step, we must demonstrate that we are part of a national association which is united when it comes to supporting hang gliding and paragliding. We are therefore launching a letter-writing campaign to the Commissioner of New Hampshire and we need your support! Simultaneously, we are attempting to raise sufficient funds to reopen Cannon Mountain for the rest of this year. If we are successful we will host events at Cannon to attract many pilots and increase tourism at the mountain. We will

7, ISSUE #3

be hosting various fund-raising activities which we hope to publicize in both USHGA magazines. All contributions are tax deductible and are welcomed immediately at the address below. The only longterm solution is to convince the State of New Hampshire to grant us an exemption of some kind or to revert to its previous requirements. We have emphasized our membership in USHGA and we need a demonstration of concern from pilots around the nation. The following sample letter can be copied if you don't wish to write your own. This letter will also be available through USHGA and on many Internet servers. Please send your letter of support before June 15. Also, kindly send a copy to USHGA so we will have records to support our efforts to save other sites. This brings up the issue of our dependency, as a marginal sport, upon local legislatures. Phil Bachman has commented on USHGA's support and other local clubs have offered assistance, but even if we manage to cover this year's cost of a supplemental insurance policy, we will still be in a reactive mode. In order to protect our rights all over the nation, USHGA must play a proactive role which translates into the need for lobbying power. This can only be achieved if we show consistent solidarity when it comes to issues which put us up against the "Greater Powers." I was astonished to discover how many pilots in my region did not reply to the Appalachian Trail Conference. If Phil's letter was not motivating enough, why belong to a national organization at all? I hope we will retain use of Cannon Mountain and that all pilots love our sport enough to realize the importance of showing solidarity in matters such as this one. Nicola Cauchy, President New England Paragliding Club P.O. Box 390384 Cambridge, MA, 02139

See sample letter on next page. -

Ed.

PARAGLIDING

Commissioner William S. Bartlett Department of Resources and Economic Development P.O. Box 1856 Concord, NH 03302 May, 1996 Subject: Paragliding and hang gliding at Cannon Mtn., NH

Honorable Sir, I am writing to express support for hang gliding and paragliding at Cannon Mountain. I am aware that you are considering new legislation which would require liability coverage of$2,000,000, and I wish to bring to your attention the damage this will do to these sports in your state. All other states accept the $1,000,000 coverage provided by the United States Hang Gliding Association (USHGA), and the cost ofa supplemental policy for an individual site (at least $1,500 annually) is an expense which clubs cannot support. By enacting this new legislation you will effectively ban footlaunch flying in much ofNew Hampshire. Our sports can bring much tourism to Cannon Mountain, and indeed to the entire state, as it does in many areas worldwide. Elsewhere, municipalities work hard to offer the best flying sites in hopes ofattracting the hundreds ofthousands ofpilots and spectators which the activity generates. Paragliders and hang gliders are used for such diverse purposes as publicity, aerial survey andfire prevention (motorized paragliders). International championships are widespread and also attract thousands oftourists. I am sensitive to the issues you face, but no other state has such an unfair policy which discriminates against the sports of paragliding and hang gliding. I urge you to come up with an exemption which will allow free-flying to continue at Cannon Mountain and other public sites in your state. Isn't the motto ofNew Hampshire "Live Free or Die"? Thank you for your consideration. Sincerely,

TURBULENCE AND THERMALS Dear Editor, Many pilots have experienced falling out the back of a thermal column in strong wind. So why does it seem that the downwind side of a thermal in strong wind can be quite turbulent? After thinking about it I have come up with a simplified visual model. The thermal column acts as a mechanical object like a building or tree. The wind hits the thermal column and separates, wrapping around the column and meeting on the downwind side like tip vortices behind the trailing edge of an airfoil. Apparently I am not the only one who has independently come to this conclusion, as I have discussed it with several top para and hang glider pilots who have been speculating about the same thing. I expect there is probably a soaring book in print that describes this phenomenon in different terms. Joe Gluzinski Perris, CA

RECOGNITION FOR FRIED STOCKWELL At the spring USHGA Board ofDirectors meeting in Colorado Springs, paragliding pioneer Fred Stockwell received USHGA's Exceptional Service Award. Reprinted here for those who were unable to attend is Fred's acceptance speech, written with true British wit. I'm not really sure why I'm getting this award. I wonder if it's a consolation prize, because over the last ten years I've started so many things which either don't exist anymore or are no longer under my control. Since I came to the States ten years ago with the "new" sport of paragliding:

Paragliding Association, which no longer exists. • I wrote the first U.S. rating programs for paragliding, and we all know what happened to those! And finally, I started Paragliding, the Magazine, which now belongs to the Association. 0

I guess all you pilots should be glad that I didn't invent the actual paraglider, or there might not be anything left to fly around on! All joking aside though, I am very much aware that, although an award like this might be presented to only one person, it takes more than just one person's efforts to get there. It's more than just knowing what has to be done, but getting others to contribute the things they do best, and it's working together that makes things happen. Paragliding has given me many opportunities to do what I enjoy. With each new project I took on, to me, it was a way to give something back to the sport I love. Through all the ups and downs we experienced in our pioneering days, I tried to never lose sight of the Big Picture. The GOAL, I believe, is to promote the sport in such a way that it can continue to grow. To do this we must have clear and open communication with all pilots. Those of us who come to these meetings, giving our time to help guide the sport through its changes, should never forget that without the pilots we have no sport! This award will always be a reminder of all the people whom I've met and been friends with over the years. I wish I could thank Gary Lagrone, who encouraged me to stay in Utah. And Jay Hauth - the APA could never have gotten off the ground without all the piles of paperwork Jay typed up for me. I also want to thank everyone who has ever worked with me, listened to me, posed for me and trusted me. Thank you for being there. I might call on you again! Fred Stockwell

• I started the first paragliding school. I don't have that anymore. • Next I founded the American -----------------------------------------------------

MAY/JUNE

1996

Calendar of events items WILL NOT he listed if only tentative. Please include exact information (event, date, contact name and phone number). Items should be received no later than six weeks prior to the first of the cover month (i.e., January 20 for the March/April issue). MAY 15-17: : High Altitude Thennal Clinic and Demo Dayswith Dave Bridges and Robby Whittall. Come fly the Edel, ITV and Firebird gliders. Hosted by AirPlay Paragliding School & Flight Park, Cashmere, WA. Contact: (509) 782-5543. MAY 23-27: Demo Daze/Safety Seminar at Point of the Mountain, UT. Free informative seminars from industry experts. Demo paragliders, powered paragliders, harnesses, varios, flight suits, tandem gliders, oxygen systems, helmets, etc. Every make and size of paraglider available in the U.S. Non-profit event. $35 pre-registration before May 1, $45 at the door. $10 goes ro Utah HGA to help "Save the Point." Contact: The Soaring Center, 12665 S. Minuteman Dr. #1, Draper, UT 84020 (801) 576-6460, fax (801) 576-6482, e-mail: sharpdave@urahinter.net MAY 31-JUNE 2: Paragliding ICP, Pine Mm., Bend, OR. Cosr $300, half price for renewals. Contact: Phil Pohl (541) 389-4086. JUNE 7-9: ICP. June 14-16: Thennal Clinic. JUNE 22-23: Tandem Clinic. SEPT. 6-8: Thennal Clinic. OCT. 4-6: I CP. Point of the Mm., Utah. Thermal clinics $280 pre-registered $330 at the door, ICP $300, Tandem $200. Contact: Ken Hudonjorgensen, TwoCan Fly Paragliding, 474 E. Tonya Dr., Sandy, UT 84070 (801) 572-3414. JUNE 8-16: Various clinics at Whiskeyrown National Park near Redding, California: thermal, X-C, towing, reserve, sutvival, powered paragliding, GPS, factory demos, fun flying. Bunkhouse accommodations, breakfast, lunch and clinics included. Contact: Don Mills (916) 275-4231 Ext. #3. JUNE 8-15: AnnU4l Super Clinic. Sponsored by the Northern California Foot Launched Pilors Assn. Daily clinics by some of the most experienced instructors in the countty. Scheduled in June to increase the likelihood of good weather. Contact: (916) 275-4231 ext. 3 or (916) 2412035 (leave message). JUNE 10-JULY 6: European Paragliding Safari. Five countries in two weeks. Includes the Alps,

Tegelberg, Zillercal, Fiesch and Verbier. Switzerland, Austria, Germany, Italy and France. Intermediate to Advanced. JUNE 30JULY 6: California Paragliding Safari. Flying and sightseeing in Santa Barbara, Big Sur, San Francisco and Sierra Nevadas. Local guides. Intermediate to Advanced. DEC. 9-15: Mauna Kea Fly-In, Hawaii. Same as above. Contact: Paraglide Hawaii, Achim Hagemann, P.O. Box 797, Mt. View, Hawaii 96771 (808) 968-8685.

97031 (541) 387-3106, FAX (541) 386-7404, e-mail cent2l@gorge.net. JULY24-AUG. 1: Cheuzn County Tourbyairduring the 1996 Paragliding Nationals with Kari Castle, Dana McMillin and Mike Haley. Contact: AirPlay Paragliding School & Flight Park, Cashmere, WA (509) 782-5543. JULY 28-AUG. 2: Fly West Hang Gliding Ltd

Hang Gliding and Paragliding X-C Invitational JUNE 25-30: Telluride Paragliding Classic, Telluride, CO. Presented by Paraglide Telluride, Telluride Air Force and Colorado X-C Pilots Assn. Sanctioned Class A world team points meet. Sport and competition classes with prizes for men's and women's divisions. Famous Telluride flying in a national-level contest. Race-to-goal, out-and-return and triangle courses. Tarp start, 1,000-point scoring system. Radios recommended. $275 entry fee includes tasks, pilot and glider transportation to launch, computerized scoring, full-time professional staff, turnpoint film and processing, aerial turnpoint photos to study, free oxygen, great meet headquarters, awards dinner party, local gifi: certificates, contest shirt, nightly evems and speakers. Economical camping and local lodging specials. Contact: Scott Maclowty (970) 728-4098 or Nick Kennedy (970) 728-3905. JUNE 25-30: Telluride Paragliding Festival Telluride, CO. $150 entry fee includes festival shirt, full-time professional staff, banquet, awards party, nightly events and speakers. Economical camping and local lodging specials. A safe attitude and Para 11 rating with IO hours minimum required. Volunteers needed. Contact: Scott Madowty (970) 728-4098 or Nick Kennedy (970) 728-3905, http://www.csn.net/ ~dunk/ tellpgd.html. JULY 6-11: Chel,:m X-C Classic, Chelan Butte, WA. Pilot-called (or re-called on course) triangles, out-and-return and open distance combined format. Paragliding and hang gliding. Driver contest with prizes. Date selected ro allow pilots ro fly in the HG Naes and PG PreWorlds. Entry $75 ($70 before June 30). Contact: Johann Posch (206) 232-6839, johannp@microsofi:.com. JULY 13-20: The Gorge Games is a dynamic sporting event which includes paragliding, snowboarding, skiing, mountain biking, windsurfing, white water kayaking and more. Week-long fun event. Gorge Games Fly-In at Bingen, WA on Columbia River. Fun for everyone. Contact: CB. Schmaltz, Box 564, Hood River, OR

Golden, BC Canada. $20,000 in prize money! Three categories in both sports: lightweights (50-300 hrs.), middleweights (300-600 hrs.), heavyweights (600 hrs. plus). Enny deadline May 15. $200 U.S. entry fee payable to Fly West HG. Contact: Fly West HG Ltd., 199 Marlyn Place, Calgary, Alta., Canada T2A-3K9 (403) 272-0450, e-mail porteour@cadvision.com. JULY 20-30: Paragliding Pre-Worlds, Castejon de Sos, Spain. Contact: Anna Lopez at +34 3 7908656 (fax). AUGUST 1-7: Oshkosh EAA Fly-In, Oshkosh, Wisconsin. Volunteers are needed for the USH GA tent. If interested call USH GA at (719) 632-8300. AUG. 30-SEPT. 2: First AnnU4l Whaleback Fly-In and X-C Competition. Located in the shadow of Mt. Shasta. X-C Open to Para 2-4 pilots, all levels welcome at the fly-in. Contact: John Yates (916) 222-4606. SEPT. 14-15: Pine Mountain Fly-In, Bend, OR. Sponsored by the Desert Air Riders. Contact: Phil Pohl (541) 389-4086. SEPT. 27-29: Advanced Maneuvers Clinic at Lake Shasta, presented by Air America Paragliding, Joe Gluzinski, Ed Pittman and John Yates. Launch by boat tow (2 boats, towing instruction included) and perform big asymmetricals, B-line stalls, spiral dives, full stalls, spins and intentional reserve deployments. Pilots progress at their own pace. Reservations required, limited space. Contact: (909) 943-8664. NOV. 21-24: Fall USHGA Board ofDirectors meeting, San Diego, CA. All members are encouraged to attend! Please send your agenda items in writing ro the USHGA office. Contact Karen Simon at USHGA headquarters for information and reservations: (719) 632-8300.

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rogress Re rt 0 lying Site reservatio by Phil Bachman would like to pass on some information to you regarding some progress we have made with three different site situations as a result of our site preservation activities over the past 12 months. This information has been communicated to me from club members in the "affected" areas. I received a letter from the Hyner View HGC regarding their three-year plus efforts to save the Hyner View site in Pennsylvania from unwanted intrusions by Air National Guard F- l 6's. I have been communicating for the past 18 months with Bob Beck, a club member, commercial jet pilot and the club's Military Liaison Officer. I attended an ANG airspace conference meeting and met twice with ANG officers about their proposed Antler MOA (Military Operations Area). Through our association with the National Aeronautic Association I had been able to collect some "hip pocket" allies who could bring pressure to bear on the problem if it became necessa1y. Because of the continuing efforts of Bob Beck, the Hyner View HGC, and the FAA, we did not have to cash in our chits with these allies. Fortunately, we can save their help for another fight. Here are excerpts from Bob's letter to their club members. "Enclosed is the text of the formal letter terminating the Air National Guard's effort to establish the Ander MOA. The cloud of doubt that has been hanging over Hyner these last four years is gone ... Several very good things have come out of this ... The Clinton County commissioners have made the statement that until Antler, they didn't fully realize what a positive asset we were to Clinton County, and they would be interested in discussions to insure our continued access to Hyner View... Very much to

their credit the FAA eastern region office ... countered that we were indeed legitimate and lawful users of public airspace and worthy of protection ... ultimately they (FAA) were true to their profession, which is assuring the safety of flight. I had the pleasure, and the advantage, of dealing with persons within the FAA who were willing to resist enormous political pressure and do the right thing. To them I say: Thank you." In the January 1996 issue of Hang Gliding magazine I published a call-toaction article requesting USHGA members to join us in a letter-writing campaign to help prevent the adoption by the Appalachian Trail Conference management of a seriously negative policy toward hang gliding on the Trail. We have since received assurances that the policy will be modified, although we have not seen what those modifications will be. Therefore, we have to continue to maintain vigilance on this issue. Recently, however, the ATC published the results of the public comment period on this proposed policy. They stated that they received a total of 27 comments from ATC members, 12 of those suggesting improvements in the policy language, three expanded on the negative hang gliding attitude, and the remaining 12 supported the policy as is. The USHGA effort

produced "more than 900 responses"! Over 200 of the 900 "composed original letters and over 700 signed the USHGA prepared letter." No matter how you look at these numbers, this is an excellent response from USH GA members. Measured against a membership of9,300, this represents a I 0% total membership response. Everyone should be proud of the members' contribution. I know we at the office feel very good about it. Thank you. Lastly, I want to pass on some recent comments from Mark Frasca of the Watergap HGC on their continuing efforts with the ATC. "The meeting on March 16th with the Appalachian Trail Conference went well. We met members of the land management committee at lunch and started our 'performance' around 1:00 PM. We were supposed to be done at I :30 but they kept asking us questions. The meeting went on until 2:30 ... then they asked us to set up some equipment. .. a pilot inflated his paraglider a few times and we set up my Sensor. This went on for another hour. Some of the ATC members were inquiring about lessons and tandem rides! I think if we were at the meeting last year when the 'Draft Policy: Hang Gliding on AT Lands' was being developed, much of the hang gliding community effort would have been unnecessary." Let me point out that the club had asked to be at the meeting a year ago but to no avail. The invitation to this year's meeting was solidified during our meeting with Congressman Paul McHale. There are many lessons to be learned from these stories. I will continue to inform you about site issues developing around the country so that you can become more sensitive to the ongoing need to be constantly aware of protecting our precious sites. Do not slack up on thinking of ways to reinforce your relationships with the owners and/or managers of your sites. It is a continuous process. By the way, I received a call for help this morning regarding an airport which was willing to allow access for our members until it received a threat of cancellation from their insurance company if any hang gliding or paragliding activities are permitted. Here we go again. Ill

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PARAGLIDING

Vmax: Optimum handling in its class combined with a high speed range

Although just about every high performance pllraglider on the market tQday has good long-distance gliding featurns, the start and steering characteristics are often neglected. N()t so with the Vmax! Designed for high speed, the Vmax has always had the leading edge over other paragliders in compm·ison flights. In Trieste, Italy, the Vmax made a grand international debut by coming 1st, 2nd, and 3rd oul of a total 120 participants in a comparison flight using GPS. Vmax Large: 64 cells, 12.3 m wing span, total take-off weight 85-1 !0 kg, surlace area 28.7 m', DHV 3. Vmax XLarge: 68 cells, 13.05 m wing span, total take-off weight 95-120 kg, surface area 31.2 m', DHV 3.

The new Perche rescue paragliders of the annular generation arc equipped with a new DHV sen! of approval. Whereas many manufacturers are still using the relatively outmoded pulldown apex technology, Perehe is now also applying high-tech processes for its rescue parugliders. Thanks Lo the streamlined design, these rescue pm·agliders require much less sU1face area than conventional ones.

The result: smaller packing volume and up to 50% better descent factors than conventional designs with the same sruface area. But what makes the annular design so good'/ Quite simple: the unique annular shape serves to increase the Cd factor (canopy drag fuctor) and to significantly reduce the descent rate. 'rhe DHV descent rates are among the best - the maximum load is I00 kg. Annular 20: 127 kg payload= 6.8 m/sec descent. Annular 22: 154 kg payload= 6.8 m/sec descent. Annular Tandem: 284 kg =6.8 m/sec descent. This makes the Annular Tandem the rescue paraglider with the lowest descent rate on the market. The approved maximum load is 200 kg.

Annular .. the rescue system of the fu~tre

For the low-speed range, an especially small canopy with additional Columbus intake slots for even faster inflation was developed. Columbus-Annular 20: 103 kg = 6.8 m/sec descent. Columbus-Annular 22: 116 kg =6.8 m/sec descent.

Sonic an ultra-high performer in Category 2

A deserving successor to the Aerologic, the Sonic DHV 2 is available in three sizes. The development objective of the Sonic was actually a classification 2-3. HQwever DHV decid.ed that the XL and L sizes were worthy of being classified in the higher-safety category, !lamely Category 2.'fhe Sonic is a high-performance wing designed for the experienced pilot, and although classified DHV 2 ov¢r the entire speed range, this is no wing for beginners or ,,Sunday ·pilots". Just as with its predecessor • the Aerologic, this paraglidcr was developed with a long-term market availabl!ity in mind. Perche intends to build the Sonic for at least 3 years. Compared with its predecessor, the perlormance specifications have also improved markedly. Beside8 the excellent thermal and glide features, the extremely direct and responsive steering is a feamre that sets new standards and not only in this class. Tuchnlcal specs.; Sonic Medium - 54 cells, total take-off weight 60-90 kg, surface area 24.9 m', I L.4 m wing span, DHV 2-3. Sonic I,arge - 58 cells, total take-off weight 85-110 kg, surface area 27 .Sm', 12.I mwing span, DHV 2. Sonic XLarge .' 62 cells, total take-off weight 95-120 kg, surface area 31.1m'. 12.7 m wing span, DHV 2.

As.a.brand-new intermediate paraglider conceived especially for the ,,Sunday pilot" who values handling ease and safety above all else, .the Sensor was introduced in three si:res in nliiJ-1995. With the Sensor, Perche .landed an absolute coup on this market sector (see the test report in Gleitschirmmagazin 12/95). The start and glide features are even suitable for beginners. But in spite of this, the excellent flight data put the Sensor at the top of its class. The canopy can be reliably winch-launched in any flyable wind conditions. The steering is not as responsive as that of the Sonic, but is forgiving of any over-control. With its trim speed of almost 40 km/h, the Sensor is a fast paraglider, with extremely high canopy stability. Technical specs.: Sensor Medium - 37 cells, total takeoff weight 70-95 kg, surlace area 25.9 m', 11.5 m wing span, DHV 2. Sensor Large - 39 cells, total take-off weight 80-105 kg, surface area 28.2 m2, 12.15 111 wing span, DHV 2. Sens<1r XLarge - 41 cells, total take-off weight 95-120 kg, surlace. area 30.5 m2, 12.8 rn wing span, DHV 2.

J Sensor - an intermediate paraglider in a class

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Tele: 303/278-9566 Fax: 303(750-3226 18301 West Coifw: Ave. #S-/01 Golden, CO. 80401 USA

FLY HARD A new video from Viking Films Paragliding and Hang Gliding

GORGEAIR NEWS ew ro North and South America is the complete line of paragliders and aviatio n accessories from Junkers Profly (pronounced Yunkers) of Bohemia (Czech Republic). Pictured above is the Excel II and the Vento Sport (both SHV/FSVL certified). Also available is a complete school glider system featuring the ProPulse (SHV school standard) and the Yoky-JoJo 42-m2 tandem. Dual SHV/FSVL certification ratings were acquired through a convertible sewn riser disabling the sixcm trim, leaving only the speed bar operable. fu the pilot's skill increases the trim can be "unlocked" by an instructor or the piloc. The company's paragliders, harnesses, reserves and skydiving parachutes are built ro high SHV, DHV and Czech civil aviation standards. The products are designed and manufactured in the Czech Republic by Jusrra Srraros aviation specialists. T he Excel II has been successfully tested with a moror, and La

Featuring fo rmer parag liding and hang glidin g worl d champi on Rob Whittall , Chris Santacroce and seven lime world HG aerobatic champion Mitch McAleer. A fl ying trave lin g circus film ed at Po int of the Mount ain . Lake Elsinore. Torrey Pines. No rthern Ca li fo rn ia and Sun Vall ey. See some incredibl e maneuvers. radi ca l fl yin g and never before see n stunt s: THE STAND UP. DO UBLE SPIRAL and Milchs· hang glider ae robat ics show. 35 Minutes. Also avail ab le

Mouette and Ikarus motorized paragliding packages are also available. In 1994 and 1995 the Junkers "JU" logo was frequendy seen in the winners circles of the World and European Paragliding Championships, and the company is off ro a great start in 1996 with a win in the prestigious Austrian "Stubai C up. " Junkers Pro fly will be offering demos at the U.S. and Canadian Nationals, and will host demo days for clubs across North America. You may visit their web page at: http://www.teleport.com/- zlinak. Write or call for a free brochure. Contact: Jay Carroll at GorgeAir (5 09) 4932070, fax (509) 493-2007, e-mail: jamon @gorge. net. The products are imported and distributed by: Junkers ProFly America, Gyro Inc. , 4742 SE Harrison, Portland, Oregon 97215, cel./fax (dealers only) (5 03) 233-6848; Junkers ProFly Canada, 17 10 Main Sr. W . 309, Han1ilton L85 1G6, Ontario, Canada (905) 777-1824, fax 529-836 1.

Paraglide: The Movie Acti on pac ked foo tage film ed on location in the Owens Ball ey during the Paragliding Worl d Cup . 36 Minutes.

be broken. The performance of the canopy was verified by Stefan Kofler, an independent official of the Austrian Aero C lub. The canopy has many cells and very few lines which are made of aramid fiber in five different diameters.

PRO-DESIGN NEWS

T Fly Hard ...... ........ ... .... .... ... .. ....... $-+4 .00 Paragli de : the Mov ie ..... ... .. ..... ... .$39.95 Order both for .... ... ... ... ...... .. ...... $65.00 Postage and handling .... ...... .... ..... .$-+ .00 SEN D CHEC K. MONEY ORDER OR Visa. MC. Amex CC# and EXP. date to:

VIKING FILMS 1754 TRAMWAY DR.

SANDY. UT 84092 USA PHONE (80 I ) 553-9580 FAX (801 ) 572-4193 EMA IL: viki ngfilm @aol.com

10/1 PARAGLIDER! n experimental Pro-Design canopy, the High 80, a bigger version of the High 68, has been certified to have a 10.13/ 1 glide ratio! This glider is not a commercial product meant for sale ro the general public; it was an experiment ro see if the magical l 0/ l barrier could

he Pro-Feel sport class paraglider from Pro-Design has successfully completed DHV certification. The Pro-Feel is now certified DHV II in all sizes. This paraglider is intended for intermediate pilots looking for their second glider, and, according to the manufacturer, provides performance for long cross-country flights without sacrificing security. They comment that the glider's dynamic handling makes the Pro-Feel really fun to fly. You may contact your local ProDesign dealer for a demo flight. The Pro-Design Compact basic/intermediate paraglider has some improved features for 1996. The Compact now comes with factory-installed split A-risers, making big ears more easily accessible. An improved speed system allows effective acceleration with less effort. Look for new "Pro" graphics on the 1996 Compact. Contact: Pro-Design (916) 222-4606, fax (9 16) 222-4640.

PARAGLIDING

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NA$NEWS Pilot Safety Alert - PG Reserve Handle Recall Advised AS is encouraging all paraglider pilots to check their harnesses to see if they use velcro near the reserve handle. NAS factory and dealer testing of harness designs from around the world has disclosed cases in which too much velcro has been used near the reserve deployment pins. Because of overbuilding of some harnesses, the reserve may not deploy properly or at all. Particularly vulnerable are the one, two or three hook-pin retainers used to hold the reserve container flap in place. These represent the majority of harnesses on the market. FAILURE OF THE HOOK PIN RETAINER SYSTEM HAS BEEN IDENTIFIED IN TESTS. This includes NAS's own earlier brand, the Viper Artwing harness, sold from 199 3 on (using the three-pin deployment system). If you are in doubt as to which harness you own, contact your NAS dealer or NAS directly at (303) 278-9566 for a replacement handle that is not affected by velcro. Owners of the 1993 NAS Artwing with the threepin deployment system will be given the handle free of charge. All other harness owners should contact their manufacturer or NAS to receive a replacement handle for a nominal fee.

Aircotec Top Navigator Now Available

he new Top Navigator variometer from Aircotec comes scandard with built-in GPS! It has a generic flat-panel LCD dot-matrix display instead of the fixed LCD display seen on most other varios, which makes the user interface much easier to use than the conventional, obscure button-combination interface. The unit is mostly menu driven. The barograph is noteworthy. Every second during flight the unit stores GPS position, altitude, temperature, true airspeed, speed over the ground and rate of ascent/descem. The unit itself can plot a 20 map of your flight, temperature vs. altitude, and a glider polar, but much more information is available when the data are entered into a PC.

Distributing's CEO, George Greer, said that he was pleased to have Ray back. "Ray, with his commitment to excellence, safety and service, brings the sales and management background we have been looking for to continue expansion of our operations not only around the United States but worldwide." For more information on any of the above items contact NAS Distributing at (303) 2789566, fax (303) 750-3226.

MT. BACHELOR OPENS FOR IUfTm A.SS;STED PARAGUDmNG END, OR, April 10, 1996 - The Desert Air Riders and the Cascade Paragliding Club today announced that Mt. Bachelor is open for lift-assisted paragliding. Under an agreement with Mt. Bachelor, Inc., recreational paragliding will be allowed from the time the ski lifts open in the fall until they close the following summer. Paragliders will launch from the 9,000' summit and land in various areas at the base of the mountain. In order to fly at Mt. Bachelor, paraglider pilots must be experienced in mountain flying conditions and must purchase a paragliding pass from the Desert Air Riders for a fee of $30 per year. The minimum pilot qualifications include membership in the U.S. Hang Gliding Association and a Novice or higher rating, 100 or more flights and high-altitude launch experience. All paragliding at Mt. Bachelor will be done under the supervision of guides appointed by the Desert Air Riders. Pilots wanting more information about paragliding at Mt. Bachelor or wanting to purchase a paragliding pass should contact Desert Air Riders safety director Phil Pohl, P.O. Box 812, Bend OR 97709-0812 (541) 389-4086.

World Champion joins UP Team and Aircotec

urrent World Paragliding Champion Stefan Stiegler announced that he has joined the UP World Team and will be flying the newly introduced Aircorec T-Nav flight instrument. UP and Aircotec products are sold exclusively by the league ofNAS dealers.

NAS Hires Director of Operations

AS is pleased to announce that Raymond Turcek has rerumed to NAS's home offices in Golden, Colorado after a hiatus of seven years. He worked as Director of Operations for the Colorado-based company from 1985 to 1988 when NAS was known as Golden Sky Sails. Ray will help shape the company's national and international image as Director of Operations. N AS

turing paragliding and hang gliding. It was shot on location at: Point of the Mountain, Utah; Lake Elsinore, California; all along the California coast; and in Sun Valley, Idaho. The film features former paragliding and hang gliding World Champion Rob Whittall, U.S. pilot Chris Santacroce, and hang gliding aerobatic wonder Mitch McA!eer. Featured in the film are stunts they guarantee you have never seen before: the stand-up, double spiral, and Mitch's loop-a-thon. Rob Whittall and Chris Santacroce put on a paragliding show around the western U.S. that is not to be believed, and Mitch McA!eer does what he does better than anyone, hang gliding aerobatics. With ground-to-air and air-to-air filming, and custom camera mounts on the gliders, some very unique camera angles were achieved. Fly Hard was shot on the highest-quality 16mm film and incorporates a great soundtrack. Contact: Viking Films, 1754 E. Tramway Dr., Sandy, UT 84092 (801) 553-9580, fax (801) 572-4193.

FA.ffl WORLD WIDE WEB SITE NOW OPEN

he new FA! World Wide Web site address is: http://www.fai.org/ -fail. At this site you will find a wide range of information, including FAl statutes, bylaws and sporting codes, world records, championship results, sporting calendar, dates ofFAI meetings, and other details relating to specific air sport divisions. The information will be updated at regular intervals.

!pine Marine has been granted exclusive distribution rights in the U.S. for FreeX paragliders and accessories. F reeX of Cermany is owned by leading DHV and former Edel factory pilot Christoph Kirsch and designer Rasso von Schlichtegroll. New gliders include the Funiac (beginner), Frantic Plus (intermediate) and Spark (high performance). Alpine Marine is located in downtown Chelan, Washington and has opened a new loft and store which carries paragliding merchandise and accessories, The facilities will also be used for paragliding and hang gliding seminars and clinics, as well as a base for local tours. By summer they plan to offer both paraglider and hang glider sail repair services, Contact: Alpine Marine (206) 432-8900, fax (206) 432-2876.

TELLURIDE ,,..,... •.,._... .__ CL,A:S:i:lilC AND F~S'ii"~VA.L iking Films is currently distributing a new film titled Fly Hard, by Emmy Award-winning director/cinematographer Jeffrey

Fly Hard is an action-adventure flying film fea-

25m3{09 1996 araglide Telluride, the Colorado Cross Country Pilots Assn., and the Telluride Air force are proud to present the Telluride Paragliding Classic and Telluride Paragliding

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MAY/JUNE 1996

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Festival in the beautiful San Juan Mountains of Colorado during the best soaring season. Historically, this time of year offers reliable conditions with very light or no winds aloft. The event will be organized by Scott Maclowery and contest director Nick Kennedy. All meet officials will be paid, and safery will be the prime concern of the contest director. Tasks will be appropriately called and no one will be required to fly in overdeveloped or windy conditions. EMT personnel will be on launch at all times with telephones in hand. Tasks will include open distance, race to goal, triangle, cat's cradle, fish bowl and closed course, with in-air tarp starts. The contest will be scored with the 1,000-point system. Pilots are required to have 35mm cameras but film and processing will be provided. A complete and clear set of iron-dad rules will be given to all pilots. High-quality trophies will be given to the top men and women contestants. The Telluride Paragliding Festival will have its own staff to accompany flyers up the hill to the awesome Gold Hill launch at 12,250' MSL. Evening events and parties are open to all pilots, as are the closing ceremonies and awards dinner. Demo gliders will be available from various manufacturers. The entry fee is $275 for full contest participants and $150 for the Festival. Full USHGA membership is required as is standard safery equipment. Radios that can operate at 151.925 Mhz are strongly recommended. Oxygen refills will be provided free of charge to all contest participants. Contact: Scott Maclowery, P.O. Box 3005, Telluride, CO 81435 (970) 728-4098.

TOR.REV PINES RACE R.ESULTS he Torrey Pines paragliding races were held April 16-21 at this world-famous California flying site. Four events were included. The main event was the one-on-one single elimination Windsprints. The Open Class was won by Cy Fitton on a Challenger C followed by Zack Hosington and Bob Ryan. The Sport Class (intermediate gliders) was also won by Cy Fitton, this time on a Pro-Feel, followed by Lany Friend and Josh Cohn. The Point-to-Pier Race was won by Rob VonZabern on a Xyon, who beat Lee Kaiser by only six seconds. Third was Cy Fitton, who obviously had a good weekend. The Tandem Race event was won by Josh Cohn and Larry Friend on a Pro-Design. Larry also won the Sportsmanship Award which was voted on by the competitors. Photos and a story will appear in the next issue.

- submitted by Meet Director Ken Baier

he Northern California Foot Launched Pilots Assn. (NCFLPA) is pleased to announce Super Clinic '96, a low-cost way for the novice and intermediate pilots to upgrade their skills by attending clinics and seminars hosted by paragliding instructors and accomplished pilots. Those planning to attend include Team Edel, Flight Design Factory Team, Pro-Design USA and many more. Others are invited to display and demo their products. The cost is $75 per day which includes room and board in a bunkhouse-sryle camp. Subjects ro be covered include towing, thermaling, maneuvers, photography, weather and rese1ve parachutes. Sign-offs for all ratings will be offered. Super Clinic '96 is a fund-raising event for the NCFLPA, a non-profit corporation. All proceeds will be used for the promotion of foot-launched aviation and the acquisition and maintenance of flying sites. Last year's funds went into building what is probably the largest man-made launch on the west coast. Contact: Dave Hovis (919) 243-6777 or Butch Garrity (916) 241-2035.

1996 U.S. NATIONAL OPEN PAIRAGUDING CIHAMPIONSR-HPS & FLV=fflN ark your calendars! The Nationals and accompanying Fly-In will be held at Chelan, Washington from July 24-30, 1996. July 31 and August 1 are reserved for rain days. A mandatory meeting for competition pilots is scheduled for July 23 at 7.00 PM. July of 1995 saw Washington State paragliding distance records shattered by pilots flying from Chelan Butte. Travel and accommodation reservations can be made now by calling 1-800-8295448. AAA of Washington is handling rese1vations, but AAA membership is not required. Tell them you are coming to the Paragliding Nationals. You are urged ro make rese1vations early. For additional information call (206) 689-6221 or address e-mail to kurious@halcyon.com.

World Record Flights on Energies

wo Slovenian pilots made world-record flights on Dec. 25 1995. Bojan Marcie flew 337 km and Na! Kraalj flew 306 km. These records are still unofficial.

he RII rese1ve parachute has undergone some changes for '96. Among them are a fully reinforced skirt and fully reinforced seams throughout, as well as a new container and deployment bag.

New Ultra Sport Class Glider

del announces the debut of the Saber. Utilizing half-ribs, the glider sports 62 cells

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and, according to the manufacturer, has created a new "ultra sport" class. The Saber has fewer lines, resulting in minimal drag. The basic requirements for the glider were that it provide enough performance for long cross-country flights, but retain docile, wony-free handling. The Sabet will be available in four sizes from 22 to 28 m 2 projected

New Competition Glider lter testing a number of protorypes, the Edel Sector is finished and will be available in limited numbers. The Secror recently placed second in the Venezuelan Paragliding World Cup. The glider uses a high wing loading for improved performance at speed.

Demos and Clinics del USA will have at least two sales reps on the road all season long in order to demo the complete line of Edel, Firebird and ITV produces. The traveling representatives will also offer a number of clinics throughout the season. Contact Edel USA at (208) 726-1100 for more information.

erolight USA, Inc., importer of Apco Aviation Ltd. paragliders, is pleased ro announce chat anyone flying the new Apco "Zen" competition glider in the 1996 U.S. Nationals, Telluride and/or Lake Elsinore Championships will be reimbursed (cash or goods) for the entry fee. Top American pilots, ranked 1st-15th during the '94 and '95 seasons, will get additional support from the company prior to issuing a one-year contract. For more information contact Jose at Aerolight USA, 1355 NW 93rd Ct. Unit A-105, Miami, FL 33172 (305) 639-3330, fax (305) 639-3055, aerousa@shadow.net.

ABRTEK PAIRAGUDRNG NEWS irtek congratulates Marcus and Starla Salvemini, whose innovation and dedication to paragliding safety have led them to form a new company: Rescue Rockets. Airtek is now being managed by Sebastian Hassell who has ten years of experience in the hang gliding and paragliding industries. He is Airtek's former school manager. The company also welcomes Frank Hill to the team. Frank was the chief instructor at Airborne Paragliding School and holds both UK Senior Instructor and USHGA ratings. Airtek offers a full line of paragliding equipment through their San Diego, CA store and dealer network. Contact: Airtek Paragliding, 4206 Suite C Sorrento Valley Blvd., San Diego, CA 92121 (619) 450-0437 http://www.teleport.com/ ~airtek/ e-mail: airtek@ix.netcom.com.

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PARAGLIDING

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by Bob Hannah, USHGA Paragliding Accident Review Co-Chairman ur first, and hopefully the last, fatality of the year.

Pilot: Age: Date: Site: Experience: Glider: Cause: Injuries:

Pat Austin Not reported, in his 20's? March 21, 1996 The Dumps, Pacifica, California An unrated pilot with less than one year's experience Pro-Design Challenger, in questionable condition Uncontrolled spiral dive, landing on rocky ground Cause of death: massive head trauma

The pilot was observed flying erratically and not in an appropriate manner for the conditions at this coastal site. Winds were reported at 15-18 mph an hour before, and had been increasing all afternoon. Pat was taught the fundamentals by a fellow pilot on an informal basis. His "instructor" was known for unsafe practices which were compensated for by his skill as a pilot. Many felt that Pat was emulating this style, without enough regard for proper pilot safety. His wing was purchased for $300 the year before, and had seen much use by Pat since he acquired it. While its condition may have contributed to his death, the leading cause was carelessness. Pat was flying on an old, slow wing in advanced conditions and in a reckless manner. He was observed spiraling in front of the cliffs just prior to impact, in a possible rotor area. His spirals steepened to the point of impact. His flying style and lack respect for the hazards of our sport contributed to his demise. An instructor who knew him, and who tried to get him to take formal lessons and to fly with safe equipment, commented, "He let money concerns override good sense. He did not listen to good advice, and thought his abilities could overcome the risks."

Of the two reported fatalities in the United States last year, one was at this same site. It is a very popular, heavily used site in the heart of San Francisco. Like many sites, it does not offer as much margin for error as others. My home site, Tiger Mountain, near Seattle, Washington, has 200-foot-tall trees that reach out and grab unwary pilots with alarming frequency. While hard on pilots' egos and equipment, they do save lives by acting as "carrier landing arrest cables." Don't rely on trees to save your life! Why are you in this sport? What do you expect to gain from your participation in paragliding? To be happy reflecting on the highlights of your flying day? Are you really enjoying yourself, regardless of the accomplishments of other pilots with whom you fly? The serious accidents we are hearing about suggest a common theme: pay your dues with proper training and a cautious, responsible approach to learning to fly; not in a hospital emergency room. You are not doing yourself a favor by insisting on possessing a rating (or acting like you do) that you do not deserve. Instructors need to take a harder look at ratings, as certificates of demonstrated accomplishments over time. Time must be spent learning, both on the ground and in the air, in a logical progression of ever-increasing exhibited skill. Time is a fundamental building block that must be in place, along with learning from past mistakes. What can we do to combat this problem? It is something that every pilot can malce a contribution to. 1) When you see a pilot doing something crazy, don't laugh or congratulate him for getting away with it. Tell him it was stupid, and walk away ifhe doesn't want to discuss your opinions about his flying skills. 2) When you can, debrief the pilot as to his thought processes, and see if you can get him to think twice when he finds himself in a similar situation. Perhaps you can approach him through a third party who has better rapport with him. 3) Be the first one to voice concerns about flying conditions, and tell fellow pilots that you will pass until conditions improve. Ask other pilots about their assessments, and try

to raise their "safe piloting awareness." 4) Remember that the true (read sane) definition of a wind dummy is someone who launches first to find out if conditions are soarable, not if they are safe. 5) Don't let a fellow pilot, whose piloting skills you are familiar with, fly an advanced wing he is not prepared to fly. This includes even those "short demo hops." Flying a more advanced wing will not steepen the learning curve, it will just shorten the time before impact. Voice your opinions before the fact, not in a hospital waiting room. 6) Safety equipment is great; the better it is, the greater the likelihood you'll survive an unforeseen catastrophe. But don't rely on it to keep you in one piece! Use your brain instead, and listen to others when they tell you that you may be stepping out of bounds with your behavior. Air bags in cars are great for keeping people alive, but they can still leave people with broken bones and concussions. 7) You don't have to be an instructor or a "paracop" to voice your opinion. Most paracops become one for the first time while leaning over a hospital bed hoping that a loved one or close friend will wake up. Avoid the anxiety and spealc up before it is too late! The overriding sentiment expressed by those who submit accident reports is anger and frustration over not having done what they could to prevent the situation from ever escalating into a life-threatening one. 8) Get formal training. Don't stop taking lessons from competent instructors. A full day oflessons costs less than 30 minutes in the emergency room, and is a whole lot more fun. 9) Take advantage of "informal" lessons at every opportunity. While sitting on launch, initiate meaningful conversation about flying. Ask respected pilots what they would do differently in a given situation. 10) Never stop learning. The beauty of our sport is that every flight is different. The shortest sled ride allows us to test our knowledge and skills, if we approach them as building blocks for future enjoyment of the sport. Remember: making correct fly/no-fly decisions 99% of the time is not good enough! Fly safely. Ill PARAGLIDING

1996

LIDING MERCHANDISE ORDER FORM

UBLICATIONS "SPECIAL HEW PILOT" Magazine. Hang Gliding or Paragliding (circle one). Buy one for a friend! ................... $ 4.95 PARAGLIDING-THE COMPLETE GUIDE by Noel Whittall. Comprehensive, up-to-date, plenty of color photos. $24.95 UNDERSTANDING THE SKY by Dennis Pagen. THE most complete book on micrometerology. 278 pgs ........ $19.95 PARAGLIDING FLIGHT-WALKING ON AIR by Dennis Pagen. Covers all aspect of pg. Over 140 illustrations. $19.95 PARAGLIDING-A PILOT'S TRAINING MANUAL by Wills Wing. Every1hing you wanted to know about pg ....... $19.95 HIGHER THAN EAGLES by Maralys & Chris Wills. Bio. of hg legend Bob Wills &Wills Wing. Hardcover......... $19.95 ACCESS & THE GENERAL AVIATION AIRPORT ENVIRONMENT by B. Moorman. Guide for airport access. $19.95 DOWNWIND by Larry Fleming. Share the experience of over 20 years of hg flight. A true story, well told .......... $10.95 THIE ART OF SKYSAILING by Michael Robertson. Material used in ICP's, including the Charts of Reliability... $ 9.95 RECORD ATIEMPT KIT Includes all official forms needed for national and world record attempts ................... $15.00 DELUXE LOG BOOK 64 pgs. Covering ID, ratings, rules, maintenance, inspection, terminology & more .......... $ 4.95 FLIGHT LOG BOOK 40 pgs. The Official USHGA flight log book ....................................................................... $ 2.95 CERTIFICATION BOOKLETS Document your skill level sign-offs. Specify Hang Gliding or Paragliding ........... $ 1.95

$_ __

VI EOS POINT OF THE MTN (Utah) Video. HG & PG action at one of America's favorite sites. 3D effects (52 min) ....... $29.00 BORN TO IFLY Video. HG action. Meet Larry Tudor & The Green Team, etc. Fly Owens, Sandia, etc. (50 min) $34.95 PARA.GLIDE: THE MOVIE Video. Owen's Valley world competition. Hot action, rockin' soundtrack. (40 min) .... $39.95 CLOUDBASE PARAGLIDING Video. Great intro. to the sport. Meet the hot pilots &fly the hot sites. (36 min). $34.95 HANG GLIDING EXTREME Video. Fly the most spectacular sites in the US. Meet the top pilots (50 min) ......... $34.95 HAWAIIAN FLYIN' Video. HG & PG in Paradise. Amazing launches & awesome scenery! (46 min) .................. $33.00 DAREDEVIL !FLYERS Ill-THE PARA.GLIDERS Video. Join the W.W. gang in scenic Telluride, CO. (50 min) .... $24.95

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!SC~ W1NDS0KT1o1 1.5 oz. ripstop nylon, 5'4" long w/11" throat. Available in pink/yellow or pink/white (circle one) ....... $39.95 WINDSEEKER High Performance hang glider flying model. Too much fun, you'll want to order two ................ $ 3.00 USHGA EMBLEM DECAL Our original logo, in its original colors, on a 3" circular sticker................................. $ .50 USHGA SIEW-ON EMBLEM Our original logo, in its original colors, on a 3" circular patch ................................ $ 1.50 LICENSE PLATE FRAME Chrome plated. I'd Rather Be Paragliding ................................................................ $ 6.50 PARAGLIDING MAGAZINE COLLECTOR BINDER Brown vinyl w/gold lettering ............................................ $ 9.00

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United States Hang Gliding Assn., PO Box 1330, Colorado Springs CO 80901-1330 (719) 632-8300 1-800-616-6888 fax (719) 632-6417

BEGINNER RATINGS Region 2 BAINES, LAURA: Kirkwood, CA; R. Leonard/Adventure Sporn BROWN, TIM: Castro Valley, CA; J. Lucas/Glidell BURKOV, SERGEI: Sunnyvale, CA; J. Lucas/Glide!! CARDWELL, KENDALL: Cupertino, CA; J. Lucas/Glidell COBURN, CHRISTOPHER: Kirkwood, CA; R. Leonard/Adventure Sports HOVIS, JONOTHON: Battle Mountain, NV; E. Hern/Skyn4hi LUONG, QUANG-TUAN: Menlo Park, CA; J. Lucas/Glidell Region 3 OCHOA, RODRIGO: San Diego, CA; G. Derouin/Rocky Mm PG STAR, PETER: San Pedro, CA; J. Gluzinski/Air America WILLE III, CHRISTIAN: El Cajon, CA; D. Jebb/Air California Adventure Region 4 COLLIER, SARMOD: Same Fe, NM; J. Greenbaum/Airtime SF HUGHES, SUZANNE: Albuquerque, NM; K. Mayforth/Paradox UNGNADE, ROBERT: Edgewood, NM; G. Brightbill/Enchantment PG Region 6 KING, AL: Pleasant Hill, MO; N. Stanford/Hill Country PG Region 7 LESNOW, KAREN: Hazel Park, Ml; D. White/Dixon's PG SEARING, MICHAEL: Clarkston, Ml; J. Stenstadvold/Aspen PG Region 10 HAGEWOOD, ROBERT: Kill Devil Hill, NC; B. Kushner/Raven Sky Sports Region 11 LAKE, ED: Katy, TX; N. Stanford/Hill Country PG Region 13 KARAM, JUAN: Mexico,; G. Derouin/Rocky Mtn PG

NOVICE RATINGS Region l BURNS, LEE: Bellevue, WA; S. Rich/Alpine Descents DE LISLE, BEN: Bellvue, WA; M. Chirico/Chirico's Fright School HUEY, JEFF: Bend, OR; P. Pohl/Sky Hook Sprorts LANTOS, TOM: Portland, OR; D. Raybourn/HG PG School of OR MC GARRY, CHRISTOPHER: Portland, OR; L. Pindar/Over the Hill PG TAGGART, TERRY: Gresham, OR; T. Truax/Sky Sports Region 2 BROWN, TIM: Castro Valley, CA; J. Lucas/Glidell BURKOV, SERGEI: Sunnyvale, CA; J. Lucas/Glidell CARDWELL, KENDALL: Cupertino, CA; J. Lucas/Glidell DEETKEN, BRUCE: Reno, NV; R. Leonard/Adventure Sports HOVIS, JONOTHON: Battle Mountain, NV; E. Hern/Skyn4hi

LUONG, QUANG-TUAN: Menlo Park, CA;]. Lucas/Glidell SALMON, PATRICK: El Cerrito, CA; G. Sternik/Skytimes Region 3 BEARDALL, MIKE: San Diego, CA; A. Bendavid/Pelican Soaring Center CHRISTENSEN, CAL: Winchester, CA; J. Gluzinski/Air America LAWLESS, BRIAN: San Diego, CA; J. Ryan/HG Center NOVOTNY, LADIO: Mission Viejo, CA; K. Baier/Airjunkies OCHOA, RODRIGO: San Diego, CA; G. Derouin/Rocky Mm PG SCHOYEN, ROLF: Goleta, CA; T. Truax/Sky Sports Region 4 COLLIER, SARMOD: Sance Fe, NM; J. Greenbaum/Airtime SF FOSTER, MIKE: Denver, CO; D. White/Dixon's PG HOOPES, DEBBIE: Salt Lake City, UT; K.Hudonjorgensen/Two-Can Fly PAYNE, SHARON: Provo, UT; D. Westwood/Fly Away Sports UNGNADE, ROBERT: Edgewood, NM; G. Brightbill/Enchantment PG Region 7 DIETERICHS, TIMOTHY: Clear Lake, MN; W. Laurence/Fly Away PG EPLEY, CLAIRE: Madison, WI; D. Sharp/The Soaring Center WHARTON, KURT: Vicksburg, Ml; D. Sharp/The Soaring Center Region 8 BICKFORD, BILL: Colchester, VT; R. Sharp/Parafly FRECHETTE, JOE: Bethel, CT; Scott Amy/Pro Flyght HI Region 9 FISHER, JAMIE: Malvern, PA; R. Sharp/Parafly Region 10 BACHMAN, ROB: Southern Shores, NC; B. Kushner/Raven Sky Sports ELCHIN, CHAD: Barco, NC; B. Kushner/Raven Sky Sports FIELD, JACK: Ft Lauderdale, FL; D. Hase/Pterodactyl PG RUNGE, DWIGHT: Jensen Beach, FL; R. Sharp/Parafly WEAVER III, H BRUCE: Kill Devil Hill, NC; B. Kushner/Raven Sky Sports Region 12 CONNELLY, THOMAS: New York, NY; R. Sharp/Parafly Region 13 CRUMP, JON: Canada, ; P. Hajek/First Ascent CURYLO, ALEX: Canada, ; P. Hajek/First Ascent CURYLO, DANIEL: Canada, ; P. Hajek/First Ascent EVANGELOS, GIOVANIS: Belgium,; P. Somerset/Torrey Pines Gliderport KARAM, JUAN: Mexico, ; G. Derouin/Rocky Mtn PG

INTERMEDIATE RATINGS Region 1 DONOHUE, TOM: Seatcle, WA; M. Eberle/North Amer PG GOLDER, MARK: Arlington, WA; B. Mickel/Alpine Descents HAUGE, MYRON: Seattle, WA; D. McMillin/Airplay PG

PARAGLIDING

Firebird USA P.O. Box 5715, 301 Bell Drive° Ketchum, ID 83340 (208) 726-1100 ® fax (208) 726-1149 • e-mail: edeiusa@micrnn.net I)

KELLAR, KELLY: Gresham, OR; L. Pindar/Over the Hill PG SAKRISSON, DAVID: Vancouver, WA; S. Roti Region 2 BRUNELL, LEE: Pittsburg, CA; A. Whitehill/Chandelle CASHEN, GREGORY: San Luis Obispo, CA; H. Murphy/Surf the Sky DOUCENCE, VINCENT: Berkeley, CA; J. Lucas/Glidell FREEBERG, JOEL: Albany, CA; L. Friend KUENSTER, TIM: Santa Clara, CA; A. Whitehill/Chandelle Region 3 DAVENPORT, DAVID: Encinitas, CA; J. Gluzinski/Air America FARBMAN, JAY: Santa Barbara, CA; K. deRussy/HG Emporium GOERING, DAVE: Santa Barbara, CA; T. Truax/Sky Sports GROSE, ANDREW: Monrovia, CA; R. Liggett/Topa Topa MEADER, MARK: San Diego, CA; M. Salvemini/Airtek PRATT, MARK: Fillmore, CA; T. Truax/Sky Sports RASMUSSEN, EVAN: Solana Beach, CA; J. Ryan/HG Center SARDARI, FRED: Loma Linda, CA; R. McKenzie/High Adventure

Region 3 BARTON, PAT: La Crescenta, CA; B. England/Aerial Action BURNETT, GREG: Newport Beach, CA; C. Mendes/Compact Wings COX, BRADLEY: Santa Monica, CA; J. Yates CUNNINGHAM, ROBERT: San Diego, CA; F. Lawley/Accelerated Flight PRAIRIE, STEVEN: Santee, CA; K. Baier/Airjunkies SMITH, JESSE: San Diego, CA; F. Lawley/Accelerated FLighr TOMS, JENNIFER: Orange, CA; R. McKenzie/High Adventure Region 4 BOYLE, B.J.: Flagstaff, AZ; D. White/Dixon's PG EICHHOLZ, GERALD: Boulder, CO; D. Frank/Parasoft Region 5 SIMON, EDWARD: Ketchum, ID; G. Smith/Sun Valley PG Region 8 SHARP, RICK: Burlington, VT; F. Anderson/Parafly

MASTER RATINGS

Region 4 BROOKES, EALAN: Aspen, CO; J. Stenstadvold/Aspen PG FOSTER, PETE: Parks, AZ; D. White/Dixon's PG WALKER, JEF: Pleasant Grove, UT; K.Hudonjorgensen/Two-Can Fly

Region 3 BAIER, KEN: Encinitas, CA;

Region 5 YVERNAULT, NICK: Jackson, WY; D. Bridges/Sun Valley PG

Region 4 ALA, ARJAN: Tucson, AZ;

Region 8 JOHNS, BENNETT: Montpelier, VT; J. Nicolay/Morningside FP Region 10 DESANTIS, FRANCESCO: St Petersburg, FL; H. Murphy/Surf the Sky Region 11 GRAY, DAVID: Corpus Christi, TX; F. Anderson/Parafly Region 12 KNUDSEN, MORTEN: New York, NY; F. Anderson/Parafly

TANDEM ONE RATINGS LAN DO-CHIRICO ERIC SMITH STEVE AMY MARY ANNE KARREN

TANDEM TWO RATINGS TIMOTHY MC CLEMENT

ADVANCED RATINGS TANDEM INSTRUCTOR RATINGS Region l BLUMENTHAL, JABE: Seattle, WA; D. McMillin/Airplay PG HIGGINS, RICK: Hood River, OR; J. Yates SMITH, GRANT: Renton, WA; B. Hannah/PG Washington Region 2 KIRIAKIS, BILL: Mill Valley, CA; H. Murphy/Surf the Sky LANGE, JAN: Berkeley, CA; J. Lucas/Glidell REJLEK, PETER: San Luis Obispo, CA; H. Murphy/Surf the Sky

ASHER LEE KAISER TIMOTHY MC CLEMENT TIM NELSON ALEJANDRO PALMAZ SCOTT HARRIS JOSEPH EMM LARS LINDE ALEXANDRE FANDEL

PARAGLIDING

••••••••••••••••••••••••••••••••••••••••••••••••••••••••••

When I think back on my journey from hang gliding to paragliding I realize that there are many more similarities between the two sports than differences, and I learned that those similarities can lead a highly accomplished hang glider pilot to get into trouble.

y first exposure to paragliding, other than brief glimpses from articles and photos in Hang Gliding magazine, was on a trip I made in the summer of 1988. This trip was very important to me since it represented a voyage back into foot-launched flight - a personal minimalist-aviation renaissance. I had been one of the pioneers of modern hang gliding. I starred flying in 1972 and had been heavily involved in the hang gliding movement of the l 970's and early 1980's, then I dropped out for personal reasons and raced bicycles for a while. There came a point at which I realized that I would never win a bicycle race and couldn't afford the personal sacrifice of training 20 to 40 hours a week. I also realized that I missed flying, so I loaded my old hang glider on a pickup truck and headed west, making some flights in Colorado and Utah on my way to Oregon. I saw Fred Stockwell teaching paragliding on rhe South Side of rhe Point of the Mountain in Utah, where he offered to let me fly his paraglider down to the bottom. I had just been flying my hang glider from Mammoth Slide at Telluride, Colorado, and my appetite was whetted for a soaring flight, so flying a big parachute from a 300foor hill down to the LZ wasn't very appealing. I thought about it for a while

and then politely declined. My trip was successful. Contrary to Thomas Wolfe's opinion you can go home again. I resumed flying hang gliders, began reaching again, and even made my first real cross-country flight. In 1990 I flew at the Telluride Fly-In and Aerobatic Meer and watched paragliders fly to almost 18,000 feet, although I seldom flew near them as I was busy woming around rhe valley working toward my Gold Lilienthal Award. My impression then was that paragliders were much improved over the ones I had seen the year before at the Point of the Mountain. Unfortunately, they seemed to have to scratch right in front of the hang glider launch ro get up. I only noticed this because I was in a very long line of hang gliders waiting to get off as soon as the paragliders cleared launch not their launch, our launch. Bur all in all that was the only negative thing I experienced related to paragliding at Telluride. I had heard that one of their number had hit rhe side of Mammoth Slide while scratching and had to be carted off to a hospital, bur this didn't make a negative impression on me because friends and acquaintances being injured was a way oflife in the early days of hang gliding. I saw some more paragliding at the Hobbs cross-country meet in 1991, and I wondered why a pilot would kite a canopy

ABOVE.'}ust after launch at

Buffalo Mountain, Oklahoma. Photo by Lynda Wacht. RIGHT The author launching ojfthe south launch at Packsaddle Mountain, Kingsland, Texas. The hang glider pdots in the background are waiting for conditions to "improve. "Photo by Lynda Wacht.

ABOVE: The author under "canopy" after breaking his arm and glider in flight while under tow.

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in the wind out in front of a hangar instead of going flying. Wills Wing had a team there trying to set a paragliding crosscountry record. Unfortunately, I didn't have long to wonder, since a life-altering event happened to me early in the meet. I broke an arm under tow, lost control of my hang glider and crashed. This put me in the local hospital where I could only listen to the meet on my business-band radio. It was very frustrating to hear pilots talking to their chase crews while cruising along at cloudbase heading for a goal 100 miles away, while I was doing my cruising in a hospital bed. The frustration continued for quite a long time as my arm failed to heal. I went to San Jose, California on a business trip, and watched hang glider and paraglider pilots fly at every flying site I could reach by rental car. I began to wonder if paragliding might offer an opportunity to fly while my arm was healing. At about this time I was hearing stories about top-ranked hang glider pilots who had been getting hurt flying paragliders. I was concerned about this and put a lot of thought into taking up the new sport. But I really wanted to get back into flying again, and I had students who had reached Hang II without ever seeing me fly. I quickly acquired a paraglider and planned a trip to Santa Barbara, California, just 1,400 miles up the block from my home in Allen, Texas. Ken de Russy of the Hang Glider Emporium had offered me paragliding lessons in exchange for one of my hang gliders, and he welcomed me to California like a visiting potentate. He pointed out that we had something in common. We were two of the three remaining instructors from the first group certified by the USHGA. Dennis Pagen was the third. I explained that I knew nothing about paragliding except what I had read in the newspapers, and asked him to treat me like a rank beginner. So we went out to his training hill in Santa Barbara and he started showing me the basics. He told me that ground handling and kiting the canopy was paramount for a beginner; the hourly ratio of canopy kiting to flying should be 10/ 1 until I became reasonably experienced. He then put on as pretty an exhibition of canopy handling as I could imagine, and seemed to delight in kiting his canopy for hours in the LZ and on top of

MAY/JUNE

1996

his training hill. He would do a reverse inflation, switch forward, then switch back effortlessly, while I struggled to bring my canopy overhead without a front-edge collapse. Finally he let me walk up the hill and fly down from part way up. My major mistake was failing to look overhead before launch, since I was used to a wing that stayed fully assembled once it was put together. I also suffered from another typical hang glider pilot fault: I was used to making many minute corrections as I flew, and seemed to be forever jerking on or pumping the brakes. Yelling at me through his trusty power megaphone Ken indicated when to make a correction, and soon I was flying down the hill and landing safely, sometimes even within 100 or 200 feet of the designated landing spot! Shortly thereafter I was flying from the top of Ken's hill, making flights of the same vertical descent as the one I had disdained years earlier at the Point of the Mountain. Somehow, after a year of forced inactivity it seemed like a much bigger deal than before. After learning the basics I left Santa Barbara and drove down to Santa Ana to visit Betty Ffeiffer of High Energy Sports. She advised me that paragliding instructors who came from hang gliding tended to teach entirely differently than those with strictly a paragliding background, and sug-

gested that I get another perspective by taking a lesson from an instructor she knew in San Diego. So I motored farther south to look up Marcus Salvemini. Marcus looked at my logbook and said that he would be happy to work with me, and we headed off with some of Marcus's other students to a training site known as Little Black. We started fairly early in the day, and Marcus soon had me practicing reverse inflations. He showed me how to do a cross-hands inflation which helped me gain more control of the canopy and prevented it from falling on my head. We spent the morning and early afternoon practicing canopy handling and kiting, then, as the day started to mellow out a little, began flying from Little Black's 300foot hill. Marcus was using radios, just as I had started to do with my hang gliding students. I launched from the top of the hill and was making a wide "S" turn to descend to the LZ when I hit a thermal. Marcus immediately told me to pull in about eight percent to correct for the surge, and, knowing I had a lot of thermaling experience in hang gliders, suggested that I turn in the lift. I turned, but found that thermals don't give a paraglider pilot exactly the same clues as to their whereabouts that they do to a hang glider pilot. I didn't take it to cloudbase, but things were slowly becoming more familiar. As soon as I got back to Texas I made an appointment with local paragliding instructors Nancy Stanford and Marie Osowski for some towing instruction. Of all I had learned about paragliding, towing seemed to be most similar to hang gliding. Lockouts, weal(-link breaks, following the towline - all were as familiar and comfortable as an old shoe. Nancy and Marie ran me through their training program just like any other paraglider pilot. Almost every aspect of towing paragliders totally agreed with my hang gliding experience, the differences turning out to be mostly a matter of point of view. My sense of comfort never waned. I finally did catch a thermal and soar. From there I steadily progressed and accumulated airtime, even though my arm started acting up again. I finished my Class I rating, attended an instructor's clinic with my arm in a sling after surgery, and eventually earned my Class II and Instructor ratings. At long last I discov-

Dave preparing •.. for launch at ..• Packsaddle Mtn., • • Kingsland, TX •e The ledge behind • the launch meam : at least three :

people needed to • hold up the •., canopy to get it in the wind flow. Photo by Lynda Wacht.

ered that my hang gliding thermaling skills were useful when paragliding, but it took some time before I learned to turn my paraglider as aggressively in a thermal. I also discovered that paragliders have certain advantages over hang gliders. On a dreary, overcast day with the ceiling about 600 feet over Marshal Peak (a smaller ridge in front of Crestline, California) I took off in my paraglider only to find 600-fpm lift all over the place. I had to find a way to get

down if I wanted to avoid going crosscountry in a cloud. I tried a combination of big ears and my speed bar which worked so well that I soon found myself at about 1,000 feet in front of the mountain. I encountered a thermal and soon was back up above launch. I pulled big ears again and performed a very competent top-landing. I breathed a sigh of relief that I didn't have to thermal up in a cloud to avoid accidentally impacting Crestline Ridge

which extended 600 feet above cloudbase. Then I borrowed a hang glider and discovered that it was even more difficult to stay low than in the paraglider. Using my 20 years of hang gliding experience, and every trick in the book, I managed to get down and land at the LZ 45 minutes after I took off. I came to the conclusion that there are more advantages to flying paragliders than I had thought. When I think back on my journey from hang gliding to paragliding I realize that there are many more similarities between the two sports than differences, and I learned that those similarities can lead a highly accomplished hang glider pilot to get into trouble. A paraglider seems like an easy-to-learn-to-fly hang glider, and it is easy to be deceived into assuming that appropriate flying conditions are similar. One instructor told me, "Paragliding is easy to learn but hard to master." I take this to mean that there are subtleties that have to be learned which are not obvious or easy to teach. In addition, hang gliders can handle a wide range of

conditions that paragliders simply can't. For instance, while no one flying a hang glider wants to hit severe turbulence near the ground, it is seldom true that a pilot can't recover handily from such an encounter on a landing approach. In a paraglider, however, a severe canopy collapse 50 feet above the ground gives the pilot few options. Likewise, it is unlikely that a five-mph increase in wind speed will be really dangerous when flying a hang glider, whereas a paraglider pilot may have no option but going over the back. Hang glider pilots know in the back of their minds that if they need to go five mph faster it may be unpleasant but they have the capacity to do so. This is a dangerous assumption when carried over to paragliding. I got into paragliding after a major injury that caused me to become very conservative. This helped me transition from relying on my hang gliding instincts to keep me safe to acquiring some paragliding instincts. These, of course, aren't really instincts, but learned behaviors that operate at a subconscious level and just pop up to

remind you what to do in an emergency. When I was in the process of learning paragliding I experienced an accidental SOpercent asymmetric collapse. There is no doubt that my preprogrammed hang gliding responses would have availed me naught, but because of practice and mental rehearsal I steered and cleared, turning little and losing at most 100 feet. If I had done anything else I would have been in deep trouble. There are a lot of things you can do wrong in a hang glider if you get dumped and recover just fine, but in a paraglider you must do it right or you're in for a wild ride for sure. I used to like to push the envelope in my hang glider, but pushing the envelope in a paraglider is serious business. There is a lesson here for former hang glider pilots: Paragliders are cute, they're easy to fly, and they're convenient. Forgiving they are not. So why do I fly paragliders if they have these limitations? For one, I do not think paragliders are inherently more dangerous than hang gliders. They just have to be flown within proper limits. Most non-general avia-

tion pilots aren't aware that every airplane has a velocity never to exceed (Vne). Many airplanes can be flown far faster than Vne. When they are, they become considerably more dangerous than any paraglider or hang glider. The Beechcraft Bonanza, designed circa 1948, regularly fell apart in clear air killing all passengers. This was because, when retrofitted with a 265-HP engine instead of its original 165-HP model, the Bonanza could fly about 75 mph faster than was safe. My dad had such a Bonanza. Even with 10,000 hours in warplanes such as the Corsair and Hellcat he never flew his Bonanza faster than 135 mph. I am quite sure that my dad would have survived many years of flying paragliders. But he would have studied the weather before he flew, and been absolutely certain that the wind wasn't suddenly going to increase to 25 mph, and he would have had the training and experience to deal with the ugly surprises that unexpected turbulence can bring. All transitioning pilots should heed the following advice: You learn the limits of your aircraft and you live by them. Ill

~ti,/

1996 U.S. National/Open

Championships N Paragliding & Fly•in • July 24-30 .

helan is o~"5f;he nation's great paragliding sites, evidenced at last year's Nationals/Fly-in, where records were set, "atid fly-in participants posted great cross-country flights and many personal bests. Every year pilots come from around the world to fly the hot summer thermals over Chelan Butte and the flatlands to the east of the Columbia River. Pilots have reached 10,000 MSL. In fact, last year paraglider pilots launching from the Butte flew more than 107 miles into Canada-setting a new Washington state distance record! Plus (and this is a BIG plus) Chelan is also one of Washington state's premier summer vacation areas, packed with family activities: recreational boating, lake cruises, wind surfing, hiking and biking trails, fishing, golf, swimming, shopping and great restaurants. So, if it's a chance for great flying and exciting family fun, register for this year's nationals or fly-in: The vacation you won't forget! We've streamlined accomodations and travel arrangements, using AAA ofWashington. Just call AAA at 800-829-5448 for travel and accomodation assistance. Registration: Competition headquarters for the U.S. National/Open Paragliding Championships & Fly-in will again be at Campbell's Resort in the heart of Chelan on the lake. Please meet at the River Room for registraion and meetings. Competition and Fly-in registration/check-in will begin at 5 p.m. Tuesday,July 23. Pilots' Meeting (required for competition pilots) will be held Tuesday,July 23 at 7 p.m. Fly-in registration is available with a total event pass, or a 5 day pass (Wed.-Sun. or Fri.-Tues.) U.S.H.G.A sanctioning pending. Event Info·Line: For more information about the U.S. National/Open Paragliding Championships & Fly-in, call Paragliding Promotions at (206) 689-6221 or email to kurious@halcyon.com.

REGISTUTION FORM Competition: Unlimited Class competitors may fly any type of paraglider. Sport Class competitors must fly an unmodified paraglider that has been AFNOR certified as Standard or Performance. Pilots must be U.S.H.G.A. rated at least Para 3 or foreign equivalent to participate in either competition class. The National Fly-in is open to all pilots U.S.H.G.A. rated at least Para 2 or foreign equivalent. I am registering for:

D U.S. Open/National Championships, Unlimited Class

0 U.S. Open/National Championships, Sport Class

National Fly-in: D Entire Fly-In: July 24-30 D Five-day :July 24-28 D Five-day: July 26-30

Pilot Name: ---------------------Address: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ City/State/Zip: _ _ _ _ _ _ _ _ _ _ __ Citizenship: _ _ _ _ _ _ _ Telephone: Home ( Age:

Work (

) _ _ _ _ _ Fax (

USHGA #: _ _ _ _ _ Rating: _ _ _ Exp.Date: _ _ _ International Rating: _ _ _ Exp. Date: _ __

In case of emergency, contact: Special medical info. (allergies, etc.)

Phone: (

-------------------------------~

Make, model, size, color of g l i d e r : - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Previous competitions:

-----------------------------------~ Registration fee for tompetltlon lndudes: fun, film, t-shirt, designated social events, shuttle service to launch, and more! Registration fee for fly-In lndudes: more fun, t-shirt, designated social events, shuttle service to launch, access to all U.S. Nationals events & more! Register before May 30 and SAVE MONEY! Early Entry Fee: Competition: $270. Total Fly-in: $135. 5-day Fly-in $90. Register late and pay MOREi Late Entry Fee: Competition: $300. Total Fly-in: $150. 5-day Fly-in: $100.

Ifyou would like to receive meal tickets for guests (July 24 and 27 dinners), please enclose $15.00 per guest per dinner. Meal tickets for children under age 10: $5.00. Amount enclosed:$

(Please make checks payable to Paragliding Promotions)

Credit Card# (VISA or Mastercard): Exp. Date: _ _ _ _ _ _ Signature:_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Name as it appears on card: _ _ _ _ _ _ _ _ _ _ _ _ _

Mail to: Paragliding Promotions, 2508 5th Ave., Suite 194, Seattle, WA 98121 •1S16

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Tiger Mountain, Washington by Craig "CC" Cunningham photos by Lowell Skoog

rents, beautiful views and being with friends. Of course, we are talking about Tiger Mountain and Poo Poo Point, the premier flying site in Seattle, Washington's backyard. Some of my fondest memories are of a summer spent with three other intrepid aviators flying, top-landing and laughing the days away.

+ In 1992 it seemed that we had the

site to ourselves, but that was when a cloudy day meant an empry LZ parking lot. Since then the number of pilots in the Northwest has skyrocketed and it is a rare day when someone is not trying to fly at Tiger. Only 15 miles east of Seattle, you can find the LZ near the ciry of Issaquah. What once used to be a dairy farm and cow pasture is now a Mecca for the weekday pilot. A 45minute drive or a hike 1,600 feet above the valley floor and you arrive at Poo Poo Point, the north launch site.

+ Tiger Mountain is the only flying site within

minutes of Seattle. As a consequence, hang glider and paraglider pilots from the metropolitan area often escape workday duties to play hooky in the foothills of the Cascade Mountain Range. Tiger Mountain works for most wind conditions except when an east component is prevailing. The north launch faces northwest and is usually per-

ABOVE: Steve Bailey at Tiger Mountain with the Seattle skyline in the distance.

\.,,\

feet for high-pressure days when north winds are channeled and usually combined with valley thermals to provide consistent lift along the west flanks of Tiger. The best flying for the south launch is just prior to an incoming low pressure system. That combination of instability and some sun on the south slopes of the mountain very often makes for very good flying. The LZ is located in the valley bounded on the east by Tiger Mountain and on the west by Squak Mountain. When strong north wind conditions exist there is a venturi effect in the valley, and accelerated wind flow in the LZ has surprised many an unwary pilot. Tiger was first flown in 1975 by a group of hang glider pilots who launched from near the true summit which is located well north of the current launch sites. It was 13 years later that the first paraglider pilots ventured to fly the mountain and flew from the narrow, cliff-like launch at Poo Poo Point. Since then, both launch sites have seen many days of heavy equipment work and lots of manual labor by para and hang glider pilots to shape and groom them into first-class launch facilities. In addition, the Department of Natural Resources has built a large parking lot, added benches, a picnic table and a modern composting toilet. On a sunny weekend day you may find 30 or 40 pilots hanging out on launch or in the air. Within the flying community Tiger is a model of cooperation between paraglider and hang glider pilots. We are fortunate to have excellent relations between the Northwest Paragliding Club and Cloud Base Country Club (pilots flying aluminum). With a combined membership of about 400, we share the expenses of maintaining the LZ, launch, and USHGA site insurance for Tiger Mountain. Each club has designated several individuals to act as liaisons with the governmental bodies that own or control the landing zone and launch. King County Parks and the Washington Department of Natural Resources are the two principal agencies with which the clubs work to preserve the continued use of this valuable natural resource. We often have inclement weather in the Pacific Northwest, and even though it usually doesn't rain hard, cloud cover and a slow drizzle may persist for several days. Despite this fact, we manage to fly Tiger

MAY/JUNE

1996

yeat-round and winter soaring flights are not uncommon. However, it is during the spring and early summer months, when the days are longer and the sun angle high, that flights lasting many hours are common. The view from either launch is magnificent, with Mount Rainier dominating to the south and Lake Sammamish and Issaquah being the focus of attention to the north. The north launch elevation is approximately 1,800 feet MSL, and a gain of 500 to 1,000 feet enables one to see breathtaking panoramic views of downtown Seattle framed by Puget Sound and the Olympic Mountain Range. Altitude gains of about 4,000 feet (up to the base of the Seattle TCA at 6,000 feet) are almost routine, and paraglider crosscountry flights of 20 miles a.re becoming ever more commonplace as pilots gain more Don Macy, Tiger Mountain Landing zone. cross-country experience. There have been many memorable flights on which new Tiger CC Cunningham began flying a Cessna Mountain altitude, distance and endurance in 1966. Immediately following Air Force records were set by one pilot or another. flight training in 1975 he became a T-38 Let's talk about those when you come and Instructor Pilot and eventually a Functional visit. But perhaps the more lasting memoFlight Test Pilot. He has owned his own busiries are those of warm Saturday afternoons ness since 1983 and started paragliding in when paraglider and hang glider pilots are 1992. Currently he is a "leisure time" on launch and in the air, each one sharing a Tandem Instructor during the warmer passion for soaring, and, for a brief while, months and a volunteer ski patrol/er in the experiencing the dream of flight. winter. So, if it's a warm spring weekday afternoon with the wind blowing gently from the north, don't bother looking for me at work. Some friends and I will be flying the thermals at Tiger. Please come and join us and we can swap stories and a beer afterwards as we watch the sun set over the Olympics. If you would like a site guide, please send a $15 check made out to NWPC. Mail to: NWPC, Attn: Teresa, P.O. Box l 83, Mercer Island, W.I\ 98040. Ill

he fi1rs t step

toward successful cross-country flying is simply leav_ing the ~ecurity 0~ the local hill and ventunng out mto the wide world. It ., • • • • • • • o • • • o . . . . . . . . . . . . . . . . ., • • • doesn't matter whether an X-C flight ends one or 100 miles from the start point, only that it was attempted. Every flight that ends in a new LZ has the same basic set of requirements: an appreciation of local conditions, constant analysis of immediate air conditions in flight,

PARAGLIDING

and, above all else, a safe place to land at the end of the flight.

FLIGHT PLANNING X-C flight planning is often as or more important than the actual flight. Task committees at competitions set flying tasks every morning armed with the best information they can gather: wind conditions, possible cloud development, barometric pressure, satellite photos, and every other scrap

MAY/JUNE

1996

of information they can muster. As your own task committee, get as much information as possible before setting your task. There are days that simply aren't good for going X-C, so rather than trying to force the day to accommodate your goal, set your goal around what the day has to offer. Assuming it looks reasonable for X-C flying (no thunderstorms forecast for noon or other large-scale problems), a good map of potential routes is essential, preferably one

Photo by AncilNance

with airspace restrictions, mountain ranges, major roads, power lines, railroads and other features visible from the air. Information from any local source about X-C flying always has to be examined with an eye toward who is offering it, but I like to pump local hang glider and paraglider pilots about where they have been and what happened. For example, they may know about a local canyon that turns into a death venturi at noon every day, or where the good thermals are, or about areas where power lines make landing all but impossible. After establishing the general conditions for the day and the area, the next step is to set some kind of goal and state it: 'Tm going to fly from Aspen to Leadville." Even if you don't make your goal you'll still learn something about X-C flying, but you're guaranteed not to learn anything if you boat around with 20 other pilots at the usual hill. X-C flying in a group has its advantages, but it's often difficult to get anyone to go with you. Brealc the herd mentality and go anyway, but try to tell someone generally where you're going in case you don't show up later. In many states a fishing license covers rescue costs for the purchaser; it's a small investment that

can go a long way. Because paragliders go upwind very poorly, upwind flying should be kept to a minimum. Understanding local wind conditions - such as the difference between morning, afternoon and evening valley flow versus predominant winds aloft - can be critical. Using Aspen as an example, the wind usually flows down the valleys in the mornings and evenings and up the valleys in the afternoons, often in direct opposition to the winds aloft. If you're flying X-C in valley terrain, generally plan your flight to go with the winds aloft, but realize that the wind low in the valleys may be very different. The windward side of a high mountain ridge may well be the lee side of a ridge facing the same direction in the valley, and vice versa; it usually only takes getting rotored hard once to appreciate this phenomenon. Let's say the wind is out of the west and you're flying a valley that generally runs from south to north, with the top of it at the north end. It's evening, you're getting low and returning from a long X-C, and you're coming down the valley from the north. A long spine sticks diagonally out into the valley from the east side, it's in the sun, and it's about a perfect glide from where you are now. You know the wind is from the west aloft, so you head for the southContinued on page 40.

PARAGLIDING

Glider Review This comparison ofthe Firebird Genesis Sport and the Nova Xyon is an interesting one, because these gliders are not actually competing in the same market. One ofthe benefits ofthis comparison is the exploration ofthe differences between wings representative ofthe intermediate class and those in the evolving advanced class, although the main purpose ofthis article is to focus on these particular gliders -

what's different about them and how they fly.

Article and photos by Ken Baier

Pilot: Ron Young

The Firebird G-Sport is an intermediate design certified as DHV 2 in the large size chat I flew. The Nova Xyon is certified DHV 2-3 and is marketed as an advanced wing to replace the Sphinx. I flew the 26. The "advanced class" designation seems to be changing such char it does not include competition wings. Gliders like the Edel

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1996

Energy, Airwave Alco and the Xyon seem to define chis class. The Nova Xenon, Pro Design High and UP Shape are competition-class gliders.

IN THE GLIDER BAG The G-Sport came to me with carabiners, protection bag, Firebird stickers, velcro

strap, color-matching sail repair tape and a manual. In an effort to keep everything together I left it all in the bag while I was rest flying. This was a mistake. The result was a mashed manual and stickers and sticky tape stuck to themselves . Keep that stuff separate. The bag is nice with enough room for everything. The manual is quite

should be bigger. The padded instrument pouch is a nice touch.

good and includes a number of interesting tips. Did you know that some insects, including grasshoppers, decay and form an acid that can eat holes in canopy material? Firebird advises leaving your glider dirty rather than washing it with anything, including plain water. Overall this is a good, complete package. The Xyon had just been released and the manual was not yet available. The glider came with the velcro strap, protection bag and a windsock. The multicolored windsock is made of the same material as the wing, so I suggest keeping it for making patches. The bag is good, although it

CONTROL SYSTEMS The G-Sport has a four-riser system supporting 18 lines, while the Xyon has three risers holding 10 lines. Nova is on a kick to reduce the number of lines and their total length in an effort to reduce drag. Both wings use similar double-pulley accelerator systems that work well. Both gliders have pulleys for the brake lines, but I like the Ronstan bearing pulleys on the Nova better because they work more smoothly. The G-Sport brake pulleys are on four-inch leads, which normally I like, but they are attached very low on the risers resulting in a low minimum-sink handle position and the need to hold your hands wide so the pulleys will roll smoothly. Many pilots fly this way; I just find it a bit uncomfortable. THE GLIDERS Both wings feature the state-of-the-art shape and planform that is common to the latest gliders. Befitting its performance level, the Xyon has a shorter chord and

higher aspect ratio. Very few wrinkles could be found on either wing, and I found both to be pleasing to look at. The G-Sport is made of 44 g/m2 Porcher Marine ripstop material that has a pinstripe look and a firm, crunchy finish. The glider uses standard cell construction with lines supporting each of the 43 cells. The Xyon utilizes Carrington 42 g/m2 nylon that has a satin-like feel. It features the V-rib construction that perhaps you've seen on the Xenon which has been out about a year. This construction method permits supporting wider cells with more ribs but fewer lines. If you look at the spec

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chart you'll notice that they claim 17 x 4 cells plus the six that make up the tips. Each cell has a line attachment on each side but ribs dividing it into four openings. The chart also shows that while both gliders have similar pilot weight ranges the Xyon is smaller.

GROUND HANDLING I'm used to high-performance gliders so both of these wings felt very easy to inflate and ground handle. The Firebird really behaves and seems to self-center over your head. It reacts to turbulence relatively smoothly and predictably. The Nova requires better input timing and responds more quickly, but has a reliably solid feel. FLIGHT HANDLING Both companies have done a good job of identifying suitable pilot skill levels for their respective wings. The G-Sport has longer, less sensitive handle travel with less handle pressure, and is less sensitive to the air, as is appropriate for an intermediateclass glider. The Xyon has a tight, sportscar feel with short handle travel and more pressure. When the air moves so does the Xyon, but it maintains a solid, nontwitchy feel. An advanced pilot will appreciate it. Both wings turn well, but the G-Sport likes to stay flat and requires more effort to get it and keep it banked. Once the Xyon is banked it will stay that way more readily. In hang gliding they call this trait "spiral instability" - but don't tal<.e it wrong, it's not bad. On long climbs it's nice to set a glider at the desired bank angle and leave it there. PERFORMANCE The Xyon falls somewhere between the intermediate and competition wings, so it should produce higher speeds, better glide and a better sink rate. I think it does. The only characteristic I was able to prove for myself was top speed: at Torrey Pines I was able to reach 28 mph in the Xyon and 26 mph in the G-Sport. Neither wing gets loose at top speed in smooth air, and I felt comfortable using the entire speed range of both gliders. The G-Sport does exhibit some line vibration at high speeds, but the glider feels so solid that it doesn't matter. An interesting difference is that hands-off the G-Sport is at best glide and requires "chest level" brakes for minimum sink (according to the manual), while the Xyon MAY/JUNE

1996

G-SportL

Xyon26

Start weight .................. 80-105 kg ................................. 85-105 kg Cells ...................... .43 ............................................. 17 x 4 +6 Wingspan (flat) .............. .11.9 m ..................................... .12.56 m Surface area (flat) ..............30.5 .......................................... 29.54 Surface (projected) ............. 28.00 ........................................ 25.63 Aspect ratio ................. .4.5 ............................................ 5.34

Max chord ................... 3.00 m ...................................... 2.845 m

flies at minimum sink hands-off and needs accelerator for best glide.

STABILITY AND MANEUVERS As you'd expect the G-Sport wins here. I found that it powers through turbulence without inducing fear or trepidation. The Xyon never caused any problems, but it is more "reactive" to the air and requires more attention on the part of the pilot. Neither glider gave me the feeling that I needed to brave a spin to produce a tight turn. Both gliders worked their way out of big ears after a short time, but not immediately like a beginner glider would. The G-Sport went straight with a 50% asymmetric and no pilot input, which I found amazing. The

Xyon initiated an easily controlled turn.

CONCLUSION This was a great comparison from my point of view for several reasons. I truly enjoyed flying both gliders. They are goodlooking, sweet-flying wings that handle great, perform great and feel solid in the process. I was able to better define the differences between intermediate and advanced gliders, especially in comparison to my competition wing. And I got all that airtime and had all that fun on someone else's wings! Thanks to Alan at High Gear for the Xyon and Greg at Edel USA for the G-Sport. 1111

Continued.from page 34. west side of the spine, arrive there very low and get hammered because the strong valley flow is pumping down the valley essential from the north. You get rotored into the trees, it gets dark, and you have a lousy walk out.

THE FLIGHT Although it may seem morbid, I repeatedly analyze my current X-C flying situation by asking myself, "What's the worst possible thing that could happen here?" This tool helps me choose what I want to do in light of what could kill me. If there is a set of high-tension wires between me and my next thermal source, then it's key to get enough altitude to clear them. Every paragliding flight involves numerous situations that could be lethal, and being aware of the potential dangers is critical to avoiding them. For example, scratching valiantly all the way down to an LZ is a good effort, but not if it puts the pilot too low to glide to a safe landing area. (It's funny how trees tend to get bigger when you have to glide over them.) Understanding the dangers in every situation also forces the pilot to have a plan. I like to think of X-C flights as a series of small steps that connect individual points into a line ending at a goal. If you fly with a plan and the intent to succeed, you won't get bogged down in indecision until you waffie your way to the ground. Decide what you think will work and then try to do it; if your plan doesn't work you'll at least learn something about what not to do, instead of suddenly finding yourself on the deck for no good reason. Once in flight, always keep an LZ you can effectively use within an easy glide. While X-C gods can get away with diving into areas without LZ's, it's not a good plan to start with. Once you gain altitude and go on glide to your next thermal source (cloud, ridge, whatever), switch from your first LZ to a new one. This process will soon become instinctive, but until it does, LZ's define X-C flying. Like driving an unfamiliar road at night, safe X-C flying demands an extra safety margin for unexpected conditions. An often-heard X-C mantra goes, "When you're high, fly the sky, when you're low, fly the ground." Clouds are usually the best indicators of lift, so try to get to cloudbase and then work from cloud to cloud, paying attention to whether the cloud you're shooting for isn't developing extremely rapidly or decaying. "Fly the sky" just means flying from one cloud or cloud street to another, as determined by how the clouds are developing or dissipating. It's hard to make the switch from looking at the ground for thermal sources to scanning the sky for lift, but the paradigm shift is essential for long-distance flying. While thermaling up under a cloud, remember to look at it frequently; it's amazing how quickly you can go from hundreds of feet below a cloud to finding yourself totally whited out. Plan your last turns to take you to the edge of the cloud, and leave a safe margin so you don't get sucked into it. If you do get sucked into a cloud, radical spiral diving is often the only effective method of escaping the

strong lift. (Also remember that flying near or in clouds is a violation of Federal Aviation Regulations.) As I approach the bottom of a cloud, I like to dump trim, step on the speed bar and, if necessary, pull big ears while blasting out from under it. If the lift is extremely strong, get a bearing on your compass before you hit the edge of the cloud so you can navigate out the side in a worst-case scenario. While it's important to fly the sky, sooner or later you'll either end up low or flying on a day with no clouds. First, while you are high on days with clouds, try to connect the cloud to the ground feature or area that's creating it. Try to find patterns to thermal development in your area for particular types of days: On days with strong winds, thermals more often come off spines, low-wind days generally result in thermals coming from bowls, while areas where multiple ridges come together are often very reliable. Although every pilot has theories about what works for thermals and PARAGLIDING

Scott Amy at Aspen. Photo by Jeffrey Farell.

Jeffrey Farrell at Plan Jeux, France. Photo by the pilot. what doesn't, it's essential to develop your own models and check their accuracy, because in flight you've only got yourself. If you get low, pick a likely spot in the sun - one that meets all your requirements for what a likely spot is and wait for a thermal. If you get to a suspected trigger point and find no thermals but zeto sink, wait and things will probably get better. You wouldn't leave your local site if a thermal didn't come through in 30 seconds, so treat your likely thermal spot the same way. Ridge soaring is a good, but often overlooked trick for staying in the game while flying X-C; you can use valley wind flow on a ridge to soar until a thermal comes through, just be careful to ascertain the wind direction early. Watch the vegetation, dust and trees to determine local wind direction. For example, d1y grass leans over in line with the wind, while leaves flip upside down with the

MAY/JUNE

1996

wind. In addition to establishing wind direction, these changes often indicate that thermals are lifting off near the disturbance. Dry, dark areas of ground produce better thermals than wet, lighter-colored areas, with moisture content being more important than color. For example, dark, dry fields are usually very active thermal generators while green grass seldom is. In general, altitude is safety in paragliding. It provides a margin for error and helps preclude those annoying situations in which you find yourself on the ground while your friends fly overhead at cloudbase. Be patient as the day progresses while flying X-C. Wait for good conditions to develop, and be flexible; it's not only okay but often imperative that you modify your goal as conditions change. The flats generally take more time to start working than mountain ridges, as do deep valleys or shady hillsides. If there's no development for the next 10 miles, get under

a cloud and just wait for the sky to improve. Likewise, unless you're at cloudbase, don't fly over shady areas. Thermals come from the sun, so no sun almost certainly means no thermals.

LANDING Fight to the bitter end to stay up, but always accept your fate early enough that you can still make a good landing in a safe LZ. Allow more room for error than you would at your local LZ. Think about how carefully you looked at your local LZ the first time you flew there, then think about having to evaluate the hazards and problems of a brand new LZ from the air. Look at the ground for lines of telephone poles (visualize the wires running between the poles both in straight lines and at right angles to unseen poles), ridges that could cause mechanical turbulence, ========== drifting smoke, wind on lakes, dust blowing and any other clue you can find that might indicate wind direction and hazards in the LZ. When choosing an LZ from the air, pick one shaped like a runway rather than a square-shaped one. All other things being equal, long and narrow is better than short and wide, because you can line up on final and not worry about having to turn near the ground if you encounter unexpected lift or sink at the last minute. I like to land fast rather than boating around waiting for something bad to happen, especially in strong mid-day conditions. If I'm landing in a baking field I usually pull in two lines of big ears and come in hot, only flaring as my feet almost hit the dirt. I've seen too many accidents caused by pilots coming into an LZ and floating aimlessly around until they get hit by a strong thermal or dust devil close to the ground. Although I'm not sure why, it seems like landing in a field often triggers thermals. A wing in serious big ears coming in fast is extremely stable and more likely to simply slam through small, violent thermals than be slammed by them. If you're committed to an LZ and you suddenly see power lines in your path, it's better to crash downwind, stall your glider, or B-line to the ground than to hit the lines. If the electricity doesn't kill you, falling to the ground probably will. Remember to radio your potential landing position while you are still in line of sight or in communication with other pilots in the air. Your signal goes much farther from 500 feet above the ground than it will once you have landed. Ill

Will Gadd flew more than 1,000 total X-C miles on his Edel Energy during the 1995 season, and hopes to fly many more this year. The opinions above are gathered from his own experience and comments from many other pilots.

EQUIPMENT FOR X.;C FLYING • Awing you f~el totally comfortable wit~. X~Gflring puts enough/demands on apilot's sltills; you don't want to be leirning how to fly a difficult wing. Competition 'Wings do have good glide performance and speed, but it's more important that you trust your equipment if you should find yourself in the lee of a big ridge or landing in a tree-encircled LZ. " A :map of where you're going and where you could conceivably end up, Most hunting stores sell these nifty clearn.1ap holders you can strap.to your leg; I put a cheap compass in this case so I ca.n navigate out of a cloud should I get sucked into one.

" A first aid kit fortified with industriat..strength painkillers. If you crash along way from a road, yoti.r only chance may be to take painkillers to help prevent shock and keep you clearheaded enough to talk to a rescue helicopter. • Radios, both yours and the chase crew's, should have adequate batteries. I like to carry a spare dip of alkalines that I can plug into my radio in an emergency. Agree on a frequency and write it,down so that If the dial gets bumped you. can retrte111ber which channel to use. • A GPS is a great tool for judgingwind speed, la.nd-:. ing position, airspeed and distance. Two :GPS's are . ·especially: handy when flying ()Vet featUt$less areas, one for you and one for the chase vehicle. "Fm over the.hrovvn field" generally won't get yotifetr:ieved, while fatitude and longitude coordinat~ will. • Cell phones are becoming increasingly useful for retrieval, espedally ifyou fly with a list of numbers for all your flying buddies with cell phones. • Water and food, especially water; You qtP walk rwo or three c;layswit:l:i:Qut food,.butyou're deadwithotit water. • Matches, a signal mirror and flag tape are also all

useful.

PARAGLIDING

Careful with that wing!" - - - -----------------------------------~

Editor's Note:jef!Greenbaum will be contributing this column on a regular basis. If you have questions that you would like him to address, you can write him in care of Paragliding magazine or e-mail him directly at airtime@mobius.net.

When a canopy gets soiled, what is the best method far cleaning it? Also, I've heard that getting a paraglider wet does permanent damage to the fabric and its porosity. Is this true?

It is best not to dean a paraglider at all, if possible, but sometimes grit and dirt on a wing can be as bad for the fabric as it is unattractive. There is a solid consensus among manufacturers that you should avoid using any detergent or solvent to clean the fabric. In addition, it is best to avoid "prolonged" contact with water, so the less moisture the canopy comes in contact with the better. One reason for this is that the nylon and polyester fabrics used for paragliders are impregnated with silicones and other compounds to ensure nonporosity. While this chemical process varies

MAY/JUNE

1996

from one manufacturer to another, moisture can interfere with the bonding. Because this may be a less important consideration with some manufacturing processes, the recommendations from your wing's manufacturer should override any of the following comments. Prior to washing the wing as described below it is best to remove grit, dust and debris from the inside of the wing. Many pilots lay the wing out top surface up while lifting the trailing edge and shaking the contaminants out the leading edge cell openings. This works fine, but requires two people to be efficient, and often the grit will stick to the walls of the cells on its way

to the openings and regroup later at the trailing edge. I prefer a different technique. I reach inside each chamber of my wing to the trailing edge and gather the grit and dust into a corner of the chamber. Next, I carefully pull the corner out the leading edge opening and pour it out. This is a lot less awkward, and, for the most part, more efficient. My personal cleaning methods include the use of a damp doth to gently wipe away any substantial areas of mud or dirt. If this is not sufficient for a wing that has a large amount of dust or dirt on it, I believe that it is acceptable to hang the canopy on a clothesline and rinse it off with just water, using a sponge or soft doth to gently wipe away the mud or dirt. Whenever handling a wing it is important to be as gentle as possible with the fabric. (For example, don't pull or stretch it harshly while hanging it on the clothesline.) Following rinsing, the canopy should be dried in a warm, bur not hot location, and, if possible, not in direct sunlight. If there is enough wind you can kite the wing for a much shorter drying time. People have often asked me about advanced maneuvers clinics and whether the frequently experienced water landings will damage their canopies. This question

often elicits different answers from instructors as well as manufacturers. One major manufacturer claims that a wing taking a bath suffers the equivalent of 50 hours of damage to the porosity of the fabric. I've had personal experience with two water landings at such clinics and have not been able to detect any major damage. Of course, I did dry my paragliders within a fairly short period of time following the splashdowns. Probably more important than getting the wing wet is the way it is handled while being removed from the water. If you put tension on the fabric in a harsh manner you can do severe damage to its porosity, so handle the wing very carefully and do not hurry. You don't want to generate large forces with your hands as you remove a wing from the water. Another concern about washing paragliders is the possibility of shrinking lines. The actual core of the line does not shrink, but the sheathing tends to contract when it dries. If it is possible to check the line lengths after washing the glider it is a good idea to do so .. If any of the lines have shrunk, the following is a simpl¢way to re-:lengthen the line sheathing. First, $e'cure the line at one end; At the other end use aho'!Jt 25 potJnds ofweight to load the• line. Afted OtoJ 5 minutes the sheathing should have stretched hack out.· Recheck the length of theHne. . .. ··There is another, more lnsidioµs danger concerning .t wet-wing thatl.h.tve ~Qt dis~ cus~ed;Moi~tµre; 'Yh¢n. leftpa the 9lflopy ..forJonger pedo4sof time, compromise J:lie pornsity(,)£~heriylpn/pplye~tetfabric'.~

can

open and wait until the fabric is completely dry before packing it, If you fly late in the day and condensation forms on the wing, or if you fly near fog and it becomes moist, or if you find yourself in any situation in which the wing becomes damp, be sure to spread it out as much as possible once you get home and allow the moisture to evaporate before repacking. All of the above advice relates only to fresh water. If a canopy is exposed to salt water it will need to be rinsed thoroughly to remove the salt, otherwise, salt crystals will form and internally abrade the fabric and lines.

Good question.It is my opinion that the location of the reserve should not affect the strength of the throw. Whether the reserve is mounted in the back or the front, the windup and throw should be the same. The throw should not be a continuation of the removal of the parachute from its container. It is better to break down your procedure and add a ''windup" between removal of the chute in its deployment bag and the throw. Location of the deployment bag is important for a few other reasons, however. While I am now comfortable with the rearmounted location, I recognize the advantages of front- and side-mounted systems. In light ofrecent deployment Dual hand access to the handle is much problems some have experienced at reserve better than one-hand access. In addition, it clinics, what is your opinion about rearis very difficult to see the handle with the mounted reserves in general? Specifically, do reserve mounted in the rear. In a panic sityou think that it is difficult to get as strong a uation it is best to make eye contact with throw as with a chest- or side-mounted the handle prior to grabbing it. Skydiving reserve? friends have told me that there are many This de.finitely seemed to be the case at documented cases of people gni.bbing the merve clinic I went to a. couple ofyears something other than the reserve handle ago.. Mostpilots with rear,mountedreserves and not realizing it·in the panic of the couU notget a strong enough throw to get moment; Not a good thing! the deployment bagto pop open:Ithink tbe. l currerrtly have a reaMrtounted sys~em reserves would have opened o:kaywith . andpmcticereachingfor thehandleevery enough altitude, but it appearwdthat with ti, once. i11 a while in order to develop meri\al low-altitude deployment thr wea,ker throws and "physiGal" memory of i'ts ·location. My could make the difference betlJJt!en •the pilot • point is. this: Every p.iJot shoU:l~ be very b.quncing and a ,ruccessfult/epifl}/ner,f. .. · .. •. familiar with his own system, and knowits lwould appreciate your opinNn 0~ thi~ .. . st,:en.gths an~ we~esse~. Ip ~dition, ... · issue.· · tM~r7'pilot.shouldanendtr~s~rvepara- .

•. ~/Jac~Kteiohede~)rr~:~;~r~;~.r:.x · .·. . .•

\Vh~ttllis.tneans is,NEVEJ~:LEAVEA .·.·.· MQIST PARAGLIDERJ,lAEJI<liDiJfyou

:ni1tt1i:it:r~~e:;;~~;::~:i~~Y:·· own ip.g his.

res~rve syste~;' • .

.. .

~ash the wing as described above;· leave it

Skytimes Paragliding

HAND-HELD WIND METER Monitor changing wind conditions. Responsive to slightest variation in wind velocity. AIRSPEED INDICATOR Use with optional PATENTED paraglider mounting bracket. Maximize your performance and skill.

In the San Francisco Bay Area. USHGA certified lessons. Tandem instruction. Guided mountain trips including thermal and cross-country training. Radio communications between student and instructor. E-mail switzer@hooked.net PO Box 687, Solinas CA 94924

RUGGED & ACCURATE: Molded of super tough LEXAN ® resin. Stainless steel rod. Calibration traceable to National Institute of Standards and Technology.

Specify; Q~ 9mph or ·5 .l<mlh Airs~ed Indicator $23i50 Paro 'Jider Bracket $6:50

Dealer for Pro-Design

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~ Please tell us how you heard of USHGA USHGA, PO BOX 1330, COLORADO SPRINGS, CO 80901-1330 (719) 632-8300 FAX (719) 632-6417

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RELEASE, WAIVER AND ASSUMPTION OF RISK AGREEMENT In consideration of being granted membership in the USHGA, I , - - - - - - - - - - - - - - - - - - - for myself, my personal representatives, heirs, executors, next of kin, spouse and assigns, do agree as follows: A. DEFINITIONS - The following definitions apply to terms used in this Agreement: I. "PARTICIPATION IN THE SPORr means 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. 2. "MY SPORTS INJURIES' means my personal injury, my bodily injury, my death, my property damage and/or any other personal or financial injury sustained by me as a result of my PARTICIPATION IN THE SPORTand/or as a result of the administration of any USHGA programs (for example: the Pilot Proficiency System). 3. "RELEASED PARTIES' means the following, including their owners, officers, directors, agents, 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); b) Each of the person(s) sponsoring and/or participating in the administration of my proficiency'rating(s); c) Each of the hang gliding and/or paragliding organizations which are chapters of the USHGA; d) The United States Of America and each of the city(ies), town(s), county(ies), State(s) and/or other political subdivisions or governmental agencies within whose jurisdictions I launch, fly and/or land; e) Each of the property owners on or over whose property I may launch, fly and/or land; D All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where I PARTICIPATE IN THE SPORT. 11 AII persons involved 11 include, but are not limited to, spectators, hang glider and/or paraglider pilots, assistants, drivers, instructors, observers, and owners of hang gliding and/or paragliding equipment; and g) All other persons lawfully present at the site(s) during my PARTICIPATION IN THE SPORT. B. I RELEASE, WAIVE AND DISCHARGE the RELEASED PARTIESfrom any and all claims and liability for MY SPORTS INJURIES, however caused, even if caused by the negligence (whether active or passive) of any of the RELEASED PARTIES, to the full extent allowed by law. C. I WILL NOT SUE OR MAKE A CLAIM against any of the RELEASED PARTIES for loss or damage on account of HY 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 non-participant third party liability insurance obtained by USHGA does NOT provide coverage for MY SPORTS INJURIES. D. I AGREE TO INDEMNIFY AND REIMBURSE the RELEASED PARTIESlisted in paragraphs A. 3. d) and A. 3. e) above for their defense and indemnity (to the limited extent that the defense and indemnity are not otherwise covered by collectible insurance) in the event that someone suffers personal injury, bodily injury, death, or property damage as a result of my negligence (whether active or passive) or willful misconduct in connection with my PARTICIPATION IN THE SPORT. E. TERMINATION. I can terminate this Agreement only by either (I) 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 HY SPORTS INJURIESwhich I suffer in whole or in part before the termination of this Agreement. IF. 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 of any other State or Country. G. SEVERABU UTY. 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 VOlUNTARllY ASSUME All RISKS, KNOWN AND UNKNOWN, OF MY SPORTS INJURIES, HOWEVER CAUSED, EVEN If CAUSED IN WHOLE OR IN PART BY THE ACTION, INACTION, OR NEGUGENCE OF THE RELEASED PARTIES, TO THE FULL EXTENT ALLOWED BY LAW. I have read, understand, and agree to the above RELEASE, WAIVER AND ASSUMPTION Of RISK AGREEMENT.

Participant's Signature

Oate MR-12/95

PARAGON PRODUCTIONS SPECIAL INTEREST PUBLICATIONS, PHOTOGRAPHY AND VIDEO

Brains or

Speed?

Paragliding -The Complete Guide The newest addition to the paragliding library. Written and photographed by Noel Whittall. Very comprehensive.

$24.95 Touching Cloudbase Book By Ian Currer and Rob Cruickshank This is the perfect compliment to your lessons. Very informative and educational. This will be a collectors item , when the next edition is printed.

$20.95 Touching Cloudbase Video By Ian Currer and Rob Cruickshank This is an excellent educational video which covers basic ground school subjects. It is meant to work along with your lessons. Do your homework!!

$39.95 Cloud Chart Poster This is the third edition of your guide to the sky. 26" x38 ", full color poster is great for home or office. Look and learn to read the sky.

$12.95 Paragliding the Magazine Back issues; Many are already sold out, ask for our back issue list. Single issues $5. 00 each USA - $8.00 overseas. Boxed set; Vol. I # I to 4 #6 = 16 magazines that are still available. $50. Vol. 5 #1 to 7 #I = 13 available, while supplies last. $50. All prices include shipping. Call Fred & Claudia Stockwell at (541) 582-1467 and use your Visa or Master Card or Send a check or MO, to:

Flying is just lik* riving a car, if yo always drive flat out then you w n't get very far. Th ideal is a kind of ·autopilot: T AV Classic and AV mpetition, for paragliders f nd hang gliders hav ·ust such an ·autopilot; ' a npminal speed computer or optimized Mccready sp~d calculation . Sounds c plicated? Well it isn't. T computer signals o y and acoustical if you should fly faster or slo best glide. Thatl,r,tl'JIV always arrive highe Mccready speed cal lation also takes into accougt the average climb rate i i the thermal. Thus if thEfe are strong thermals or»the other side of the vall u can glide there with a h~ her speed and an increard sink rate. How will yo With brains

flying in the fu

re?

Brauniger ... or

Paragon Productions 8901 Rogue River Hwy. Grants Pass, OR 97527 Phone (541) 582-1467 Fax (541) 582-3522

SERVICE & SALES

PARAGLIDING SCREEN SAVERS Live the Adventure at home or at w ork. Order yours toda y for only $14.95 each.

1 800 905-0985

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

996 USHGA Regional Director Nominations Solicited USHGA is issuing its annual call for nominations to the national Board of Directors. Nine positions are open for election in October 1996 for a two-year term beginning January 1997. USHGA members seeking position on the ballot should send to headquarters for receipt no later than August 20, 1996 the following information: name and USHGA number, photo and resume (one page containing the candidate's hang /paragliding activities and viewpoints, written consent to be nominated and that they will serve if elected). Candidates must be nominated by at least three USHGA members residing in the candidate's region. Nominations are needed in the following regions. The current Directors are listed and their terms will expired December 31, 1996. Ballots will be distributed with the October issue of HANG GLIDING and the September/October issue of PARAGLIDING magazines. USHGA needs the very best volunteers to help guide the safe development and growth of the sport. Forward candidate material for receipt no later than August 20 to: USHGA, PO Box 1330, Colorado Springs CO 80901.

&wt

Current Dire~tQr Gene Matthews Ray Leonard Ken Baier Glen Nicolet Bill Bryden

Randy Adams

William Bennett

GWMeadows

Paul Rikert

l 2 3 4

States within re~ion Alaska, Oregon, Washington Northern California, Nevada Southern California, Hawaii Arizona, Colorado, El Paso, New Mexico, Utah Illinois, Indiana, Iowa, Michigan, Minnesota, North Dakota, South Dakota, Wisconsin Connecticut, Maine, Massachusetts, New Hampshire, Rhode Island, Vermont Washington DC, Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, West Virginia Alabama, Florida, Georgia, Mississippi, North Carolina, South Carolina, Tennessee, Virgin Islands, Puerto Rico New Jersey, New York

The following form is for your convenience.

REGIONAL DIRECTOR ELECTION NOMINATION FORM I hereby nominate_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ as a candidate for Regional Director for Region #

I understand that his/her name will be placed on the Official Ballot for the

1997 Regional Director Election if three nominations are received by August 20, 1996.

~ ~.

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MISTRAL The Swiss Magazine Gleitschirm calls it "The best new standard class or DHV 2 paraglider."

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SUP' AIR

PARAGLIDING ADVISORY Used paragliders should always be thoroughly inspected before flying for the first time. If in doubt, many paragliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. Buyers should select equipment that is appropriate for their skill level or rating. New pilots should seek professional instruction from a USHGA CERTIFIED INSTRUCTOR. PARAGLIDERS ABC AIRSPORTS - (805) 688-0343. AT Miragelarge, 1 flt $1,900. AT Mirage-small, 15 fits $1,650. Advance Omega 27 $999. We take trade-ins. APCO ASTRA 29 - l 70-7.301bs, great intermediate wing. Including Apco adjustable harness w/reserve, new A&B's. All for $1,100. Tony (310) 459-2692. APCO SUPRA 28 - Fast & stable, porosity tested, excellent condition $950. Scott (970) 728-4098. APCO SUPRA 30 - - 28m projected, l 70-250lb range, new March 1994, yellow/white. New lines, trimmers, speed system $1,000 OBO. Call Greg (714) 754-7041. APCO XTRA 30 - Comp wing, 30 hours, weight range 170-2001bs $2,100 OBO. (541) 387-2112. AT MIRAGE 25 - Mint condition, under 10 hours, still crispy, with the latest style harness. $2,300 negotiable. Must sell! (31 O) 838--4630.

FIREBIRD TWIST 25 - Low hours, easy to fly. Includes Firebird Sitting Bull harness and integrated reserve. Mint. $1,500. Corey (303) 399-7970 or cnislow@boulder.colorado.edu

AT MIRAGE 30XL - Excellent Xlarge intermediate wing, <15 hours, crisply new condition. Pilot weight 199-255lbs $2,000 OBO. Scott (510) 569-3100. AVIDTEX IBIS - Beginner/Intermediate wing, 140220lbs pilot weight, glide ratio 6. Includes harness and backpack, only flown five times. Reason for sale: quit flying, price $600. (310) 544-9972 Marion.

FLIGHT DESIGN A4-25 - And A5-22 for medium and small pilot. Call Kristin (509) 925-2190.

BLACK MAGIC II 24 - $500. Condor Tornado 29, 59 cells $1,500 or trade for tandem. (501) 851-4094.

INCREASING WAISTLINE - Forces sale. Edel Super Space 25, l 54- l 98lbs, <30 hours. No rips or whacks, yellow w/chicken logo $1,750. (406) 7219755w Taylor.

COMPACT 37 - Intermediate, excellent condition, low airtime (-·60 flights), Pro Design Vertex harness w/reserve $3,500. (907) 344-8361. EDEL ENERGY - Large 27 meters. Excellent high performance and stable wing. Turq with pink bat wing, speed and crim. 70 hours. Very good condition. Get into Edel's newest comp wing for cheap! $1,600. Visa, MC and Amex accepted. (801) 553-9580.

ITV ATIKS - Performance, good condition $500. Mylar topsurface, 29m projected, 3 lm real. Trim system & new glider bag included. (714) 754-7041 Greg. ITV MERAK 27 - New, never used. Dec. '95. Whice!teal/yellow. $2600. GM! Corp. (516) 6767599.

EDEL QUANTUM - Like new, all green, medium size $2,300 OBO. (509) 326-4937. EDEL SUPER SPACE II -- Large 29 meter, excellent stability and performance! ONLY 5 HOURS!! White with red bat wing, excellent wing, brand new condition. List $3,400, will sacrifice for $2,300. Visa, MC and Amex accepted. (801) 553-9580. FANTASTIC BUY - Edel Space 30, pilot weight 225-285, only 3 hours flight rime with new AT harness, w/full protection and custom chute. Retail $4,500-Sell $2,900. Evenings/Chris (619) 948-5901.

ITV NUNKIE 98 - 11 A's, 1 B, mylar top, will last forever. Recently inspected, great shape. $1,400 w/harness & backpack. Chuck (801) 272-0695. ITV NUNKIE 100- 12.5 hours, excellent condition, pilot weight 75-90kgs $1,200 OBO. (801) 745-2365. ITV NUNKIE 100 - Great intermediate glider, 40 hours, durable mylar sail (yellow/pink). Still looks & flies like new, ITV speedrisers included. Pilot weight 165-198lb. Only $1,300. Call (207) 883-5008.

r------------------------------------------------------------------------------------------------, USHGA CLASSIFIED ADVERTISING ORDER FORM 50 cents per word, $5.00 minimum Boldface or caps: $1.00 per word. (Does not include first few words which are automatically caps.) Special layouts or tabs: $25 per column inch. (phone numbers: 2 words, P.O. Box: 1 word, E-mail or Web address: 3 words) photos: $25.00, line art logos: $15.00 (1.75" maximum) DEADLINE: 20th of the month, six weeks before the cover date of the issue in which you want your ad to appear (i.e., June 20 for the August issue). Prepayment required unless account established. No cancellations or refunds allowed on any advertising after deadline. Ad insertions FAXed or made by telephone must be charged to a credit card. Please enter my classified ad as follows:

Number of months: _____ SECTION O Paragliders O Emergency Parachutes O Parts & Accessories O Business & Employment 0 Miscellaneous O Powered Paragliders O Videos Begin with ______

O Towing IJ Schools & Dealers

O Ultralights o Publications & Organizations OWanted O Harnesses

issue and run for ______

consecutive issue(s). My O check, O money order is enclosed in the amount of$ NAME: ADDRESS: _ _ _ __ CITY: _ _ _ _ _ _ _ __

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

STATE: _ _ _ __

PHONE: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

I I

Number of words: _ __

· - - @$.50 = - - - Number of words: _ _ _ __ _ @$1.00 =- - -

I I

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

I I I I I

L------------------------------------------------------------------------------------------------~ MAY/JUNE

1996

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ITV RUBIS 27 - Perfect first wing to grow with, <45 hours mountain airtime, w/standard harness & backpack. Excellent condition $1,400 OBO. (307) 7391557. MERAK 38 - Brand new, list $3,200, sell for $2,700. Call Dana (617) 293-9931.

------

HARNESSES WOODY VALLEY MODEL- Is now introducing its foll line of unique Italian paragliding and hang gliding harnesses in the United States. For info call Eastcoast Paragliding at (908) 747-7845. Dealer inquires welcome. WANTED

NOVA PHOCUS - Demo $1,200. Nova Sphinx, 12 hours on grass $1,500. Rainbow, only 25 hours $900. Stellar w/new lines $700. Ball M20 $100., demo Ml9E $395. SupAir warm flight suit, medium $150. (714) 979-2449.

TO TRADE -- Thule rack system, bike racks, ski racks, large pod w/all locks for intermediate glider. (406) 721-8882. SCHOOLS & DEALERS

NOVA PHOCUS 126 SIX - Low hours, excellent condition $2,350. Upgrading to Xyon. Afro MicroPanel 2 vario $600 OBO. Call (303) 818-7696 Marie NOVA SPHINX 128-S - '95, light teal blue-white, riser update. Instructor's personal wing. No ground bashing! Nicest one around. Nova dealer selling to buy new Xyon. Less than 25 hours rota! UV! $3,700 list, must sell, asking $2,200. No reasonable offer refused. Trades welcome. Over The Hill Paragliding (503) 667-4557. PRACTICALLY NEW WILLS AT21 - <10 hours, jade, deluxe harness, reserve, windmecer, full-face helmet (medium). Originally $4,200 asking $1,995. (805) 287-3839. PRO DESIGN COMPACT 33 - Beginner/intermediate. Like new, flown 1 hour, perfect condition, crispy, custom yellow color 75-95kg. Cost $3,350 new, will sell for $2,800. Call Bob (415) 588-1975. PRO DESIGN CONTEST 48 - Yellow, 40hrs. Just had annual factory inspection, good condition. Advanced pilots only, 185-225lbs $2,100. Bob (415) 588-1975.

ARIZONA DIXON'S PARAGLIDING - Northern Arizona, 2 hours from Phoenix. Year-round temperate climate=more flyable days. DRIVE UP to 360 degree treeless and rockless launches. Fly down to wide open landing fields. Sand-like soft cinders perfect for beginners.

Advanced rated TANDEM INSTRUCTOR has supervised over 8000 srndent flights to date. One-onone training, state-of-the-art ,raining gliders, 2-way radios, comprehensive ground schooling (with video), flight simularor, tandem. Virtually all kinds of equipment for sale, specializing in EDEL and ITV. Program scudenrs receive videos to enhance training. Kiting, cowing, soaring, mane,1vers, tandem special clinics. BACKPACK MOTORS. Poor flying conditions? Enjoy the spectacular Grand Canyon or Sedona, moto-cross tours, skiing. Great lodging bargains, camping or luxury accommodations. Dave Bridges, US National Champion says, "Dixon's students are extremely well-trained and competent pilots." Dixon's Paragliding, 1500 E Cedar #10, Flagstaff AZ 86004. (520) 526-4579.

PRO DESIGN CONTEST 50 - Comp wing, weight range 180-220lbs, good condition, 120 hours $1,900 OBO. (541) 387-2112.

ARKANSAS

STELLAR 30 - '93, intermediate, newest version, split A's trim system, 180-220 pilot weight, yellow $1,100. Greg (714) 754-7041.

SAIL WINGS - Suppliers of fine flying equipment. PO Box 13335, Maumelle AR 72113. (501) 851-4094 eel/fax.

- - - - - - - - - - - --~~--- - - - - - -

UP VISION - Large, intermediate wing, weight range l 75-200lbs, good condition, 100 hours, $1,500 OBO. (541) 387-2112. WILLS WING 121 - Jade, still crispy--like new, less than 15 hours, includes bag $1,000 OBO. (307) 7429102 MUST SELL! POWERED PARAGLIDERS PARAMOTOR w/harness, 4 blade 250 engine, 10 hours. Ruby 30 glider, harness, backpack and extras. Call after 5:30 cenrral, Jim (405) 691-3878. PRE-OWNED POWERED PARAGLIDERS - I buy & sell all makes. Tom (520) 634-2364.

FAX your classified ad, membership renewal or merchandise order:

(719) 632-6417. We gladly accept VISA and MasterCard.

USHGA certified paragliding & hang gliding instruction. Courses are expercly 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, Pacific Airwave, Wills Wing and others. All skill levels welcome. PO Box 1226, Del Mar CA 92014. (619) 481-7400 Southern California. AIR CALIFORNIA ADVENTURE -- Year round flight tours, one co ten days, paragliding adventures in Southern California & Mexico. Family packages available. First Class hotels, meals & transportation provided.TOURS-EQUIPMENT-SALES-TRAININGCERTIFICA TION-TANDEM-POWERED PARAGLIDERS. Call (619) 670-5322 for details. Check out our web site: http://www3.imall.com/aircal_adventure/ AIRJUNKIES PARAGLIDING - Join Ken Baier for yom Pursuit of Paragliding Excellence in che land of year-around, excellent paragliding: Southern California and the Baja. Courses for Novice, Intermediate, Advanced and Instructor ratings. Powered paragliding, soaring and maneuvers clinics, guided tours, tandem and towing instruction and special events. USHGAcertified. Handling the latest equipment. Call (619) 753-2664 for information. AIRTEK PARAGLIDING - In sunny San Diego. Year-round thermal & ridge soaring, beginner thru advanced instruction, all major brands, phone/fax (619) 450-6696. PLEASE SEE OUR DISPLAY AD. HIGH ADVENTURE - Paragliding, hang gliding school. Equipment, sales, service at world famous Marshal Peak. USHGA tandem instructor: Rob McKenzie. By appointmenr year round (909) 8838488. MAGIC AIR - Paragliding and hang gliding. Located in Northern California. Lessons, sales, service. USHGA certified cowing instruction. Landing and rhermal clinics. (707) 965-0411, (707) 963-3455.

PARAGLIDING

PILOT WISH LIST

ERS - Put your knees in our breeze and soar our 450' sand dunes. FULL-TIME SHOP. Certified instruction, beginner to advanced, foot launch and tow. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. 1509 E 8th, Traverse City MI 49684. Offering POWERED PARAGLIDING lessons & a disrributor for the new JAPANESE unit, the WHISPER. Dealer inquiries welcome. Call Bill at (616) 9222844. Visit our paragliding school in Jackson, Wyoming. Call Tracie at (307) 739-8620. MONTANA BIG SKY PARAGLIDING - Personalized, advanced rated tandem instruction. Sales and service on the finest equipment including Edel, ltv, Firebird, Pro Design, Ball & more! (406) 728-2876, PO Box 7843, Missoula MT 59807.

OVER THE HILL PARAGLIDING - Oregon/SW Washington. Sales, service, beginner-advanced USHGA certified instruction. Nova, Firebird, Apco, AT, Pro Design, SOL, Ball, Flytec, HES Quantum parachutes. Service: full service shop, FAA rigger repairs/mods. Out of state pilots: We have great thermal, coastal and Gorge sires. Call us for info. There is no sales tax in Oregon! New/used gear. Trades welcome. 22865 SE Yellowhammer, Gresham OR 97080. (503) 667-4557, fax (503) 666-6979. Email: othpara.releport.com, web: http://teleport.com/-orhpara/

HILL COUNTRY PARAGLIDING INC - Learn complete pilot skills. Personalized USHGA certified training, ridge soaring, foot & row launching in central Texas. MOTORIZED PARAGLIDING INSTRUCTION & EQUIPMENT AVAILABLE. (915) 3791185. Rt I, Box 16F, Tow TX 78672. VIRGINIA KITTY HAWK KITES -

See North Carolina.

NEVADA ADVENTURE SPORTS - Mountain tours for all levels. USHGA-certified school & ratings. Dealer for all major brands. 3650 #22 Research Way, Carson City NV 89706. (702) 883-7070.

MENTION THIS AD - For $30 off Avocet watches, $50 off Uvex helmets, $50 off Renschler SOLAR Variometers, $10 off Camelbaks, $10 off sweatshirts while supplies last! Several new demo A5's at terrific prices. Call (509) 925-5 565 and ask for Mike Eberle of North American Paragliding.

NORTH CAROLINA KITTY HAWK KITES, NAGS HEAD NC - The world's largest hang gliding school, established in 1974, can now teach you to paraglide. Beginner to advanced lessons offered daily ar the Kitty Hawk Kites Flight Park. Equipment sales and service. RESERVATIONS 800-334-4777 or 919-441-4124. lmerner address http://www.kitryhawk.com email address: hang-glide@outer-banks.com

RAVEN SKY SPORTS - Largesr and most popular in the Midwest. Training hills and winch towing for paragliders. Sales & Service! PO Box 10 I, Whitewater WI 53190. (414) 473-8800. PARTS & ACCESSORIES EDEL Pro Design, Norrh Amercian Paragliding and more! Call Kentuckiana Soaring for your best prices. (812) 288-7111.

OREGON AIRTIME OREGON - Paragliding and hang gliding. Safery=progress and fun. Small classes, new equipment. Dealer for Flight Design, Perche, UP and Trekking, Airtek rockets and lots of equipment and accessories. Year-round shop. Phone/fax (541) 9981220.

HAVE EXTRA EQUIPMENT - That you don't know what to do with. Advertise in rhe Paragliding classifieds, $.50 per word, $5 minimum. Call USHGA for details (719) 632-8300, or fax your ad with a visa/me, fax (719) 632-6417.

Can't afford new equipment? Find great bargains in our classified ad department. MAY/JUNE

1996

VARIO'S: FLIGHT DECKS NEW BALL GRAPHICS PLUS .................. $1,495.00 ......................... w/free Garmin 38 GPS BALL Ml9 ................................... 1994 ......... $337.00 BALL Ml9 ...................... 1995 DEM0 .......... $405.00 AFRO MICROPANEL .................................. $375.00 AIRCOTEC VARIOS ...... $CALL FOR BEST PRICE BRAUNIGER BASIS ..................................... $450.00 BRAUNIGER CLASSIC ................................ $680.00 BRAUNIGER COMPETITION ................... $750.00 MALLETTEC ................................................ $159.95 TANGENT ..................................................... $CALL

Free Hook Knife or Wind Advisory Airspeed with Varios & Helmets. HELMETS REFLEX .......................... FULL FACE.......... $155.00 PANORAMIC ................ FULL FACE.. ........ $149.00 LEE-Fl ........................................................... $230.00 LEE-F2 ........................................................... $290.00 LEE ARC. ....................................................... $320.00 PELLE ............................. FULL FACE.. ........ $150.00 UVEX ............................. FULL FACE.......... $290.00 RADIOS-ALL MODELS AVAILABLE YAESU FT! IR .......................... 5 watt .......... $305.00 KENWOOD TH22 ....................................... $285.00 PTT FINGERSWITCH/HEADSET ............... $89.00 5/8 TELESCOPIC ANTENNA ....................... $20.95 5/8 GAIN DUCKANTENNA ........................ $17.95 EAR TALK-SPEAKER/MIC SYSTEM ............ $84.00 VC22 YAESU VOX/PTT ................................ $58.95 MOBILE ................................. 50 warr .......... $350.00 TUNE UP .w/WARRANTY INTACT.. .......... $35.00 MAXON 2550 ............................................... $349.00 PARACHUTES From HES, Wills Wing WILLS WING LARA ....... w/Paraswivel... ........ $CALL HES QUANTUM ........................................... $CALL OTHER NEAT STUFF HALL PARAGLIDERAIRSPEED .................. $28.95 HOOK KNIFE ................................................ $14.95 TOW RELEASE ................. MASON'S ............ $52.00 AVOCET WATCHES ................................... $115.00

Dealer far Edel, AT, Pro Design, North American Paragliding & More! KENTUCKIANA SOARING 425 N Taggart Avenue Clarksville IN 47129 (812) 288-7111 fax (812) 284-4115 MINI VARIO - World's smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 018,000 ft., fast response and 2 year warranry. Great for paragliding too. ONLY $169. Mallettec, PO Box 15756, Santa Ana CA, 92/35. (714) 966-1240. MC/Visa accepted.

TOWING FOR SALE NEW ATOL - Sryle row winch w/levelwind, 3500' of line, all accessories includes mounting frame, never used. Must sell $2,9999 OBO. Call (619) 450-0437. VIDEOS & FILMS

Windsok. Made of 1.5 oz. ripstop nylon, UV treated, 5' 4" long w/ 11" throat. Available colors fluorescent pink/yellow or fluorescent pink/white. $39.95 (+$4.00 S/H). Send to USHGA Windsok, P.O. Box 1330, Colorado Springs, CO 80901-1330, (719) 632-8300, fax (719) 632-6417. VISA/MC accepted.

POINT OF THE MOUNTAIN by East Coast, hg/pg action at this Utah mecca $29. PARAGLIDE: THE MOVIE by Viking Films. Rock-n-roll world class competition at Owens Valley. Professionally filmed & edited $39.95. DAREDEVIL FLYER III by Tatum Communications. Paraglide with the Wills Wing ream & friends in scenic Telluride, Colorado $24.95. Call or fax USHGA (719) 632-8300, fax (719) 632-6417, please add +$4 domestic s/h (+$5 for two or more videos). Great ro impress your friends or for those socked-in days.

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BUSINESS & EMPLOYMENT OPPORTUNITIES - - - - - - -

PARAGLIDING INSTRUCTORS WANTED Eastcoasr Paragliding Cenrer is looking for paragliding instructors to join its team. For info call Lars Linde at (908) 747-7845. PARAGLIDING INSTRUCTOR WANTED - For growing paragliding program. Raven Sky Sports (414) 473-8800. PUBLICATIONS & ORGANIZATIONS

PARAGLIDING: THE COMPLETE GUIDE - By Noel Whittall. The most complete guide ro paragliding on the market. Over 100 color photographs & illustrations, 200 pages, $24.95 +$4 s/h. USHGA, PO Box 1330, Colorado Springs CO 80901. (719) 632-8300, fax your MC/Visa ro (719) 632-6417. SOARING - Monthly magazine of The Soaring Sociery of America, Inc. Covers all aspects of soaring flight. Full membership $55. Info. kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 88241. (505) 392-1177.

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MISCELLANEOUS FLYING IN THE CANADIAN ROCKIES? Check out "Wasa Lakeside Bed & Breakfast and More". The ultimate resort for pilors and their families. James Swans burg (604) 422-3 551, email: swanys@cyberlink.bc.ca Home Page: http:// cyberlink.bc.ca/-swanys/

STOLEN WINGS &THINGS PACIFIC AIRWAVE RAVE 30 PARAGLIDER Stolen from the LAS VEGAS MAXIM, NV on April 6th, 1996. Solid white glider. Also purple/black "Paradise" harness w/reserve & misc. gear (vario, camelbak, windmeter, etc.) $200 reward for information leading tot he recovery of this equipment! Any help will be greatly appreciated. Contact collect Eric or Sharon Chase (714) 587-1739 or (714) 255-5900, or contact the British School of Paragliding (702) 8966000. -

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NOVA PHILOU 21 PARAGLIDER - New, blue/purple, only one in the US (s/n 6105). Also Kenwood TH-22 radio (s/n 60501515). (714) 9792449. STOLEN WINGS are listed as a se1vice to USHGA members. There is no charge for this service and lost and found wings or equipment may be called in (719) 632-8300 or fax it in (719) 632-6417 for inclusion in Paragliding & Hang Gliding magazine. Please call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

INDEX TO ADVERTISERS

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VIDEOS BOOKS & POSTERS - Call USHGA for your Merchandise order form (719) 632-8300. DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE HANG GLIDING CLASSIFIEDS. CLASSIFIED ADVERTISING RATES The rate for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps. MINIMUM AD CHARGE $5.00. A fee of $15.00 is charged for each line arr logo and $25.00 for each photo. LINEART & PHOTO SIZE NO LARGER THAN 1.75" X 2.25". Please underline words to be in bold print. Special layouts of tabs $25.00 per column inch. AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1 1/2 months preceding the cover date, i.e. October 20th for the December issue. Please make checks payable to USHGA. Classified Advertising Dept. PARAGLIDING MAGAZINE, Classified Advertising, P.O. Box 1330, Colorado Springs, CO 80901-1330 (719) 632-8300 or fax (719) 632-6417 with your Visa or Mastercard.

Our advertisers appreciate your support and patronage. Tell them you saw their ad in Paragliding.

Adventure Productions ........................... 49 Air California Adventure ........................ 38 Alas Del Hombre ................................... 38 Aloft ....................................................... 22 Alpine Marine ........................................ 49 AT Sports ............................................... 55 Ball Varios .............................................. 49 East Coast Paragliding Center ................ 38 Edel ............................................... 2,17,22 Flytec ..................................................... 27 Hall Brothers ......................................... 44 High Gear .............................................. 13 Mini Vario ............................................. 22 Mojo's Gear ........................................... 13 NAS ......................................................... 9 North American Paragliding .................. 19 Pacific Airwave .................................. 24-25 Parafly Paragliding ................................. 38 Paragliding Promotions .......................... 26 Paragon Publications .............................. 47 Pro Design ............................... Back Cover Skytimes Paragliding .............................. 44 Sport Aviation Publications ................... 49 Sup' Air .................................................. 50 UP Paragliding ....................................... 35 USA Aerolight .......................................... 7 USA Brauniger ....................................... 47 USHGA ....................................... 15,45,46 Viking Films .......................................... 10 Wills Wing ............................................. 50

PARAGLIDING