USHGA Paragliding July/August 1996 by US Hang Gliding & Paragliding Association

PARAGLIDING • MAY/JUNE 1996

AIR MAIL

ACCIDENT REPORTS

CALENDAR

RATINGS

THE CAGE True weight-shift control for para.gliders.

EXECUTIVE DIRECTOR'S CORNER

by Joel Greger

CLASSIFIEDS

BIG AIR, BIG SCARE A paragliding adventure. by Paul Klemond

UPDATE THE SWING MISTRAL A review of the latest from Wills Wing. by Dave Westwood:

PARAGLIDING INTERVIEWS: JEFFREY FARRELL A visit with a paragliding filmmaker and photographer by Bill Belcourt COVER: Launching tandem on a WilL~ Wing Swing Mistral. See story on page 28. Photo courtesy Wills Wing.

PARAGLIDING IN COLORADO A Colorado site gu.ide. © by Tim Meehan

1996

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USPS 014-325

JULY/AUGUST

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ISSN 1089-1846

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Gil Dodgen, Managing Editor/Editor-in-Chief 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

-------------------USHGA Officers and Executive Committee: Bill Bryden, President Randy Adams, Vice President Russ Locke, 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 Zeise!. 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 (FAI), 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 exploration and promotion of all facets of unpowered ultralight flight, and to the education, training and safety of its memberhip. Membership is open to anyone interested in this realrn of flight. Dues for full membership are $54.00 per year (of which $15 goes to the publication of Paragliding), ($65 non-U.S.); subscription rates only are $26.00 ($32 non-U.S.). 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 (ISSN 1 089-1846) is published bimonthly by the United· States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903-3657 (719) 6328300. FAX (719) 632-6417. PERIODICAL POSTAGE is paid 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.

PARAGLIDING/HANG GLIDING COMPARISONS Dear Editor, I enjoyed Fletcher Anderson's thoughts on hang gliding from a paragliding perspective (Airmail, March/April). I started flying hang gliders at about the time when the quaint, nearly 20-year-old book he found was published, and I have been flying paragliders for a little more than two years, so I see things from a somewhat different angle. People often ask which I like better. If I had to choose right now I guess I would stick with hang gliders. But fortunately there's no need to be limited to either one. I started flying paragliders so I could be biwingual. A chance to take lessons from my longtime friend J.C. Brown opened up a whole new way to enjoy the air. Regardless of my wing's shape, I soar for the pleasure and challenge of it. It's great to be able to carry an entire flying machine without roof racks, throw it on my back and hike up an 1,800-foot hill in less than an hour, or carry it on a plane with minimal expense and hassle. The short setup and breakdown time is a plus. A wing that can collapse and be reassembled in flight is pretty novel too. It's fun to be a beginner and then intermediate pilot again, and the playfulness is a nice feature. J.C. tipped my scales toward buying a bagwing when he said, "It's pretty hard to take yourself seriously when you're flying one of these." Is paragliding more accessible and spontaneous? It has that reputation, but I'm not convinced. In some ways a paraglider is simpler to fly, but it has serious airspeed limitations, as Fletcher noted. It also gets scary in turbulence that I don't think twice about in my hang glider. I need a bigger field to land a hang glider, but not a lot bigger. From Fletcher's perspective, landing a hang glider is intimidating, but I've landed them in numerous high-altitude fields and can't remember ever flaring at twice my best running speed. A hang glider approaches at a higher airspeed and requires different (not necessarily more difficult) timing, but it also has a more effective flare and ~------- -

JULY/AUGUST

1996

VOLUME

touches down at a much lower descent rate, with better pilot protection. Witness the strong interest in inflatable butt-cushions for paraglider harnesses. Some hikeup sites are obviously out of reach for hang gliders, but other sites rule out paragliding because of cliff launches, obstructions, or flat glides to the LZ. No doubt we're missing something if we focus only on maximizing performance. But nobody forces us to do that. I fly an advanced hang glider (state-of-theart a few years ago), but it's not the fastest, most gee-whiz wing in the sky. I like the way it lets me explore and maneuver in ways that I doubt will ever be possible in a paraglider. At a modest performance penalty, lots of experienced hang glider pilots prefer intermediate wings that launch, land and perform better than the advanced gliders of the early l 980's. They're also simpler to set up. I could fly with a dozen gadgets stuck to my harness and control bar, but I use the same instrumentation for both wings - an altimeterlvariometer. This instrument is smaller, more capable and way more reliable than the antique components it replaces. For cross-country I can add a GPS, a radio and maybe oxygen. Hang gliding or paragliding involve increased complexity only if that's what you want. To the extent that hang gliding has lost spontaneity, that is sad, and it is even more sad that we have so few new young pilots. But anyone who observes us simple hang glider folk in our natural habitat will see that most of us do it for the pure enjoyment and camaraderie of soaring. Maybe part of our PR problem is that we've tried for so many years to live down the era of helmetless, barefoot hippies who crashed and died a lot. Partly due to the pioneering efforts and mistakes of early hang glider pilots, paragliding has avoided negative stereotypes and high initial accident rates. The depiction of hang gliding on TV in the mid '70's was an anachronism by the early 80's, bur that is the image most people still have. Ironic, isn't it, that Fletcher sees the artistry of accomplished musicians. This is hardly what the average person associates with

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7, ISSUE #4

PARAGLIDING

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hang gliding. We could all learn something from Europe, where hang gliding and paragliding seem equally popular with new fliers, and both are healthier than their U.S. counterparts. The public is far better informed and has a more balanced attitude toward foot-launched flight. As a member of both communities I know we can coexist with minimal conflict. Tiger Mountain, the most popular site in the Seattle area, is proof of that. We have plenty to learn from each other and a lot to gain from cooperation. We'll all lose if we divide ourselves in to clans and rely on stereotypes about the attitudes and motivations of the other kind of flier. Instead of sitting on the ground envying people who can fly outside your current range of conditions, why not become biwingual? In the long run, biwinguality isn't even more expensive; twice as many aircraft are required, but they'll only need replacing half as often! Thanks to Mr. Anderson for a thought-provoking letter. I hope I'll never lose the joy and enthusiasm that got me into flying in the first place. And let's not write off hang gliding without taking a closer look at it. Peter Gray Seattle, WA

LEARNING !FROM NEAR MISSES Dear Editor, Pilots need to learn as much as possible from near misses. Recently I watched a friend create a large crater in the snow after getting hit by clearly predictable turbulence. Because of the snow he suffered only a bruised ego. It just as easily could have been a fatality. Fatal crashes get the most attention, but we should pay the same attention to incidents. We have a much greater chance to learn from accidents and incidents than we ever will from fatalities, since it's much easier to interview the most important person involved - the pilot. We need to send in more reports on incidents and

JULY/AUGUST

1996

near misses. Accident reports are required when a prudent person would seek medical attention. Incident reports (in which there is no injury or injuries are less severe) are certainly just as important but may be handled better at a local level. For many pilots filling out an incident report is both embarrassing and time consuming, so they just don't do it. I recommend that those pilots swallow their pride and at least stand up at the next club meeting and relate their stories. Hopefully others won't repeat their mistakes. Bob French Anchorage, Alaska

UNCERTIFIED GLIDERS Dear Editor, We have been asked by a number of pilots to do something about the non-certified gliders being sold in the United States by other companies. We are sure the increase in these requests is due in part to recent accidents that have taken place on non-certified equipment. Specifically, pilots are concerned about canopies that have been introduced into the United States by other companies before actual certification. It is easy to check this. Simply look on the glider for the DHV seal or AFNOR certification placard. If it is not there the glider is not considered certified by DHV or AFNOR, and pilots should be aware that paragliders that are being sold before actual certification are still being modified until actual certification takes place. In other words, the distributor sees what problems are occurring and what complaints pilots have, and corrects them in order to expedite certification and save money. The dangers of non-certified paragliders are twofold. The first is that a pilot is not clear about the flying characteristics of the glider, and may not be aware of how to fly it properly. Without certification

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there is no independent opinion about what class of glider it is or what flight characteristics it has. The second danger is the introduction of non-certified paraglider models with the same name into the used market. Because the glider eventually might be certified, a buyer assumes that what he is purchasing is also certified. In fact, the used paraglider may not even resemble the certified version with the same name. The legal implications of this practice should be obvious. If certification is the standard in the industry and an accident occurs on a non-certified glider, a flying site could be shut down, the paragliding school, landowner and/or pilot using such equipment could become liable, and our already fragile industry could shrink. Therefore, in keeping with the standard in the industry worldwide, and in light of recent deaths and accidents that have occurred on non-certified paragliders, NAS will take another step toward safety and a stronger industry. We first introduced reinforced seam tape, V-tabs and one-inch skirt tape in our reserve canopy systems 10 years ago, and feel it is now time for our company to take another stand for safety in product manufacturing. We have reached an agreement with Trekking, UP, Ailes De K, Perche and Free X, in which only canopies that are DHV, SHV or AFNOR certified will be imported into the United States, and that a sticker or seal will be placed on these paragliders, as required by these agencies, to disclose current certification. This will also include our competition-class paragliders. We encourage all other distributors to do the same, and pilots who are not sure if their gliders meet certification standards to contact the appropriate agencies to determine if they do. In addition, we encourage the USHGA to adopt a policy that will set a suggested minimum standard for product safety. George A. Greer NAS Distributing

Calendar of events items WILL NOT be 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). UNTIL OCT. 31: Region 11 SeasonLong Contest. Sum of best three X-C distances. $10 entry to a USHGA Chapter officer required prior to any flights that count. Flight must originate in Region 11 (Texas and Louisiana). Contact: Jeff Hunt (512) 467 2529. 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: C.B. Schmaltz, Box 564, Hood River, OR 97031 (541) 387-3106, FAX (541) 386-7404, e-mail cent2 l@gorge.net. JULY 20-30: Paragliding Pre-Worlds, Castejon de Sos, Spain. Contact: Anna Lopez at +34 3 7908656 (fax). JULY 24-30: 1996 U.S. National Open

Paragliding Championships & Fly-In, Chelan, WA. Call 1-800-829-5448 for travel and accommodation reservations. For more info contact: (206) 689-6221, e-mail: kurious@halcyon.com. JULY 24-AUG. 1: Chelan County Tour by air during the 1996 Paragliding Nationals with Kari Castle, Dana McMillin and Mike Haley. Contact: AirPlay Paragliding School & Flight Park, Cashmere, WA (509) 7825543.

JULY 27-28: 22nd Annual Crested Butte Aerial Weekend. Balloons, aerobatics, skydiving, paragliding and hang gliding. Contact: Casey 1-800-5454505. JULY 28-AUG. 2: Fly West Hang Gliding

Ltd. Hang Gliding and Paragliding X-C Invitational, 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). Entry deadline May 15. $200 U.S. entry fee payable to Fly West HG. Contact: Fly West HG Ltd., 199 Marlyn Place, Calgary, Alta., Canada T2A3K9 (403) 272-0450, e-mail porteour@cadvision.com. AUGUST 1-7: Oshkosh EAA Fly-In, Oshkosh, Wisconsin. Volunteers are needed for the USHGA tent. If interested call USHGA at (719) 6328300. AUG. 8-11: Eastcoast Paragliding Center

Basic & Advanced ICP. Administrators Lars Linde and Alan Chuculate. Pre-registration required. Contact: Lars Linde (908) 7477845. AUG. 17-18: Region 11 Paragliding and Hang Gliding Tow Meet, Junction, Texas, Kimble County Airport. All levels, types of safe pilots welcome. Dinner party Saturday evening. Contact: Kimble County Chamber of Commerce (915) 446 3190 or Regional Director Jeff Hunt (512) 467 2529. AUG. 30-SEPT. 2: First Annual

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) 2224606. SEPT. 6-8: Thermal Clinic. OCT. 4-6: ICP. Point of the Mtn., Utah. Thermal clinics $280 pre-registered $330 at the door, ICP $300, Tandem $200. Contact: Ken Hudonjorgensen, Two-Can Fly Paragliding, 474 E. Tonya Dr., Sandy, UT 84070 (801) 572-3414. 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 of Directors meeting, San Diego, CA. All members are encouraged to attend! Please send your agenda items in writing to the USHGA office. Contact Karen Simon at USHGA headquarters for information and reservations: (719) 632-8300. DEC. 9-15: Mauna Kea Fly-In, Hawaii. Contact: Paraglide Hawaii, Achim Hagemann, P.O. Box 797, Mt. View, Hawaii 96771 (808) 968-8685. DEC. 14-20: Paragliding and hang gliding winter fly-in, Mauna Kea, HI. Sponsored by Paraglide Hawaii. Contact: Achim Hagemann, P.O. Box 797, Mt. View, HI 96771 (808) 968-8685.

PARAGLIDING

Legal Advisory Panel (LAP) Being Formed by Phil Bachman USHGA txecutive Director ast year saw a tremendous amount of conversation, correspondence, travel, commentary and effort put forth in the area of site preservation. We had some successes and we still have a great number of skirmishes left on the table. Part of last year's learning curve in this area was the successful use of organized opposition and influential acquaintances and partnerships. Rather than wait for problems to hit us in the future, and as additional ammunition for our current site access challenges, we are taking the proactive step of forming a Legal Advisory Panel for the USHGA. The purpose of the panel is to collect a significant amount of professional legal help from the USH GA membership, educate them on the site issues we have been and will be facing, inventory the experience and specialties of the panel members as well as categorize their potential network of influential contacts, and develop the procedures we will use when and if the USHGA becomes mired in a serious battle to save a site or sites. The LAP will be an adviso1y panel made up of interested USHGA members/volunteers from the legal profession who are willing to lend a hand in preserving flying sites. Most of the effort from the panel will be e-mail correspondence and strategy input on approaches to use and people to talk with regarding specific cases. The master plan regarding site preservation is to have the LAP in place along with a constant effort to contact and dialog with other potentially helpful groups, such as the NAA, SSA, state and federal agency personnel, and state and federal congressmen and senators. If you are an attorney or if you can recommend a USHGA member who is an attorney and might consider participating in the LAP, please give me a call. The time requirement will be kept to a minimum in

consideration of heavy professional schedules and demands.

APPROVES FUND SITE

At the October, 1995 Board of Directors meeting the Board reached a consensus that the Executive Director should develop a formal plan of action to place the USHGA in a more proactive position with regard to site acquisition and retention activities. Nineteen ninety-five was a year of considerable activity on the part of the USHGA office in site preservation efforts. This activity generated unbudgeted expenses along the way which were paid for out of the USHGA operating budget. As part of the planning for the future of these site preservation activities, I submitted a proposal at the spring 1996 meeting to allocate specific revenue sources for exclusive use in site preservation activities. The BOD, upon the recommendation of the Finance Committee, unanimously approved this proposal. This action would take these designated revenue sources "off line" and reserve the funds for site activities only. This was done for several reasons. It is difficult in the beginning to suggest a budget to be used for site preservation activities since we do not know what the scope of those activities and their associated expenses will eventually become. However, based on last year's reactive efforts, there will obviously be expenses. For example, in our efforts to get the Kirkridge flying site in Pennsylvania reopened on the Appalachian Trail, we sent out two direct mail efforts, one to get the permit process started and one to influence changes in the proposed hang gliding draft policy put forth by the ATC management. This negative policy had the potential for being adopted not only along the entire Appalachian Trail, which includes 14 states, but also throughout the entire National Park System as well. The combined hard costs of just these two direct mail efforts was $2,469. A budget for the site preservation program will have to be developed in stages as

the plan unfolds and is tested. Although expenses for several elements of the plan can be forecast, others cannot at this point. For instance, we can accurately project the costs involved in sending a direct mail callto-action piece to the entire membership (a ve1y effective method for being heard). We cannot forecast at this time how many times we may want to do this in a given year. We typically don't hear about the problem until it is well underway. Therefore, we have a short planning and budgeting lead time. Additionally, funds for short-notice travel requirements will need to be planned. Some typical uses for these designated funds will include printing costs for letters, labels, handouts, news bulletins, postage and mail house fees for direct mail campaigns, extra magazines and postage for influential friends and sources, travel expenses, and possible committee or LAP expenses. Ultimately, we should also be prepared to pay some legal fees should the need ever arise. As part of this proposal I identified three initial revenue sources to be designated exclusively for site preservation: the residuals received from the USHGA VISA and Telecard programs and the Kosis Fund. The VISA card program has generated the following revenue over the past three years: 1993 - $7,025, 1994 -- $7,597, and 1995 - $7,955. My goal is to promote the use of your VISA card, knowing that the revenue you help generate will be earmarked exclusively for site preservation. To this end, I will be promoting the card to those who do not have one and encouraging current card carriers to remember to use it as often as is practical. The USHGA Telecard program was begun in early 1995 and generated $3,975 in revenue last year. This prepaid long-distance card program is still one of the best deals around and should be used by every USHGA member who makes a long-distance call. I will be increasing the promotion of this program, again, for exclusive use in flying site preservation. The Kosis Fund has been in existence for several years and is named after "Chuck" Kosis. From the USHGA Director's manual, SO P-9-1, "The goals of this Fund are to PARAGLIDING

preserve our valuable flying sites and airspace, and to make their use as safe as possible." Donations to the Kosis Fund over the past two years has been: 1994- $1,730, and 1995 - $1,051. I will follow up with a full article on this Fund in a future issue. I keep a site file binder on my desk to keep track of all current communication on site issues. Presently we are involved in some way with the following flying sites:

Whiskey Peak, WY-

Restricted access to a world-class site and proposed fencing off of the three launch sites. Henson Gap, TN - Proposal to construct a communications tower right behind the launch site. Cannon Mountain, NH - Policy adopted by state regulatory agency requiring a $2 million minimum liability insurance policy only for hang gliding and paragliding. Hobbs Airpark, NM - Plans to build a state prison on the Airpark, location of another world-class flying site. Ellenville, NY -Attempt to restrict access to small rural airport for ground and aerotowing on the grounds that "hang gliding is not a legitimate aviation activity." Marina, CA Attempt to restrict ground and aerotow access to lightly used ex-military base on the grounds that it is not consistent with FAA FAR's. Mount Si, UZ4 - Flying permit was reissued with restricted access and scheduled to be discontinued completely in two years. Big Sur, CA- Continuing access problems with Forest Service and private landowner. Site is presently closed, again.

Rushford Municipal Airport, MN Threat by airport's insurance company to cancel policy if hang gliding is allowed on premises (even though we fully insure the airport through USHGA's policy). I suspect that these examples are just the tip of the iceberg as far as access problems to existing flying sites go. Then there is the second front of attempting to open new flying sites.

JULY/AUGUST

1996

In the months ahead I will be promoting the USHGA VISA card and Telecard programs to encourage increased acceptance and use. Additionally, I will be expanding on the benefits of donations to the Kosis Fund for flying site preservation. I hope all USHGA members will chose to participate. Ill

A Friend of USHGA

Sande by Phil Bachman

Larry Sanderson, Executive Vice President of the Soaring Society ofAmerica, addresses the USHGA Board of Directors at their spring meeting in Colorado Springs.

or the past two years plus, since I began as the Executive Director for USH GA, I have had the distinct advantage of being able to discuss situations and solicit advice from my counterpart at the Soaring Society of America, Larry Sanderson. Larry has been the Executive Vice President of the SSA since 1984 and

has been instrumental in its evolution and modernization into the present, highlyeffective 15,000-member organization. Larry and the SSA have had a long-standing working relationship with the USHGA, exchanging information and assistance on publishing, merchandising, management systems, site preservation and regional, national and international policy issues. Larry graduated from Michigan State University in 1973 with a B.A. in political science. He earned a Masters degree in management from the Krannert School of Management at Purdue University. As an Adjunct Professor of Management at the College of the Southwest, Larry manages to include part-time teaching assignments in his busy schedule in the areas of International Marketing, Principles of Management, and Marketing and Strategic Management. Prior to joining the Soaring Society of America, Larry managed his own firm specializing in marketing, public relations and political organization on the state and national levels for individual and association clients. Larry and his wife, Linda, have four children, Mandy, Angie, Brandon and Steven. Larry has been recognized on the international level for his service on behalf of sport aviation as the recipient of the Tissandier Diplome from the FAI and on a national level as the two-time recipient of the Exceptional Service Award from the SSA for his work in governmental affairs and international competition. Larry has been a great help to the USHGA in assisting us with the many site access issues we are presently having to deal with. Always willing to lend his support, Larry attended the last USHGA Board of Directors meeting in Colorado Springs and participated in several of our committee discussions. He understands the needs of sport aviation enthusiasts as a licensed pilot with a commercial glider rating. On behalf of each of the members of the United States Hang Gliding Association I would like to express our heartfelt thanks and appreciation to Larry and the Soaring Society of America for their continued support and friendship. Ill

uPDATE '\\,~~f! . ", '. This new "Ultra Sport Class" glider made irs debut at the Point of the Mountain Demo Days where ir was extremely well received. Irs combination of excellent sink and glide ar speed, along with irs ability ro make a variety of different rypes of turns, make ir a great choice for a second glider purchase. According ro the manufacturer this inrermediarerared glider is able to perform with current highperformance gliders.

FLIGHT DESIGN NEWS

he German producer of paragliding products has recently released a completely new generation of paragliders and harnesses.

New Pro-Lite Harness

REMEMBERING BOB ENGLAND e were deeply saddened when we heard rhe news of the tragic death of Bob England. Bob was always a pilor to look up to. His love for competition flying starred in rhe early days of hang gliding and carried over into paragliding. Bob was an excellent pilot in both hang gliding and paragliding, a good sportsman in all senses of rhe word, and a respected instructor. His death is a deep loss to the sport. Bob was admired by many, nor only as a pilot bur as a good person. Our sympathy goes our ro his fiancee and family.

- Fred and Claudia Stockwell

he new Pro-Lire harness offers the greatest combination oflighr weight and exceptional back protection ever delivered by a full-fearure harness. The Pro-Lire offers abundant srorage for water ballast, side pockets thar are accessible in flight, a large, adjustable seat board extension to accommodate even the largest pilots, and noticeable light weighr. Full shock-absorbing foam/fiberglass back prorecrion comes standard. The Pro-Lire is equipped with new Srubai "click" hardware on the chest and leg straps.

Hero '!)6 and Protector '!)6 Harnesses mproved for 1996, the Edel Hero and Prorecror harnesses now feature Srubai quick-release hardware on the chest and leg straps. The Hero 96 features an internalized speed system, large srorage areas, and hard-shell polycarbonate/foam back protection. The Prorecror continues in '96 as Edd's roomiest and most padded harness with an exceptional amount of srorage capacity. The Prorecror also comes complete with a hard-shell back prorecror. Both of these harnesses are versarile choices for pilots of various skill levels, &om weekend/recreational ro cross-counrry/competirion.

New Powered Glider From ITV lready very successful in Europe, the ITV Jade is regarded as an ideal powered-paragliding/entry-level paraglider. Ir i characterized by easy launching, light handling and excellent security. The glider is available in rwo sizes, 25.9 and 27.5 m 2 projected, with a weight range of 143171 and 209-253 lbs. total flying weighr respectively. The Jade is certified AFNOR standard and is available now.

MSR Ballast Bags ontacr your Edel USA dealer for a price on the MSR 10-lirer H20 Ballast Bag. This ballisrics-weighr Cordura bag is exceptionally durable and holds water without any tendency ro leak. Ir sports a convenient valve/spout for in-flight dumping ofballasr.

Edel Saber Receives DHV II

T 10

he all-new Edel Saber has passed AFNOR performance in four sizes, and received DHV II in the medium and large sizes.

For more information on any of the above contact Edel USA ar (208) 726-1100, fax (208) 726-1149, e-mail: edelusa@micron.ner.

he B4-VT is a high-performance glider utilizing the new V-rab technology. The internal V-rabs srabilize the canopy like a cross-bracing sysrem within the cells of the glider. This allows a very high aspect ratio of 6: 1 while retaining an extremely srable canopy. The V-rabs, combined with a newly developed profile, give the canopy superb performance characteristics. The glider exhibits direct and responsive handling. Ir is ACPUL certified performance and is available in 23, 26 and 30 square meters. C4-VT his competition glider has ground-handling and in-flight characrerisrics similar ro rhe B4-VT, but even more performance due to the increased aspect ratio of 6.3: 1, and a co mpetition line and riser set. Ir is available in 26 and 30 m2 for serious competition pilots only.

Twin2

he Twin 2 is the successor to rhe A4 Twin and continues the tradition of easy handling and maximum performance established by Flight Design. The technology used to create it was borrowed from both the A4 Twin and A5 Sport, the Flight Design flagship . This ~ider has ACPUL tandem certification, is 44 m , and carries a payload of up to 220 kilograms!

PARAGLIDING

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

XC Pro Harness

he new XC Pro comes in two sizes and has all the desirable features of a modern harness designed for cross-country flying. A deep and comfortable sear with adjustable leg rest, easy-toreach side pockets, and internally routed speed bar system are just a few of the standard features. ABS stabilization and a functional, easy-ro-use rescue system have been perfected for safety. A flexible shell, together with a special shock-absorbing foam used in fighter plane ejector seats, creates an exceptional back protector. For more information about any of the above contact: North American Paragliding, Inc., P.O. Box 4, Ellensburg, WA 98926 1-800-727-2354 or (509) 925-5565, fax (509) 962-4827, e-mail: napi@eburg.com

fee. In addition to the event, NAS will demo new products and hold safety seminars. Get your application and derails soon so you can start practicing the safety maneuvers before the competition.

NAS Limits Dealership Appficatiom AS has announced that after October 1,1996 it will be accepting dealership applications on a special limited basis only. "With the addition of the new companies we represent, in particular Ailes de Kand Free X, we have been swamped with dealership requests," explains CEO George Greer. He adds, "Most areas are now under contract for distribution in the U.S. and we are extremely happy with the caliber of professionals we have signed on. Our regrets to the professionals who were not accepted and encourage them to try again when we reopen the process. " NAS distributing is the largest paragliding distribution company in the U nited States representing Trekking, Perche, Ailes de K, Swing Up, Free X, Aircotec, Finsterwalder and other product lines.

NAS and Alpine Marine Join Forces

NASNEWS Trekking Releases New Perfo1mance Wing AS announces the long-awaited release of their new performance wing by Trekking called the Esprit for '96. It is an ideal canopy for intermediate pilots and represents the natural progression in the Trekking lineup from che Rirn10. As with ocher Trekking produces the Esprit comes with high-quality gelvenor and porcher marine cloth and a two-year warranty at a reasonable price. In addition, the glider is certified ACPUL performance with trimmers, speed bar and mylar leading edge film cloth and mylarreinforced leading edge cell dividers.

NAS Donates New Paragfider For Safety AS will hold the first paraglidin g safety competition on Oct. 4-6 at Point of the Mountain in Utah . The winner will receive an upgraded Trekking paraglider. Only 25 Beginner and Intermediate pilots (Pl, P2, P3) will be accepted (no advanced wings or pilots). The event is based on an assigned point system for each safety task, such as unassisted takeoffs and spot landings. Derails and applications are available from NAS or any NAS dealer. Pilots flying Trekking, Ailes de K, Swing Up, Perche or Free X gliders will be admitted free of charge. Other pilots may enroll but must fly an NAS paraglider which will be provided for a nominal

JULY/AUGU ST

1996

!pine Marine, the Seattle-based importer for Ailes De K, Free X, Swing Up and North American Sporrs (Trekking, Perche and UP) have reached an agreement to combine distribution efforts in the United States market. The arrangement grants access of all six paraglider lines to each company. Alpine Marine is granted the exclusive rights to NAS paragliders in the Pacific Northwest and NAS is granted rights to the rest of the U.S. "Although this will have very little impact on our dealer srrucrure it will have a significant impact on the customer's ability to choose," explains NAS's operations manager, Ray Turcek. Alpine Marine's CEO, Christian Mulack, goes further to state, "This is a natural progression in the commitment both our companies have demonstrated to provide all customers with safe, fair-priced and well-finished paragliders. " All inquires from Washington, Idaho, Oregon and B.C. Canada are handled by Alpine Marine at (206) 432-8900. Those in all other areas may contact NAS directly. For more information on any of the above contact NAS at (303) 278-9566.

JOE GLUZINSKI JOINS SWING TEAM illsWingis happy to announce the addition of Joe Gluzinski to the Wills Wing/Swing paragliding team. Joe, currently ranked fifth among competition pilots in the U.S., will be flying the Swing Nimbus in compe-

Fe aturing fo rmer parag liding and hang glidin g world champion Rob Whittall, Chris Santacroce and ,even time world HG aerobatic ch ampion Mitch McAleer. A fl ying traveling c ircu s filmed at Po int of the M ount ain. Lake El sino re, Torrey Pi nes . Northern Cali fo rnia and Sun Valley. See some incred ible mane uvers. radi ca l fl ying and never before see n stunts: THE STAND UP. DOU BLE SPIR AL and Mitchs· hang glider aerobati cs show. 35 Minutes. Also avai lable

Paraglide: The Movie Acti on pac ked footage film ed o n locati on in the Owens Ball ey duri ng the Paraglidin g Wo rld Cup. 36 M inutes.

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titian in 1996 and will be representing the entire Swing line to dealers and customers. J oc has been flying paragliders since 1989, has logged 1,500 hours and is a USHGA Tandem Instructor.

ari Castle, Women's World Hang Gliding Champion, has joined the Airwavc Team. Kari, who won the Women's World Hang Gliding Championships in Australia this year, will be flying a Klassic with Winglets in key competitions. As an avid promoter of paragliding, Kari will be flying and demoing the entire line of Airwave paragliders. Pacific Ai1wave Inc., in Marina California, will be her base of operations for her primaiy role in promotions and market development. Kari's main interest is in working with flight schools to develop sales programs while assisting rhe sport's aspiring professionals in the development of new business ventures. "By working as a direct link between Ai1wave customers and the factoty I feel I can make a significant contribution to the sport I love," she commented. Educational pilot seminars is another area in which Kari will be working. She states, "I enjoy promoting the sport through the education of pilots and the public. I have a strong desire to help the sport of paragliding become safer without having to repeat what we experienced in the early days of hang gliding: injuries, deaths and flying in dangerous conditions at competitions. With the support of Airwave and their commitment ro safcry, fun and performance I look f01ward to being able to share my 14 years of experience with others."

THE U.S. ervures, an innovative French company located in the Pyrenees area of southwestern France, has brought to market a new soaring craft which combines some of the features of hang gliders and paragliders. The aircraft uses an integral suprone harness attached by a single hang point to a lightweight aluminum structure (a "cage"). The cage replaces the riser, brake, trim tab or speed bar system of a paraglider and controls all suspension lines to the canopy simultaneously. The lightweight cage folds quickly to roll up with the canopy for storage in the carry bag. The flight system underwent six years of extensive testing prior to production. The glider is flown in a low-drag, suprone position with finger-tip control on the cage handles. The single hang poim results in turbulence affecting the wing but nor the pilot. This feature, combined with the suprone harness, results in a greater degree of comfort than previous foot-launch systems. Since turns and pitch control arc coordinated by changing the angle of attack through the cage (rather than braking) there is a significant improvemem in performance and stability. L,ndings are per-

formed with a flare movement similar to that used in hang gliders. "Big cars" arc performed using a single overhead handle. The "cage" is an active piloting system requiring instruction. It will be introduced in the U.S. through a series of clinics held in the San Francisco Bay area later this year. Jean-Louis Darlet, designer of the cage (and the French Connection for hang gliders) and another Nervures instructor will conduct the clinics. The clinics are designed for instructors, dealers and advanced pilots. Each clinic will be a hands-onthe-cage, at-the-site event, and will be coordinated by Joel Creger of Cage USA. Contact: Joel Greger, P.O. Box 273125, Concord, CA 94527 (51 O) 741-8288, fax (510) 7 41-7 436, e-mail: Cage2 U SA@aol.com. '[ 'he Web page address for cage enthusiasts is http://www.univ-pau.fr/ ~ puiseux/Cage.htm. An in-depth rmicle on the cage will appear in the ju~y/August issue of Paragliding magazine. - Ed

he FAI/CIVL has created mailing lists to promote international communication among the airspons. This will hopefully become a self-help network for national airsport associations. They include: ciam-info-1 cia-info-1 igc-info-l cima-info-1 civl-info-1 gac-info-l ipc-info-1 civa-info-1 icare-info-1 cig-info-1 ciaca-info-1 cimp-info-1 ciea-info-1 envir-info-l

(aero modeling) (balloons and airships) (soaring) (microlights) (hang gliding and paragliding) (general aviation) (parachuting) (aerobatics) (astronautic records) (roror crafr) (amateur-built aircraft) (medical/physiological issues) (aerospace education) (environmental issues)

If you wish ro subscribe to any of these lists you need to send a message to the corresponding request@fai.org address. For example, if you wish to subscribe to cia-info-1, send a message to ciainfo-l-request@fai.org mentioning "subscribe" in the subject field of your e-mail message. NOTE: The -1 stands for-Lin lower case.

SHGA is soliciting award nominations in the following categories. Keep in mind that there is no limit to the number of Commendations and Special Commendations given each year. Send your writren nominations to the USHGA office before the fall 1996 Board meeting.

Presidential Citation - This is the USHGA's highest award, and may be awarded to members and non-members who have made a significant contribution to the sport. The contributions need not have been made during the previous year. Chapter of the Year- This award provides an opportuniry for the Association to recognize the USHGA Chapter club that has conducted successful programs which reflect positively upon the Chapter and the sport. Activities include, but arc not limited to: site procurement, development and retention, safery, membership development, and beginner and novice programs. Newsletter ofthe Year-This award recognizes an outstanding club publication that has been supportive of the sport and the sponsoring Chapter's activities. The award is based on service to members, layout, article variery, safery promotion, and promoting the sport. Special Commendations- Special Commendations are awarded to non-members and organizations who have done exceptional volunteer work that has significantly enhanced and promoted the sport in the United States. The Special Commendation is a way for our organization to recognize landowners, drivers, restaurant owners, government officials and other good ole boys and gals who have contributed in a nonmember capaciry during the year. Commendations - Commendations are awards to USHGA members who have contributed ro hang gliding on a volunteer basis in any number of areas, including site development and retention, competition organization, public relations, heroic rescue efforts, and/ or basically getting off their duffs and doing something for someone else's enjoyment of flying and the promotion of the sport. NM Safety Award & USHGA Exceptional Service Award - The NAA Safery Award is given to an individual who has contributed to safery promotion. The USHGA Exceptional Service Award is different from the Presidential Citation in that this award recognizes outstanding service to the Association.

his year's 1996 Annual Aspen Fly-In will take place over Labor Day weekend (Aug. 30-Sept. 2) Aspen Paragliding will host the fly-in with Parapentc Aspen. Details forthcoming. Aspen Paragliding, Inc. has undergone a change of ownership and management. Chuck Smith has teamed up with Dick Jackson. The "remodeled" school has the same address and phone number. In addition to incredible tandem flying from Aspen Mountain the school will offer continued/advanced education, private tandem instruction and international excursions. Aspen Paragliding will continue to be a full-se1vice dealer canying the finest paragliding equipment.

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In addition to Chuck and Dick, tandem instructors Dave Frank, Alex Palmaz, Kelly Davis, Zach Hoisington, Josh Cohn and Chris Blachly will be flying with Aspen Paragliding this summer. Ric Harris and Jon Kelly, among others, will be assisting. Aspen Paragliding programs include: refresher courses (including a tandem flight), first aid/rescue training, continued education (evening seminars), reserve repacking sessions, accessory installation, and glider/harness inspection. Contact: Paulina Vander Noordaa, Aspen Paragliding, 425 So. Spring Street, Aspen, CO (970) 925-7625, fax (970) 925-7710, e-mail: paulina@rof.net

SAFARffl SKY TOURS ohn "Ole" Olson of Phoenix, Arizona and Eric "Cabron" Rassmussen of Valle De Bravo, Mexico are pleased to announce ns to resurrect Safari Sky Tours. Paragliding and hang gliding tours will begin in December of '96 and continue through March '97, possibly into April. These complete tours include seven days of flying, hotel accommodations, transportation to and from launch and bilingual guide service. With their previous experience as flying guides in tropical Mexico, Olson and Rassmussen have the credentials to offer a quality recreational and cultural mid-winter vacation. The flying season in the central Mexican highlands is Thanksgiving through Easter, when the weather gets hot, doudbase is high and there are booming thermals at El Penyon de! Diablo (Rock of the Devil). Included in the plans are separate vehicles devoted specifically to paraglider and hang glider pilots. "We understand that the paragliding community is hungry for this type of service in the tropics, and that paraglider pilots have special requirements for maximizing their adventures," comments Rassmussen. Included will be trips to the local launch over the town of La Torre as well as a flight from the flanks of 15,773-foot Volcan de Toluca. Contact: Safari Sky Tours, 501 W. San Juan Ave., Phoenix, AZ 85013 (602) 285-4094.

EXPEDITION OUTREACH s part of Expedition Outreach, Nicola Cauchy is hoping to make the highestever tandem flight in a paraglider, descending from 21,200-foot Nevada Illimani in Bolivia this July with team-partner Christine Coyne. A team of New England mountaineers, led by Massachusetts State Police Trooper Michael Coyne, his wife Christine, long-time climbing partner Michael Daly and photographer Joe, will participate in several extreme activities, in part to raise $10,000 for the Aids Action Committee.

JULY/AUGUST

1996

In order to raise funds the team is requesting pledges from individual and corporate donors. Contact Nicola Cauchy at (617) 491-5480 or Mike Coyne at (617) 783 2327, or by e-mailing Nicola at nicocauchy@aol.com. The expedition members welcome suggestions, especially regarding climbing and paragliding at ve1y high altitudes.

MAX MANEUVERS CLINICS WITH ROB WHITTALL his summer Rob Whittall will be running a series of Advanced Maneuvers Clinics. After the usual spate of spring accidents Rob decided that it was time to help pilots understand their wings in some of the potentially dangerous situations that commonly occur during everyday flying. Rob Whittall has over 11 years of flying experience and has been testing and developing paragliders for over seven years. He has worked extensively in performing DHV and AFNOR factory acceptance testing for Ai,wave, Firebird and Edel. This and two world championship titles make Rob one of the most qualified instructors. The main objective is to allow pilots to explore the flight envelope of their gliders in a controlled, safe environment. The clinics will cover basic maneuvers from big ears, b-line stalls, small and large asymmetric collapses and full frontals, through more advanced techniques for spiral dives, negative spins, full stalls and steep wingovers. Flights will be made from boat tow at Magic Reservoir, about 40 minutes south of Sun Valley, Idaho. Boat rowing is one of the easiest ways to tow, and full rowing instruction will bring those with no experience up to speed in no rime. A clinic participant will only need to bring his glider, harness, reserve parachute and radio. All other equipment will be provided. The clinics are scheduled to run for three days, Friday morning through Sunday evening. Year-round camping is available free, and a wide variety of accommodations is available in the Sun Valley area. Each clinic will be limited to only six participants to allow as much flying and one-on-one instruction as possible. Clinics are now being booked on a first-come basis. The cost is $400 U.S. for each course. The 1996 summer schedule is as follows: July 12-14, July 19-21, (Chelan, WA), Aug. 9-11,Aug. 16-18,Aug. 23-25,Aug. 30-Sept. 1, Sept. 6-8, Sept. 13-15. Note that there will be one special clinic in Chelan, Washington on the weekend preceding the U.S. Nationals. Fax the following information to (208) 7261149: name, address, tel.I fax, date of birth, USHGA #, your weight, glider make/ model/ size, first choice date, second

choice dare. You can contact Rob Whittall at (208) 726-6202.

NEW ARIZONA STATE DISTANCE RECORD n June 6 Dixon White set a new Arizona distance record of 62 miles flying from Sheba Crater near Flagstaff, AZ. He launched from the 250-foot AGL southwest bench and landed near Highway 99 in Oraibi, AZ. Dixon was flying a medium Edel Saber and reached 12,600 feet MSL with climb rates up to 1,600 fpm. The flight lasted three hours and was certified by Brandt May. Congrats Dixon!

PARAGLIDING WORLD CUP ASSN. ON THE NET WC news, results and other information concerning the PWCA are now available on the Internet at: h ttp://lappcth4.in2p3.fr/fliss. Included is information on PWC rules, calendar of events with contact addresses, site info, rankings and reports after competitions, a bibliography, records, and information on mountain flying.

FlY CASTELLUCCIO OPENS SCHOOL LY Castelluccio has opened a free-flying and powered paragliding school in Castelluccio, Italy. All pilots are welcome to visit and test-fly FLY's paragliders, the Super Smile and Quasar. Powered paragliding demos are also available by appointment. Contact: FLY, via de! Pian Perduto, Castelluccio di Norcia, 06046 PG Italy, Tel./Fax +39 743 821169, web site: http://www.rinascita.it/FLY/home.html, e-mail: e. vignini@rinasci ta. it.

en Hudonjorgensen and Mountain High Oxygen Equipment have created a new paragliding instrument flight deck. The Soft Instrument Deck (SID) is a soft, padded, tote-bag storage system and leg strap unit. The SID has five compartments designed to contain an oxygen tank, oxygen electronic delivery system, radio, vario and GPS. When you're ready to fly so are all of your instruments. Ken and Two-Can Fly Paragliding have successfully opened Snowbird Ski Resort in Utah to all P-4 (Advanced) pilots. If this program goes well Snowbird may open to P-3 pilots in a year or so. Launch is right next to the tram at 11,000' with 3,200' of vertical, and the LZ is a short walk from the tram. Over 60% of the flyable days are also soarable. Contact: Ken Hudonjorgensen (801) 5723414.

by Bob Hannah, USHGA Paragliding Accident Review Co-Chairman

Bob England 42 June 2, 1996 Torrey Pines, San Diego, CA Extensive, #2-rated PG pilot in the U.S. Glider: Apco Zen Competition Cause: Unrecoverable collapse and turn into the cliff face Injuries: Cause of death - massive head trauma Bob England was one of the most experienced and talented pilots in the United States. He had just received an Apco Zen competition glider to flight test for possible use dur-

Pilot: Age: Date: Site: Experience:

ing the upcoming competition season. The glider and its flight characteristics were new to him. It was marginally soarable, and Bob and a few other pilots were flying north to the golf course. Bob went the farthest. None of the pilots were getting high, but were able to stay above the cliff face for the most part. One pilot did sink out when he tried to turn back to the south and Torrey Pines, and was walking back along the beach below when the incident occurred. Another pilot was on an intermediate wing, 50 feet above the cliff and slightly back, heading back toward launch, flying hands off. Bob rocketed past this pilot, reportedly 5-10 mph faster, at the level of the cliffs and 50 feet out over the face. As he passed and pulled out in front of the other glider he took a frontal collapse, followed by a left (cliff side) deflation. He was rotated immediately 90° to the left, directly into the cliff, where he impacted at speed. From the time of the initial collapse approximately three seconds elapsed before

impact. Marine golfers who saw him hit rushed to his aid, preventing the wing from sliding farther down the cliff. He most probably died on impact from severe head trauma. He was not wearing a good helmet. Rescue workers were able to recover his body. The wing remained on the cliff face for several days before it was extricated. His glider was inspected, and the trim tabs, used to lower the angle of attack and speed up the wing, were found to be out six inches on one side and four and a half inches on the other riser. Total possible rravel was eight inches. Ifhe trimmed for hands-off flight his lefr trim tab would be farther out than the right, to counter the wind crossing from his right. This could help explain the left side collapse and delay in reinflation, turning him in to the hill. The last recollection of the witness was Bob reaching up on his risers, perhaps to pull the trim tabs back to neutral.

WHAT CAN WE LEARN IFROM THIS TRAGIC L/!\CCIDENT? That even the most experienced pilots, with the highest skill levels, need time to react and recover from unforeseen circumstances. Bob apparently tried to continue his flight, and was not seen performing the most basic firstline defense in an emergency situation. IMMEDIATELY STEER FOR OPEN AIR, THEN CORRECT THE PROBLEM. Don't become a passenger, remain the pilot. There is another Southern California compe-tition pilot with severe brain damage who let go of his brakes to get comfortable in his seat. He suffered a collapse and was spun into the hill as well. This pilot was also reported as being under the placarded weight range of the borrowed wing he was flying. Most modern competition-level gliders respond and recover best when flown on the high end, not the low end of the weight range. Wear a decent full-face helmet made of woven fibers, preferably kevlar and carbon fiber, with lots of internal padding. Both Bob

and the other pilot were wearing inadequate helmets. If you are flying a wing that takes altitude to recover, give yourself that safety margin. Don't allow yourself to become complacent in seemingly benign conditions. Bob was flying a wing he was not familiar with, with the trim tabs out to a degree that requires a safety margin in the event of trouble. Considering his low airtime on this glider he probably did not first explore the outer limits of its flight characteristics at altitude. Most wings become more unstable with the lowering of angle of attack, and when not done symmetrically this can make a glider even more prone to collapse. Fly a wing that your exhibited skills demonstrate you are qualified to fly. Don't accelerate the learning process. Bob England was a talented pilot who accepted the additional challenges presented by a competition wing. He had the skills to do so, as much as any pilot in the United States. But this represents a level of risk that may require the ulti-

mate sacrifice. Bob did much to further safety in hang gliding and paragliding. Do your part by reflecting on your contributions in this area. Michael VanKeulen 40 June 16, 1996 The Whaleback, Shasta, CA Intermediate, 80 hours coastal and mountain flying Glider: Pro Design Pro Feel 37 Most probably poor execution Cause: oflanding options Cause of death - broken Injuries: neck, head trauma Michael was beginning a week-long paragliding vacation with friends. He had flown this site once before, rwo years prior with his instructor. It was midday, and local pilots had flown earlier in uneventful conditions. Winds began gusting to 18 mpb, with little or no base wind, when Michael decided to launch. He soon radioed to his friends that

Pilot: Age: Date: Site: Experience:

there was a "big pucker factor" but was able to gradually move up and away from the hill. At about 1,000 feet above launch he pulled big ears and radioed that he was still going up at 860 fpm with ears in. He continued away from the hill, slowing his ascent, and eventually performed b-line stalls and additional ears. He then radioed that he was over "the LZ." What happened next is not explained. Michael did not touch down in the LZ, but flew downwind toward the hill for a period described as up to two minutes. He was seen touching down on the edge of another clearing that required maneuvering around tall trees. His wing seemed to yaw, moved many feet forward, then flew over him and came to rest on the ground near a service road and railroad tracks. When no signs of movement were detected, and he was not responding to calls on the radio, other pilots at launch immediately drove down to investigate. By the time they arrived, a passing freight train conductor saw the wing lying near the tracks and stopped. Michael was presumed to have died instantly from a broken neck and massive head trauma

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from injuries sustained by crashing head first into the rocks.

WHAT CAN WE SURMISE FROM THIS INCIDENT? Physical evidence found later showed where his body crashed through a manzanita bush. What may have happened was that when he made a turn low to the ground to get into this alternate LZ, he lost too much altitude and hit the bush at speed. His wing was still flying, and could have propelled him out of the bush and onto the rocks face first on the other side. Michael was playing the part of mid-day wind dummy. Locals are known to avoid flying this site when conditions are the strongest and most unpredictable during the middle of the day. We don't know why he came back to the hill. Observers were thousands of feet away at the top of the hill. Perhaps he decided that it was safe to continue flying, and was attempting to get back up and continue soaring. It is also possible that he was trying to make it into a clear area with his less-than-one-month-old wing.

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Masters at Cloudbase

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Be conservative. Eighteen mph mid-day gust cycles in the summer at a mountain site are not appropriate conditions for an intermediate pilot. If other local pilots are not flying there is probably a reason. Fly away from the hill, and stay away from it when faced with these conditions. Altitude is your friend; it only hurts when you hit the ground. Fly out to open air and safety before you try to descend and land. Michael perhaps felt that conditions were improving, but he did not communicate with other pilots on launch what his intentions were, or find out what they were encountering. Think of your friends who will have to care for you after a crash, and wear a highquality helmet that will not shatter on impact. Good full-face helmets are available that do not restrict vision. The best helmets cost less than one-tenth what you paid for your wing, and will outlast many future glider purchases. Remember: Making the right decisions 99% of the time is not good enough in aviation. Help your friends make the right decisions about flying or waiting before it is too late for them. Fly safely, conservatively and within the limits of your skills. •

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A full service, USHGA certified paragliding

• USHGA/European certified instructors

school, with training facilities at Cobble Hill, in

• Beginner to Advanced certification

Milton Vermont. Lessons also on Cape Cod.

• Tandem and motor instruction • lnternational paragliding tours Convenient location - only two hours ' drive from Manhattan and Philadelphi a.

Rick Sharp, certified instructor.

pARfiFLy

i>fi~fiGLIDING

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

38 Converse Ct., Burlington, VT 05401

NEW YORK/NEW JERSEY (908) 747-7845 Alas Del Hombre Grab hold of your big toes and hang on for yo u are about to enjoy an unforgettable flying adventure in beautiful MEXICO. Vi sit colonial town s. drink mar ga ritas. and FLY! Join one of our exc iting tour s and let qua lified instructors be your guide to fantasti c year round fly i ng s ite s. MEXICO welcomes you .. .. . Alcanfores 74-404A, Cuajimalpa. Mexico D .F . 05200 Tel/fax (0 I I 525) 813 -0250

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e article and photos by Joel Greger

he wind is about five mph at the "Dumps" launch 250 feet over the ocean just south ofWestlake. Seven hundred feet higher, at the top of the Westlake cliffs, conditions are easily soarable because of the wind gradient. I launch a conventional paraglider and head north along the lower cliffs, striving to fly efficiently. I am getting farther and farther from an easy hike back, yet I know that with the altitude loss of one braking turn I will be forced to land on the beach. Finally, realizing that I am slowly losing altitude, I resign myself to the inevitable - turn and land. Paragliders evolved from foot-launching ram-air skydiving parachutes. Modern paragliders are vastly improved from the early designs, but though the increase in performance has been significant, the basic control system inherited from skydiving remains the same. In many ways a conventional paraglider behaves as two separate wings. We pull brakes which slightly increase lift and massively increase drag. The wing is slowed by the increased drag and a turn is initiated. Both brakes are employed to fly straight ahead at lower speeds. Trim tabs allow modifying the angle of attack of the canopy but are not used in active, dynamic control or for turning. Speed bars are more of an active control system, but again are for straight and level pitch control only. Feedback from the wing to the pilot is felt only in a muted form through the harness. The limitations of braking and creating drag for canopy control show up in kiting, in high-wind launching and landing, and in turning performance. We learn to weight shift and to use rear risers which give a hint of a "cleaner" mode of flight. Under ideal conditions and with enough body english we can perform weight-shift turns. Use of the rear risers works better than brakes for high-wind kiting and pull-downs. But what if we could weight shift comfortably with fingertip control and no loss of efficiency? ~e~!.'. t°.~--~~- It's been under development

since 1990 and is now in production. It's called the "Cage. " The best designs and real advances in any technology seem to come about when designers start from scratch, throwing out all the old assumptions. The first published material on what has come to be known as "La Cage" appeared in the December 1990/January 1991 issue of Cross Country magazine, and showed designer Jean-Louis Darlet and a prototype Cage wing. Between 1990 and 1995 about 20 different paragliders were tested with the Cage. However, the Cage control system frees the designer from limitations in paraglider design. Darlet, through a series of prototypes, created a unique wing complete with suprone harness that maximizes the potential of the Cage concept. The production wing, manufactured by the Nervures company, is called the Lagon, and is available in three sizes for a wide range of pilot weights. Nervures was formed in 1994 by JeanLouis Darlet and Xavier Demouray. JeanLouis started flying hang gliders in 1973, flew the first UP Comet in Europe, and later worked with La Mouene. In the early 1980's he was telling hang glider manufacturers to eliminate the keel pocket and move the hang point higher toward the center of lifr. Years later this was done and became commonplace. In the meantime Jean-Louis designed the French Connection (floating hang point) which simulated the higher hang point and improved control. His design approach of focusing on a better control system is also evident in the Cage. Paraglider pilots may recall the recent attempt in the U.S. ro claim a patent and royalties on elliptical-wing paragliders. The general feeling in the industry at the time was that the elliptical wing was in the public domain of aviation design and had been introduced before by others! An intense search was made to document the earliest design and production of an elliptical wing paraglider. Darlet's partner in

Nervures, Xavier Demouray, was documented as the first person to design and produce such a wing. Xavier has a long background in paraglider design and was part owner of the French manufacturer Gypaile for many years before forming Nervures with Darlet. Nervures is a model of efficient design and production, using CAD and textile computer programs. They design and cut paragliders for other manufacturers (Ibis and other ADG gliders) and also have a product line of unique paragliders, including the Erebus tandem glider, a paraglider for light pilots called the Etna, and a 12pound (with harness and bag!) glider called the Kenya, especially useful in mountaineering. A skydiving canopy design project is achieving intermediate paraglider performance with about half the opening shock of ram-air parachutes. No more landing in a drop zone. There will soon be a new sport consisting of skydivers flying cross-country! All Nervures gliders reflect a design approach that starts afresh rather than modifying existing designs. The first comprehensive articles on the Cage appeared in Cross Country magazine in 1995, written by long-time Sylmar pilot Karl Stice, now living in France. I wrote to Karl to inquire about the Cage and reminded him that I had loaned him a hang glider almost 20 years ago during shear conditions at Fort Funston. Several weeks later I met Karl in France and went to the Pyrenees to be trained by Darlet on the Cage. I was put through a phased instruction program starting with kiting on flat ground, simulated takeoffs and landings, and short flights on a training hill. I watched Jean-Louis soar the wing effortlessly, carving turns like a hang glider. The pilot is attached to a single hang point in the Cage. Pitch and roll are controlled and felt directly and instantly, rather than indirectly controlled through varying drag by braking. With the single hang point, yaw and roll movements of the harness and pilot, as in a conventional paraglider in turbulence, are eliminated. The tendency of a conventional paraglider to behave as two wing halves in turbulence if one riser set is unloaded is also eliminated. Crossbracing straps on conventional paraglider harnesses have attempted to address this problem, but end up reducing already limited weight shift capability in exchange

for increased stability. With the Cage, feedback from the wing is transmitted to the pilot's hands rather than to the harness, allowing more precise piloting. The advantage of roll authority by weight shift beneath the Cage is significant. When kiting a conventional paraglider, if it moves laterally away from you, it is necessary to move toward it and recenter under it, which is not always possible. The Cage wing is easily brought back overhead in this situation. In thermaling, the control authority allows more precise piloting with significantly less fatigue, while retaining the efficiency of the wing. The spacing of the suspension lines and the special canopy design create an airfoil shape that changes to the most efficient profile for each speed as the angle of attack changes. As in other recent designs, but taken even further, the design of the undersurface allows for a reduction in the number of suspension lines and less drag while retaining a clean top surface. So here I am at the Caballeros site in the Pyrenees, ready for my first high flight with the Cage. I am instructed by JeanLouis to only launch when I have demonstrated complete control of the wing. Putting my weight on the harness, I find that only slight movements on the Cage handles rotate the wing around the central hang point and are enough to center the canopy overhead. Launch technique with the Cage in soaring conditions is unique. Assuming the slope is clear, the single attachment point allows you to stay reversed and clear the hill before turning to face forward. It all seems very natural, and I launch, turn and make my first pass along the face of the ridge in the Cage. The wing flies by itself at slightly faster than minimum sink and I relax and lie back in the harness. The landing area is a plateau several hundred feet below launch, and about 2,000 feet over the valley. On my first landing approach I am concerned about overshooting because of the performance of the wing. I pull the central overhead handle and apply big ears. I find chat I can quickly adjust the ears from slightly on to full on for glide path control. Letting the ears out, I pull in slightly, raise my hands on the Cage, and flare for a soft landing. As Jean-Louis arrives I try to convey my excitement about the wing to him in pidgin French. In the following days I practice no-

(Bat):

24.5 m2/27.0 m2/29.5 m 11.3 m/12.2 m/13.1 m 5.2/5.5/5.8 52/56/60

Span: Aspect ratio: Number of cells: Recommended weight range, total flying weight:

Performance* Maximum speed: Minimum speed (stall): Glide ratio: Minimum sink rate: Weight (with cage and bag):

42km/h 25 km/h 7:1 1.1 m/s 11.5 kg/12.0 kg/12.5 kg

*Measured at 1,500 m elevation

••••••••••••••••••••••••••••••••••••••••••••• wind and high-wind launches, as well as top-landings, and soar the wing in moderately turbulent thermal conditions. The wing is significantly more comfortable and less tiring than either paragliders or hang gliders, and the feedback through the Cage to my hands convinces me that I can feel the thermals better. I witness the training of hang glider and paraglider pilots and new students on the Cage, and I watch Jean-Louis help a paraplegic hang glider pilot on his first flights with a special wheelchair/harness. I return to the U.S. in early May with a Lagon 27, 16 hours of Cage time, and a level of excitement I remember from hang gliding over 20 years ago. I am continually amazed at the new things to learn about flying the wing and the fun I am having doing it. Shortly after my return, launching in mid-morning from the 600-foot hill at Ed Levin Park in Milpitas, I am able to thermal to cloudbase. The Cage has been structurally tested to six G's positive and the wing to eight G's positive at the maximum wing loading.

The weight-shift control and single hang point offer a significant advantage for towing. The towline is attached to the same carabiner with which the pilot hooks into the Cage. Pilots who have towed the Cage find it much safer than towing conventional paragliders since roll control is direct and effective. The Cage has also been powered successfully. The single hang point allows crosswind takeoffs and the wing achieves equilibrium without transmitting the effects of turbulence to the pilot, allowing flight in a wider range of conditions. •

A clinic to introduce instructors, dealers and advanced pilots to the wing will be held this fall in the San Francisco Bay Area, with Cage designer Jean-Louis Darlet and Nervures. Interested parties should contact: Joel Greger, Cage USA, P.O. Box 273125, Concord, C4. 94527 (510) 741-8288,fax (510) 741-7436, e-mail: Cage2USA@aoLcom. The web page for Cage enthusiasts is http://www. univpau.frl~puiseux/Cage.htm PARAGLIDING

The res.ult: sm11ller packing volume and up to 50% better descent factors than conventional designs with the same surface area. But what makes the annular design so good? Quite simple: the unique annular shape serves to increase the Cd factor (canopy drag factor) ancl to significantly reduce the descent rate. The DHV descent rates ate among the best - the maximum load is 100 kg. Ann11l11r 20: 127 kg payload =6.8 m/sec descent.

,\s. a t,rand-i!C\V int.ef11l~llte, paragl{-. . •·. der«o~e!lived especially fophe.,,Sl!Jh day i>ilbt' wh<> vi\lue~ ~llndl111g ease,l)rfd safety.above Wl else, the Sensor was . introduced inthtee sizes in mid-1995. With the Sensor, Perche !a1Jclecl an absoiute coup on this market sector (see' the .test ~fclp()rt in GleitsQhirmmagazin 12/95). The start und glide felltures are even suitable fol' beginners, B.ut In sj)ite of this, the,excellent flight··. data put tl;le Sensor at tbe top. of its class .. The ca11opy C\Ul be. reliably winch>launchedin any f'Jyabll:i wind conaiti.ons. The. steering .is not as responsive as that of the Sonic, but is forgiving of any over-control. Witll'its trim speed oLl)lmost 40 km/h, tbe Sensor is a fa.st paraglicler, .wlth eJ(trelll1,1ly l)igb canopy stability.

Amm1Rr22: 154 kg payload= 6.8 m/see descent. Annular Tundem: 284 kg "' 6.8 m/sec descent. This makes the Annular Tanclem tbe rescue paraglider with the lowest descent rate on the market, The approved maximum load is 200 kg.

Ytnax:. Optimum lrnndling iii its class .

Toolmi11lihpecs.: Sensor: lviedlutn ' 37 cefls., total take· off weight }0·95 kg, surface area

Altho11g)l j\ist abo~t ,w1;1ry .higli perf(Jl',, mane~ p~raglioer on tbe market today has. goodlong-distancegliding featU:res, tbe st.irt !IJ!li steering char~cter,i.stics llte oftennegleeteili NQt ~~. \V:Jih .the Vma~! · · speed, (lie V)ljllX ~as · eYli!rotltet glil~, iji madii a grand by e9,)lliilg 1~i, 2ricl, · · . . . . . !U.J!~m-ttdip®tS in a•eoinijflll[Rn fltg!it ii~ill!I:PfS.

21t9 b12f 1.1.5 !ll wing span, DITT 2. Sensorl..;@itge • 39.cells, total take-off weight 80· 105 kg, surf11ce area 28;2 )112, 12,.JS m•wing,sran,,DHV 2. Srn~or 1'1,arge • 41 cells, total take·off w!llglit 9~·120 kg, surf11ce area 305 m', >\2',8 ni. wing' span, DlW 2.

Y;lllax:/~~tiliff <i4yeI)s, ti,~m wJ11g span, total fake-off wlili!,lllt S5cl}O kg,

·· .

m2,°'fl:v S. •

6S eJ,1Jfa,J!S[0.5 fa Willg .. 9~-.120):g;,

3; ··,

For \he low-speed range, an especially small c;anopy witb additiqnal Columbus in.take slots for (lven:fas.ter inflation.was .devel<lped. ColnmbUs•Annu.rnr 20: io3 k8 = 6.S Ill/sec desc.ent. Columbus,Aun11l11r 221 116 kg a; 6,8 m/sec clescent.,

·1 the !lliW, P;etghe rescue paraj,l)iders of the ~t1piilai: g~neration ar~ equipped With.a U¢:W PHV seal ofappi:oval. Whereas 1nany ma!iufiicturers are still using t)l~J'ela!,IYe)Y oµt;m.\;icled p11lldown ape,qech)iology, PernM is now !\!so applying high-teen pro~esses for its rescue paragllders. Thanks .to the stre.:unlinecl clesign, these rescue paragliders require mµeh less surface area tban conventional ones.

. • . ..

. •

'Senspr • llll intermedMe pataglider in a class ofits oWh · ·

Pealer inq11tri.es welcome

NAS Columbus-Annular • feanires additional air intake slots halfway up the canopy

Ndiif!i American Sports Distributing,· Inc. Tele: 3031278-9566 Fax: 3031750:32.26 18301 w~st Colfax Ave. #S-101 Gdlde~, CO; 80401 USA .

f you choose to fly in strong thermal conditions, sooner or later you're likely to see a paraglider encounter a serious problem and lose a lot of altitude. Sooner or later, that paraglider might be the one from which you're dangling. I'd seen this happen a couple of times to some very talented pilots. I even had it happen to me once at Chelan, Washington, but it wasn't until recently that it bit me hard, during a trip to Iguala, Mexico. (See Hale and Gutierrez's great article on this place in the Nov./Dec. 1995 issue of Paragliding, The Magazine.) From this flight and the ensuing wilderness ordeal I learned several vital lessons that you may prefer to learn vicariously from a comfortable chair instead of first hand. Iguala is a desert thermal site with mountain ridges pushing up 2,000 to 3,000 feet above the valley floor. I didn't know of any specific thermal convergence zones or shear situations. I have a new Advanced rating (Para IV), 325 flights, 165 hours of airtime, and a few hundred X-C miles in alpine and desert thermal conditions. I've been flying for almost five years, and have been through one complete advanced maneuvers clinic, though not with the performance-rated wing I currently fly, on which I have about 65 hours. My nickname is "Medium Dog" - not a big dog, not a pup. This all makes me quite prone to intermediate syndrome and a false sense of security. I was aware of this, but too often my lust for big flights gets the better of me. My cross-country flight was off to a good start, about 13 miles from launch. I had flown along this ridge without incident earli-

ABOVE: The ridge near Iguaki, Mexico where the author went down. er in the week, but I was a little tense. Launch was too far away for any of the advice I'd received there to apply to this ridge. I was psyched about trying again to make it all the way to Lake Tequesquitengo, another 10 miles or so north. I knew I had to cross this ridge but didn't know how or where, just that I should be higher first, and that I couldn't run to the end of it. I'd been rotored down there, at Cerro El Jumilar, a few days before. This time the prevailing and valley winds were moderate, and the lift mostly thermic. As I ran along perhaps 600 or 700 feet above the ridge, I got out my camera and shot a photo of the mountain top. Thirty seconds later I hunted for lift over the green spur in the upper left of the photo. Finding little, I ran around the near rim of the bowl just visible at the top of the photo. I was consciously thinking about rotor and mechanical turbulence, but the winds were moderate, and I was at least 500 feet above the terrain, probably more. Nevertheless, that's when I found it, or it found me. I've since learned the saying, "If you could see the air, you wouldn't want to fly in it." I was about to meet some Ugly Air, and it didn't make a good first impression. My wing surged a bit. No big deal this is what active piloting is about. Ten seconds later, still running with little or no brakes as usual, I took an extremely large asymmetric collapse. Small ones of less than 50% are familiar and no big deal. I've been told I can reduce these by flying with more brakes, but I often like more speed. This is probably bad piloting (more on this later).

Anyhow, this collapse was a big one - 75% or so. A tiny triangle of wing tip remained inflated, surging extremely hard and fast, sucking the deflated mass into its taut lines. I've handled collapses this big only a few times, but recently and successfully. The stall speed goes up with less wing flying, so I countered gently, expecting that it might go negative. Still out in front of me and wanting to deep spiral, the wing obliged me and went negative. I instantly threw both hands up. Though still not flying, the wing mostly reinflated for the briefest instant before taking a full frontal collapse and horse-shoeing. How can a full frontal happen when you have no airspeed? This didn't make sense to me, and it was getting pretty violent. Unbeknownst to me, instructor Dixon White had almost caught up with me. I heard him say, "Ooh, ride 'em cowboy!" over the radio. Seems someone always says something like that while a pilot has his hands full of something like this. When I checked my vario (long after the flight ended), it read a max down of 2,040 fpm, or about 23 mph. That's down. As I continued to lose altitude and fight my wing, Dixon's voice returned with critical constructive advice, saying, "Um, you should think about throwing your reserve." I checked the horizon a couple of times but my attention was still too tightly focused on the chaotic acre of fabric more or less above me. I've been through a couple of reserve clinics, and am able to throw my reserve in under three seconds. I routinely grab my reserve handle twice before each flight, for practice and to train my "muscle memory." I've listened carefully to every story told by people who've thrown their reserves. When possible I've asked those pilots about their

PARAGLIDING

experiences. I always thought I'd just recognize when the time came to "throw my laundry." fu it turned out, the weal<est link in my reserve system was still me, the pilot. I never even made a conscious decision about whether to throw it. I rode my problem all the way to the ground. My corrective piloting skills had never let me down before (as though the air doesn't play a deciding role too). That's ego all right - intermediate syndrome. I knew no limits. I had faith that it would just clean itself up. It's hard to admit to myself and my loved ones that I should be dead from that mistake. If you allow five or ten seconds for correction attempts, I had at least a five-second window in which to make the decision - not a lot, but enough. In the last several seconds, as my still-not-flying wing turned and I pendulumed beneath it, I realized the time to throw my reserve had come and gone. At least my body assumed the PLF posture automatically. The critical instant came and went. It was quiet and I didn't hurt. I opened my eyes to find myself dangling from a tree growing at a 45° angle out of a cliff. I'd been caught like a baseball in a catcher's mitt. I was intact, and so was my wing. Who could avoid pondering divine intervention in such a circumstance? Little did I know, the adventure was far from over. After radioing to my amigos that I was okay, I swung back and forth to get my feet onto a narrow, dusty ledge and unclip. I looked up through the branches to see my wing. The nearest "branches" proved to be roots; the whole cliff face was eroding dusty dirt. The tree was thin, dying, dry and brittle. Gee, great. fu I started cautiously out on the trunk I listened for cracking. I went as far as I dared and freed much of the wing before hearing a sound like rain. I looked to see dirt trickling from the tree's roots. I hurried back, and used a branch to free the rest of the wing. I stuffed it into a sack and had to carry it. It was too big for my backpack and there was no room to fold it. I was only 50 feet or so from the top of the cliff, but it was sheer vertical rock. I wished I'd tried rock climbing, but because I hadn't I had to head down into nasty, rough stuf£ Some pilots ride in 4x4 vehicles all the time, but not I. I hike up to launches most chances I get. The hike down would

JULY/AUGUST

1996

UGLY AIR ost intermediate and advanced pilots seem to have at least passing knowledge about mechanical turbulence, rotors, shears, sink around thermals and turbulence near an inversion boundary. But I've met very few who claim to have any knowledge about thermic convergence. Here's what I've been able to piece together about this. Thermic convergence occurs where two or more distinct thermals are drawn together and merge (converge) into one larger thermal, or where one thermal is meeting some other non-thermal kind of air mass. The interface where this occurs can be smooth, but more often it's turbulent, sometimes even violent. The convergence may be caused by terrain or weather, and may occur high above the terrain or low near it. For instance, a likely place might be the top of a mountain that has several thermal sources below it. The thermals will sometimes run up the mountainsides and all converge at or above the top of the mountain. Chelan Butte is sometimes the home of this phenomenon. Thermic convergence may also occur high above any terrain. Just because you're high enough to be free of mechanical turbulence does not mean you should relax. You can't usually see thermal convergence, but it sometimes pays to look anyway. Dixon White recommends keeping your eyes peeled for airborne debris riding in thermals, sometimes even quite high, allowing you some limited visual evidence of what's going in the air around you. Another potential high-altitude turbulence phenomenon is suggested by Joe Gluzinski. He believes that a strong thermal can behave like a solid object, and cause mechanical turbulence or lateral rotor downwind of it, as a prevailing wind blows around it. (See foe's letter to the editor in the May/June issue. - .Ed.) This might warrant extra caution on the downwind side of your thermaling turns. Clearly there is more to be known about this than I am currently aware of or have ~overed here. If you're going to fly in strong thermal conditions it would pay to become as knowledgeable as possible about this. Instructors are usually aware of this. Hang glider pilots often fly some of the same sites as paraglider pilots, and often have been flying a lot longer. It's a good idea to talk with them about it. ll

be "bushwhacking" without a blazed trail. I scrambled from ledge to ledge down the cliff, into a ravine full of downed trees and dense vegetation. I'd never before seen real vines like the kind Tarzan uses for his commute. Huge boulders formed a d1y creek bed down the center of the ravine, complete with dried-up waterfalls. This was a worst-case scenario, and made for slow going. (Okay, a swamp would have been worse, maybe.) I dropped my wing down in front of me, and slid

down the boulders, some the size of a house. Between the rocks and vegetation I got pretty scraped up. I fly with enough water for a typical flight and short hitchhike. This is not enough for the kind of contingency in which I found myself. I was out of water within an hour. The ravine ended abruptly, emptying 300 feet straight down into a basin. Now what? At least I had a beautiful sunset to tal<e in. I spoke with my friends on the radio. They were enjoying cervezas at a

The author's glider in the tree that saved him. The darkest foreground "branches" are actually roots.

restaurant near town, 1,800 feet down and a couple of miles distant. They encouraged me to bivouac. The week before the story had gone out about a hometown flying instructor who'd flown the area recently. He ended up landing far from a road and spending the night. This did not sound inviting to me. I was thirsty. My friends wanted to go back to their hotel in Taxco, and I wanted to go with them. The story about the guy who spent the night had at least inspired me to pack a small flashlight and a headband. This proved very useful. I pressed on in the twilight, lowering myself hand-over-hand between saplings and exposed tree roots down the cliff. One of my friends, Dave Norris, took the initiative to do something to help me. I had bought a GPS unit the week before my trip, and so was able to get a fix and read to him my coordinates. He found my position on a good topographical map, and drove into town to find a local who knew the area. He found just the guy. Upon showing him the map, the local directed Dave to the nearest area of civilization along my ravine: a ranch that his cousin happened to own. Dave drove out there. The road was Truly Nasty; in fact, it broke the chassis of the VW bus Dave was riding in. By now it was well after dark, and the only comfort was my friends' voices on the radio, although sometimes the news was decidedly discomforting. I asked about plants or animals to watch out for, and was told that the area was home to rattlesnakes who like to slither out onto the sun-warmed rocks after dark. What do you do upon learning this? You don't wane to press on, yet you don't want stay there either. After five hours coming down more than 2,000 feet, I was fatigued and somewhat dehydrated. Dave was within shouting distance now, but he didn't have a flashlight. Somehow he scrounged up a blinking-red

bicycle taillight, three red LED's. He actually used this for a light while hiking 200 yards and down a steep face into the ravine. He brought two liters of water with him. Dave is a great friend. At 11 :30 PM, five and a half hours after starting 2,100 feet down the mountain, I emerged from the ravine.

CONCLUSIONS 1) The buddy system. Whenever possible, fly with others. 2) More brakes. The sky gods all talk about letting out their trimmers and running fast to the next thermal, but it can be dangerous to over-generalize about the merits of this. Rough conditions like strong thermals call for the significant added security afforded by flying with some braking. 3) Ugly Air is out there. After much discussion with mentors and others, I've added two new words to my vocabulary: thermic convergence. The more you know about forms of turbulence, the better prepared you are for avoiding or handling problems caused by flying into them. (See the sidebar on Ugly Air.) It's a good idea to talk with instructors and other pilots to learn about

the air. Hang glider and sailplane pilots have often been flying a lot longer than paraglider pilots, and seem to be a good source of insight about the air. 4) Throw your reserve. If your wing doesn't clean up quickly, err on the side of throwing it. Nothing feels worse than realizing it's too late and you're going to crash. I don't know how anyone could prepare me to know when to throw my reserve; maybe I just had to live through this to learn. This deficiency in my judgment and piloting skills is the hardest and most humbling reality for me to face. Hopefully you would have thrown your reserve in the same circumstances. 5) Carry gear for contingencies. Your needs are greater when things go wrong, so don't pack for the successful case only. Extra water, a tiny flashlight, GPS, a small first aid kit and some energy food are very useful. While this is true for X-C flights over remote terrain, it's sometimes also true for non-X-C flights. It's pretty easy at many sites to go down a couple-of-hours hike from safety, especially if significant vertical terrain is involved. 6) Rescue your fallow pilots, promptly. I could have died or been seriously injured during my hike out - dehydration, snakebite, a fall down a cliff, or even a simple twisted ankle. It may be inconvenient, but there's almost always something you can do to help a pilot who's landed out in the rough. And it might make a real difference. Dave Norris' efforts definitely did. 7) Bivouac. Especially over rough terrain, even with a flashlight, it's sometimes best to just dig in and spend the night. In retrospect, and in light of the snakes and whatnot, I should have bivouacked on some grass higher up on the ridge. •

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SWING ISTRAL:~~WING ,

by Dave Westwood

WHEN WILLS WING FIRST INTRODUCED SWING gliders to the U.S. with the Minoa and the Mythos, I was not impressed. While there were some pilots who enjoyed flying them very much, and there were certainly some impressive flights logged on the wings, I thought they were difficult to ground handle, squirrelly in the air, and unpredictable. I did not feel there was enough benefit gained from all the technologies utilized in the gliders to offset the handling problems they created. So it was with some reluctance that I conceded to fly Swing's latest offering, the Mistral, when Larry Tudor handed one to me at the recent Demo Daze at Point of the Mountain, Utah. From the first flight I was impressed! CRITERIA Before continuing I ought to explain who I am and what it is I look for in a glider, so you can interpret my review and comments in context. I like solid! That doesn't mean I don t appreciate speed, lift or other characteristics of a glider, but I'm out there to have fun, and anything higher than a three on the pucker scale starts to detract from my fun scale. I have always been an avid proponent of the belief that most pilots should be flying intermediate, sport-class wings. I am thrilled at the phasing out of the ego-driven trends of the past in which too many pilots had to own the latest and greatest advanced competition wings. Don't get me wrong, I think competition wings have their place, and they reflect amazing advances in technology. There is no question that we would not be flying today's stable performance wings without them. But I do not think they are for the masses. I am a tandem-rated, advanced instructor. My primary flying sites are Point of the Mountain, Inspiration and other local mountain sites. I like wanging around at the Point, and big-time midday thermals at Inspo. I have flown just about everv wine: I could e:et mv hands on in verv stable and predict tions . But I ov, stable, high-pe mance interme ate gliders. I de not feel that the relatively small increases performance o gliders justify tne concessions made in handling and safety.

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THE GLIDER The Mistral is a totally different animal than Swing's earlier gliders. Although I am told they share a common designer, I would not have guessed it by looking at or flying the wing. The Mistral is a very flat flying glider with some noticeable differences from other wings. Perhaps the most apparent is the saw-tooth deflection of the trailing edge when brakes are applied. Each cell, for the last foot at the trailing edge, is divided into two cells by an additional inner wall, increasing pressure and producing an almost flap-like result when the brakes are applied. This proves very beneficial for flat turning in thermals, quick response in fast turns and flare authority on landings. Another factor contributing to the strange-looking trailing edge is the manner in which the brakes are attached to the glider. The lines are looped through a thick piece of webbing sewn to the trailing edge and extending an inch in both directions at each connecting point. The Mistral is certified with split J\s, however, they are arranged differently than most split-A gliders I have flown in that the front J\s go to the center of the canopy, while the second set of J\s goes to the wing tips. A call to the manufacturer clarified that it was not an assembly problem, but rather a conscious decision because many people do not notice split J\s and grab only the front set to inflate the glider. I have to concede that it was easier to inflate the glider with the first set of J\s than the second, as on many gliders. But if you're going to pull big ears, double check what you're grabbing before you induce any collapses, although that's good advice on any glider. The glider ships with a two-pulley speed system. The lower pulley is enclosed within a stiff nylon casing to prevent anything from getting caught up in it. When ground handling or flying at trim, the B risers have an additional two inches or so of webbing. This looked strange to me at first, but the reasoning behind its design became very apparent when I applied the speed system and watched the relationship between all of the risers. The glider flew very well and still felt stable with full speed on, although I was still happy to see the documentation point out that the canopy would be more susceptible to collapses at full fast. The Mistral also utilizes spare boom JULY/AUGUST

1996

technology, meaning fewer lines and less wind resistance. (There are only six A lines at the risers.) One annoying side effect of this feature is vibration in the lines and risers when flying fast with little or no break pressure. This is acknowledged in the documentation, but that doesn't mean it doesn't seem a bit weird. The problem was easily addressed by applying a little brake. This same characteristic seemed to be an advantage when flying into thermals, however. The glider really talked back and pinpointed small thermals that I might have otherwise flown past. When the glider first arrived I inspected it and found that its cleanly assembled carabiners were all facing in, the 0-ring line keepers were neatly in place, etc. It may seem insignificant, but I appreciate such attention to detail. It always makes me feel a little more confident about a wmg. The Mistral came with a very nice glider bag (large enough for the glider, harness and other gear), a speed bar, a small nylon bag for the risers and hardware to prevent wear and tear on the glider, documentation, and, of course, a Wills Wing hat. The documentation I saw was a first drafr translation. It had a lot of good information but still needed some work. Knowing Wills Wing's tradition of excellent documentation, support and customer service, I wouldn't be concerned about it.

Bated immediately upon release without any pumpmg. One attribute of the glider's handling that I did not particularly like was a feeling reminiscent of my hang gliding days that I was slipping as I came out of a turn. This is not a big issue, and would probably be resolved as I flew the glider more and tuned into it. The Mistral claims a flying speed of 38 km/h. I did not have an airspeed indicator but it didn't seem that I was flying that fast, even with the speed bar on. The Mistral does perform well against other gliders in its class. On a cross-country stretch, flying alongside a friend on a Saber, the two gliders flew at essentially the same speed and sink rate. Another related issue is that the glider sometimes felt like it was descending faster than my vario actually indicated. Again, these issues fall under the category of tuning into a glider and learning how it feels (I hate arguing with myvario). When it comes to ground handling, the Mistral takes best-in-its-class. I completed several inflations using only the front J\s (no brakes) and several no-hands inflations. The glider came up beautifully. If it didn't start out straight it corrected itself, then stopped directly above me without overshooting. You will be hard-pressed to find another glider that comes up this cleanly.

FLYING AND HANDLING As implied earlier, I was very impressed

SUMMARY I am very picky about the wings I fly or recommend to others. I like gliders that are secure and fun to fly. I like gliders that ground handle nicely. I like gliders that make me look good. I would feel comfortable recommending most of the wings I fly regularly to a strong new Para 2 as a first glider. The Mistral meets all of these criteria. After flying the glider it is easy to understand why it has received so much acclaim in European markets where it has been more widely available. (In one review it received the highest score in its class in 11 out of 12 categories.) I liked this glider. As always, I recommend that you never buy anything until you have flown it and decide you like it. But if you are planning to buy a new wing, make sure to test fly the Mistral before mal(ing a final decision. You won't be disappointed you did. Ill

with the handling of the Mistral. I had the opportunity (lots of altitude) to do some hands-off flying in some pretty ratty air, just to see how the glider would respond. It stayed overhead and quickly corrected itself from any surging or lags induced by turbulence. My favorite characteristic of the Mistral is the feedback one receives from the glider. I'm not only interested in how fast a glider recovers from a collapse, I also want advance warning of potential collapses so I can prevent them. The Mistral excels in this area. Its brake pressure is medium to heavy where I prefer it and the feedback through the brakes is accurate and precise. When I wanted big ears, pulling the second set of split J\s was not awkward and yielded a good descent rate. Stability and high pressure throughout the wing require big ears to be held in place. The tips rein-

Paragliding

ejfrey Farrell is a professional filmmaker who set his sights on footlaunched flying in 1992 and hasn't looked back. His first paragliding film, "Paraglide: The Movie," was the first hard-core look at paragliding and competition flying. Jeffrey and his company, Viking Films, are based in Sandy, Utah. When he's not filming he can usually be found somewhere in the sky over Utah on his Edel Energy. I caught up with him at a preview ofhis new film ''Fly Hard, "which, by the way, is dynamite.

BB: Let's talk about your film career first. Explain what you do for a Living? JF: I've been working in the motion picture industry for 14 years, and as a director/cameraman for the past five. My work is varied and has included several IMAX films, documentaries, commercials, television shows, music videos, and films for National Geographic.

BB: I know you get to travel quite a bit. Where have you been? JF: I've been on every continent except Antarctica and in more than 35 different countries.

BB: Let me guess, you take your wing with you? JF: Of course!

BB: Your first film, "Paraglide: The Movie, " came out in 1993, tell us about that film. Was it easy to make? JF: No, it was extremely difficult. There were several factors that made it a very difficult film to produce. First, it was

early in my flying career and I didn't know as much about competition. Second, I lived in Connecticut at the time and knew only a handful of pilots. Third, I had a reputation in the film industry but none in the sport of

paragliding; there is really no crossover there. So when I started sending out proposals and contacting people in the industry to obtain sponsorship I got some interesting responses.

JF: Well, I won't give you specifics, but I actually had people calling me and telling me things like: the only reason I was making the film was for a tax writeoff; I only wanted to cover the blood and gore and was hoping for an accident; I wanted to bring the sport down. It was ridiculous. I was taking money out of my own pocket to do something that would promote the sport, which it did! After seeing "Paraglide: The Movie" producers at three different networks saw that film, contacted me, and as a result put paragliding sequences in several television shows.

BB: Why did you make the film?

Interviews

Rob Whittall at Point ofthe Mountain, Utah.

JF: It seemed like a natural progression for me to combine the two things I love, flying and filmmaking, and I was determined to make a good film. Even though there were a few negative people, there were also companies that wanted to support the film but did not have the resources. Then one day I spoke with Greg Smith at Edel USA. He was very enrhusiastic about the project and forwarded my proposal to Mr. Suh at Dae Kyo. He was equally enthused and Edel sponsored the film. BB: You just completed a new film. Tell us

about it. JF: "Fly Hard" is an action/adventure film that centers around three pilots, Rob Whittall, Chris Santacroce and Mitch McAleer. It is the story of a couple of pilots with too much time on their hands. We basically road-tripped around the western U.S. and flew like crazy.

BB: You included hang glid-

ing and Mitch's aerobatics in this film instead ofmaking another paragliding-only film. Why? JF: To appeal to a larger audience. I can't think of one paraglider pilot who doesn't like to watch hang gliding aerobatics, and Mitch has never really been showcased in a home video before. He's just incredible. We drove up, Mitch got off the couch and into a glider he had never flown before, and started tearing up the sky. It

BB: So what can we expect to see in "Fly

Hard"? JF: You will see some pretty radical flying of paragliders and hang gliders, and some stunts I guarantee you have never seen before. It's pretty crazy!

1996

a good pilot, but how do you compare to these guys? JF: I'm nothing like these guys. They are in a completely different class. I think Rob proved that at Chelan. I learned more about flying from them last summer than in the last five years. Watching them, talking with them, and then watching hours and hours of film and seeing what they do with their hands has made me realize just how good they are. They also have completely different styles.

in our sport?

one?

JULY/AUGUST

BB: We've flown together and I know you're

BB: What are some ofthe problems you see

BB: Was it as difficult to produce as the kt JF: Every film is difficult to produce. I started working on this project a year ago! For the most part the public does not understand how much money and time it takes to make a professional film. (I do mean film; I shoot on professional 16mm film, not video.) But in terms of getting sponsorship, I have maintained and developed my relationship with Mr. Suh and Edel USA so when I approached them with this project they were immediately receptive and thought of it as another good vehicle for their products.

never complained. They also did some incredible stunts. We had a very demanding schedule trying to fit filming segments in between competitions and their product demo trips. Our average day involved getting up at 7:00 AM, driving to the flying site, rigging, filming, finishing at sunset and then traveling three to six hours to the next spot. After two weeks of this it got tiring.

was great! It was a loop- and wang-a-thon. We had four cameras mounted on his glider and one filming from the ground. It is exciting! BB: How about Rob and Chris? JF: These guys were great! They were willing to do anything to make the film and

JF: I hate that question. Okay, whiners and protesters are the problem. Did I just say that? I really don't want to get into the internal problems or any other stuff because for me this is a magical sport. To climb 5,000 feet, get to cloudbase and fly X-C with only nylon and string over your head is incredible. If some people want to sit on the ground and complain, let them. But as a filmmaker, my biggest problem is that the recognition level of the sport in the U.S. is very low. I tried to get sponsorship from mainstream companies for this film and they had never even heard of paragliding before. A positive outlook, promotion and recognition are the keys to the growth of our sport. Ill

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Paragliding In Colorado:

the view from the top is positively inspiring as the entire midwestern U.S. is laid out before you on a clear day. Remember to take a moment to appreciate the view before setting up your wing. Once in a great while, if you're lucky to be there when conditions are article and photos © by Tim Meehan, RMHGA President moderate south/southeast, you might see a paraglider sailing by overhead on its way north having launched from Mount Zion, another great site above Golden, 18 miles south. One of our more common "rite-of-manhood" flights on a southeast day is from Golden (home to the famed Coors Brewery) to Boulder, and beyond to points north. officially supported by all facets ofthe general community. Flying North Boulder can be as richly rewarding (and challenging) as any advanced site, yet all the beginner/novice cession of spot-landers and day hikers. traffic may lull you into thinking conditions hen it comes to flying sites The lower launch site, at 300 feet AGL, are too mild for serious flying. The potential with easy access, good consisis a smooth and level bench that rounds off for a reasonable X-C is high with the right tent conditions and great club smoothly into a 1: 1 slope that on your first support, it's hard to beat North Boulder conditions. Altitudes of 5,000 feet AGL and Mount Zion in Colorado. If you ever flight looks a lot steeper from the top than have been recorded on occasion, with plenty it did from the bottom. Almost every local pass through the Denver area, and have ofX-C potential and plenty of LZ options pilot here has a special emotional attachyour bag in the back of the car, you owe it all along the Front Range of the Rockies. ment to this little patch of grass and cactus, to yourself to stop in and fly both of these This site, like many others on public as it is most likely the place that their feet land, makes foot-launched flying highly visisites. left the ground for the very first time under ble to non-pilots (bikers, walkers, hikers) a paraglider. NORTH BOULDER OPEN SPACE/ and carries with it the responsibility of The upper launch is 660 feet AGL and DAKOTA RIDGE, BOULDER, maintaining a good relationship with the also has a sizable bench area, large enough COLORADO local civil officiary. Some of the local for a few gliders to set up at the same time. The North Boulder site is an excellent paragliding businesses have gone the extra If you're in a hurry and your heart is strong mile by helping improve and maintain this novice/beginner/training site. It is one of you can make the hike to the upper launch site, and have voluntarily restricted the those rare sites that, although perfect for in about 25 minutes. Remember to bring number of students per instructor in order the newer pilot, also has exceptional X-C along plenty to drink. It's a challenging to reduce trail wear. potential for pilots of all skill levels. North Boulder is a publicly-owned To fly North Boulder, the Boulder County Open Space site located local USHGA chapter recom(oddly enough) on the north side of mends a Para 1 rating or highBoulder, Colorado. Our local paragliding er and full protective equipment including reserve, helschools operate their beginner/novice training business at this site, with the met and radio. Remember to check in with the locals as the cooperation of the Boulder County Open trail up is not immediately Space department. apparent, and to get the lowThe terrain looks like it was designed down on specific site requirespecifically for the paragliding business. It faces east and consists of a smooth, grassy, ments. Chances are, on any flat landing area that slopes up at a ratio of flyable day, there will be classabout 2: l , up to two perfect east-facing es being conducted on the hill. launch sites. The landing zone is actually It is recommended that if North Boulder offers a wide-open LZ perfect for training. you're new to Colorado flying, about a quarter mile away from the nearest road, a mile off the main thoroughfare so this is the place to make your as not to create any kind of major traffic first 60 or so flights before hike and the nearest water is miles away. distraction, and is large enough to support attempting our more challenging site. several classes of ground-handling beginAs this site is right on the edge of the There's also a fairly consistent afternoon eastern foothills of the Colorado Rockies, ners with plenty of room for a steady prorotor potential that you would be well-

A User's Guide

PARAGLIDING

advised to find out about before flying. Your friendly local pilot or instructor will be happy to point out the warning signs to you. With the beautiful terrain and the easy, though tedious walk-up access, there's little not to like about North Boulder. As with any walk-up site, it would be great if there were road access and some source of food and drink nearby. Come to think of it, though, life would be suspiciously almost too perfect if everywhere we flew had a chair lift, a restaurant and herds of colorful friendly locals right there on the hill. On a scale of one to five birds, North Boulder rates a four (bird, bird, bird, bird).

Lookout Mountain antenna farm.

LOOKOUT MOUNTAIN/MOUNT ZION, GOLDEN, COLORADO Mount Zion is the traditional site of all the hang gliding old-timers. A thousand-foot hill towering over Colorado's infamous Coors Brewery, the Colorado School of Mines and the city of Golden, Colorado, it's visible from all over the Denver metro area and is known by the gigantic whitestone "M " that the School of Mines maintains at its pinnacle. With a commanding view of the Colorado plains, the city of Denver and the entire Front Range of the Colorado Rockies, this technically challenging site is popular among local pilots for its easy road access and consistent crosscountry potential. Hang gliders have been flown from the Lookout Mountain/Mount Zion area for over 20 years. In fact, the state distance records for both hang and para flights have

good pilots on good wings are making exceptional flights from Mount Zion. Mount Zion is just west of Golden, Colorado, next to Lookout Mountain where western folklore hero and exploiter of Native Americans, Buffalo Bill, is buried. The launch is about 1,200 feet AGL, at 6,850 feet MSL. The LZ is just at the base of the mountain, in a tiny little parch of ground surrounded by power lines, trees, a major highway and barbed wire fence. With help and approval from the landowner, our local club, the RMHGA, has just invested close to $12,000 in club funds to have two sections of power lines buried so chat hang glider and paraglider pilots can both take advantage of chis remarkable site. Now that the worst of the power line obstacles is down, there's a longer landing area

tions that local pilots live to fly. As Mount Zion is just about the eastern-most edge of the foothills, any upslope condition can make for a memorable X-C flight either north to Boulder or any number of points south. On warm, northeasterly, upsloping days you can slide down the range, past the transmitter towers, over the high-tension power lines, across the hogbacks to a the local X-C destination, Senor Frog's. Frog's is a seedy, smoky, well-worn little dive bar chat sits on the northern edge of a former toxic landfill. But as the landfill is broad and flat, and sits right next to a public structure that purveys cold beer and nachos, it is a favorite X-C destination of local pilots. The RMHGA hosts its monthly meetings at Frog's and you are invited to attend on the third Wednesday of every month. If you arrive by air, you'll be expected to buy beer for all the locals. Mount Zion is not without its disadvantageous challenges. It's often described as a very technical site to fly, and its pilots are considered the junkyard dogs of the flying world. Most of the challenge comes in the form of making a good approach to

origimtP.l ~t Mo11nt 7.ion_ An.I ~s rhP sporr

rh~r will s11pport horh kin.ls

of paragliding has matured over the years, the experiential wisdom shared by all of the old-time hang glider pilots has proven absolutely indispensable to paraglider pilots. In March of last year, local favorite Peter Kloepfer launched into a prefrontal wave and set the state X-C paragliding record on an 85-mile dogleg east to Castle Rock, then south past Colorado Springs. And not long before chat, top-ranked Todd Bibler flew a 70-mile dogleg north to Boulder, then east across the plains beyond Greeley. Nowadays, what used to be spectacularly lauded X-C flights north to Boulder or south to Deer Creek are becoming somewhat commonplace as more and more

of fly-toys . The top of Mount Zion is at 7,020 feet MSL and the mountain supports launches on both northeasterly and southeasterly days . The surrounding terrain is hilly and steep, sloping directly down to the generally flat Colorado plains. Two massive, thousand-foot table mesas lie about two miles directly ease Mt. Zion's north-facing launch on any afternoon. of the hill, and sit on either side of the Coors Brewery. They serve to contain the warm afternoon our very small landing zone, which hapair masses, which in turn help in to create pens to be surrounded by power lines, a the occasional early evening lapse condibusy highway, trees, barbed wire and the

JULY/AUGUST

1996

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MISTRAL The Swiss Magazine G/eitschirm calls it "The best new standard class or OHV 2 paraglider."

teeming metropolis of Golden. Add to that, Clear Creek, a very fast-running water hazard that empties out of the steep and rocky canyon into the Coors Brewery. And if you're planning a southward X-C, there's a garden of thousand-foot transmitter towers directly south of launch with 50,000 watts of broadcast energy doing who-knows-what to your reproductive system. In summary, Mount Zion really is a technical site to fly. In fact, the local USHGA chapter recommends a Hang IV/Para 3 rating and 60 flights at North Boulder, and your first 10 flights at Zion sponsored by a local advanced pilot. Helmet, back protector, reserve and radio are recommended at this rocky and unpredictable site. If you're just visiting, be sure to walk the site thoroughly top and bottom before flying, and by all means get in touch with a local to show you around. Due to our tenuous relationship with the landowner, the city of Golden and the Colorado State Highway Department, our agreement that allowed us to bury the

power lines stipulates that only RMHGA members will use the area for landings. It may become necessary for the club to initiate some kind of temporary club membership in order for visitors to fly there. Details for this procedure have not been completely worked out as yet, so it's even more important to contact the local club before flying here. They can help you more than this short article can. All in all, if you're comfortable with narrow, snot-rocket summertime thermals, steep, tight approaches that put you within a wing tip or two of a highway, barbed wire fences and the inevitable last-minute tree-rotor, then you should have no trouble with our favorite local site. Even with the thinner mountain air, the rowdy thermal conditions, serious obstacles and crowded residential terrain, Mount Zion is still a first-class, premium place to fly with plenty of potential to offer the advanced pilot. Drive-up access and a spectacular view of the Colorado Front Range make this a special place for Denver metro-area pilots.

On a five-bird scale, Mount Zion rates four birds.

Tim Meehan is an Advanced-rated paraglider pilot ftom Colorado who works as a computer graphics and web publishing/multimedia consultant. He's been flying paragliders in Colorado far over five years and is currently flying the big air on an Edel Energy.

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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 SPORT 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; Q All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where I PARTICIPATE IN THE SPORl "All persons involved" 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. ! WILL NOT SUE OR MAKE A CLAIM against any of the RELEASED PARTIESfor loss or damage on account of MY SPORTS INJURIES. If I violate this agreement by filing such a suit or making such a claim, I will pay all attorneys' fees and costs of the RELEASED PARTIES. I ACKNOWLEDGE that the 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 SPORl 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 MY SPORTS INJllRIESwhich I suffer in whole or in part before the termination of this Agreement. F. I AGREE THAT this AGREEMENT shall be governed by and construed in accordance with the laws of the State of California. All disputes and matters whatsoever arising under, in connection with or incident to this Agreement shall be litigated, if at all, in and before a Court located in the State of California, U.S.A. to the exclusion of the Courts of any other State or Country. G. SEVERAIBLILITY. 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 VOLUNTARI 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 NEGLIGENCE 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 fi[nature

Date

PARAGLIDING MR-12/95

,, I

1996 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.

&git 1 2 3

Cm:rent Dire~tQr Gene Matthews Ray Leonard Ken Baier Glen Nicolet Bill Bryden

Randy Adams

William Bennett

GWMeadows

Paul Rikert

States within re2iQn 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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BEGINNER RATINGS Region 1 .. BLACKWELL, DOUG: Haines, AK; J. Hagemann/PG Hawa11 GRAVNING, DALE: Seattle, WA; B. Hannah/PG Washington HEIM, ROBERT: Woddinville, WA; M. Chirico/Chirico's Fright School HOLLMER, RON: Ione, WA; B. Hannah/PG Washington JOVLE, JIM: Seattle, WA; B. Hannah/PG Washington KLOUCHEK, EARL: Bend, OR; Steve Amy/Pro Flyght LOWHAR, ERIC: Seattle, WA; D. McMillin/Airplay STANLEY, V1NCENT: Redmond, WA; M. Chirico/Chirico's Fright School WEDDLE, DEBBIE: Bellevue, WA; M. Chirico/Chirico's Fright School WILEY, D WESLEY: Seattle, WA; J. Greenbaum/Airtime SF Region2 AUSTIN, BRETT: Travis Afb, CA; R. Leonard/ Adventure Sports BOOKOUT, KENNETH: Pleasant Hill, CA; G. Sternik/Skytimes PG GOURSOLLE, KITTY: San Leandro, CA; J. Greenbaum/Airtime SF OWENS, GENE: Watsonville, CA; G. Sternik/Skytimes PG STOCK, NED: Incline Village, NV; R. Leonard/Adventure Sports VOORHEES, LANCE: Redding, CA; E. Hern/Skyn4hi PG WILTENS, JIM: Redwood City, CA; T. Switzer/Skytimes PG Region 3 BOYD, PETER: Kihei, HI; Steve Amy/Pro Flyght BRIDGEMAN, AMY: La Jolla, CA; T. Nelson/Thermal Dynamics FISCHER, MICHAEL: Valley Center, CA; J. Ryan/HGC GRUBAUGH, PAUL: Vista, CA; D. Jebb/Air Calif Adventure HOLZLOEHNER, RONALD: Santa Barbara, CA; J. Hagemann/Santa Barbara HG PG KANDT, MARK: Escondido, CA; J. Gluzinski/Air America PG MARTIN, DONALD: Fallbrook, CA; M. Karren/Accelerated Flight NIEDERMEIER, BERT: San Diego, CA; J. Ryan/HGC SAMUL, JOHN: Rim Forest, CA; R. McKenzie/High Adventu~e SHANKLE, AMY: San Diego, CA; T. Nelson/Thermal Dynamics , SPOELSTRA, JACOB: Los Angeles, CA; J. Hagemann/Santa Barbara HG PC, WOODS, PAUL: Escondido, CA; J. Ryan/HGC Region4 BAKER, DAV1D: Salt Lake City, UT; S. Mayer/PG Utah BEASLEY, BRIAN: Englewood, CO; W. Laurence/Fly Away PG DAVENPORT, CHRIS: Snowmass, CO; J. Stenstavold ERRETT, MARGARET: Albuquerque, NM; K. Mayforth/Paradox HAGGERTY, STEPHEN: Cedar City, UT; T. Zakocnik/Above & Beyond KIRSTEN, CHARLES: Snowmass, CO; J. Stenstavold MARSH, TANIA: Aspen, CO; J. Stenstadvold SACHS, GUNNAR: Aspen, CO; J. Stenstadvold TORIAN, BO: Nathrop, CO; P. Somerset/UP San Diego Region 5 BONNEY, LEIGH ANNE: Bozeman, MT; T. Nelson/Thermal Dynamics BONNEY, MATT: Bozeman, MT; T. Nelson/Thermal Dynamics DONAVAN, BILL: Kalispell, MT; B. Lamson HANSEN, CANYON: Polson, MT; D. Covington/Big Sky PG LEMANSKI, BETHANY: Sun Valley, ID; M. Bell/Monte's Flying Circus SUNSHINE III, STEPHANIE: Whitefish, MT; B. Lamson

Region 7 HERMEL, DAVE: Mankato, MN; B. Hannah/PG Washington KINDSCHUH, STEVE: Madison, WI; D. McMillin/Airplay SAUER, JOHN: Metamora, IL; C. Bowles/Hill Country PG SCHMITZ, KEV1N: Whitewater, WI; B. Kushner/Raven Sky Sports . Region8 FARR, MAUREEN: Deer Isle, ME; C. Bowles/Hill Country PG Region 9 PENSIVY, EDWARD: Manassas, VA; L. Linde/Eastcoast PG VOLK DIETER: Mansfield, OH; C. Bowles/Hill Count1y PG ZEPPENFELD, TORSTEN: Pittsburgh, PA; J. Greenbaum/Airtime SF Region 10 SOX, LUND: Raleigh, NC; L. Linde/Eastcoast PG Region 11 SANDS, MARK: Taylor Lk Vig, TX; C. Bowles/Hill Country PG Region 12 BAKER, JAMES: Cohoes, NY; J. Nicolay/Morningside Fl' BOBKOWSKI, ADAM: Linden, NJ; P. Voight/Fly High BOBKOWSKI, JAKUB: Linden, NJ; P. Voight/Fly High, . BOBKOWSKI, PRZENYSLAW: Linden, NJ; P. Voight/Hy High COLLINS, KYLE: New York, NY; L. Linde/Eastcoast PG GILL, SARA: Franklin Lakes, NJ; L. Linde/Eastcoast PG KASTURI, BALA: New York, NY; L. Linde/Eastcoast PG MAKRINOS, STEPHANOS: Astoria, NY; !'. Renaudin/GMI WARREN, PETER: New York, NY; T. Switzer/Skytimes PG Region 13 ENGSTROM, JUAN: Japan, ; Steve Amy/Pro Flyght l II MILLER, MURRAY: Canada,; D. Jebb/Air Calif Adventure

NOVICE RATINGS Region 1 . .. . ANNICELLI, JAMES: Ketchikam, AK; K. Ba1er/Aiqunk1es PG DE SIMONE, RALPH: Spokane, WA; M. Eberle/North American PG JACKSON, JOHN: Kirkland, WA; M. Chirico/Chirico's Fright School KLOUCHEK, EARL: Bend, OR; Steve Amy/Pro Flyght LEWIS, RUSS: Kirkland, WA; M. Eberle/North American PG LUBRECHT, MICHAEL: Carnation, WA; M. Chirico/Chirico's Fright School MARION, SCOTT: Girdwood, AK; R. Zakocnik/Above & Beyond MOFFITI,JR, HARRY: Vancouver, WA; D. Raybourn/HG PG School of OR STANLEY, V1NCENT: Redmond, WA; M. Chirico/Chirico's Fright School WILEY, D WESLEY: Seattle, WA; J. Greenbaum/Airtime SF Region2 BAR-LEN, AMIR: San Francisco, CA; G. Sternik/Skytimcs PG BOBINSKI, ZBIGNIEW: Bakersfield, CA; B. England/Aerial Action BOOKOUT, KENNETH: Pleasant Hill, CA; G. Sternik/Skytimes PG BYRNE, DANIEL: Daly City, CA; K. Davis/Sky High PG CHU, JAMES: Stanford, CA; W. Anderson/Chandelle DOLPHIN, JANET: Milpitas, CA; S. Hassell/Airtek PG GOURSOLLE, KITTY: San Leandro, CA; J. Greenbaum/Airtime SF KASHEFI, RAY: Grover Beach, CA; Y. Bajulaz/ABC Airsports OWENS, GENE: Watsonville, CA; G. Sternik/Skytimes PG SCHMID, ROBERT: San Jose, CA; P. Somerset/UP San Diego VERNON, BRAD: San Luis Obispo, CA; Y. Bajulaz/ABCAirsports WILLIAMS, LYSSANDRA: Oakland, CA; J. Williams/Comp Aire WILTENS, JIM: Redwood City, CA; T. Switzer/Skytimes PG Region 3 BANNER, GREGORY: San Diego, CA; P. Somerset/UP San Diego BOYD, PETER: Kihei, HI; Steve Amy/Pro Flyght BRIDGEMAN, AMY: La Jolla, CA; T. Nelson/Thermal Dynamics DEILY, JOHN: Laguna Beach, CA; C. Fitton/Vision Quest PG FISCHER, MICHAEL: Valley Center, CA; J. Ryan/HGC GLADY, SHANNON: Alpine, CA; S. llassell/Airtek LEE, RICHARD: Santa Monica, CA; B. England/Aerial Action MEDINA, JAMES: Santa Barbara, CA; T. Truax/Sky Sports NIEDERMEIER, BERT: San Diego, CA; J. Ryan/HCC SAMUL, JOHN: Rim Forest, CA; R. McKenzie/High Adventure SANSONE, CYNTHIA: Santa Barbara, CA; T. Truax/Sky Spo~ts SHANKLE, AMY: San Diego, CA; T. Nelson/Thermal DynamICs SMITH, MELISSA: Goleta, CA; T. Truax/Sky Sports SPOEL'iTRA, JACOB: Los Angeles, CA; J. Hagemann/Santa Barbara HG PG SPOELSTRA, TANYA: Los Angeles, CA; J. Hagemann/Santa Barbara HG PG SPORRER, BOB: Santa Barbara, CA; T. Truax/Sky Sports WOODS, PAUL: Escondido, CA; J. Ryan/HCC

PARAGLIDING

Region 4 CRISS, PATRICK: Sandy, UT; K.Hudonjorgensen/Two Can Fly JOHNSON, LEE: Providence, UT; R. Zakocnik/Above & Beyond POWELL, TRAVIS: Logan, UT; K.Hudonjorgensen/Two Can Fly SWATLOSKI, THOMAS: Fe Huachuca, AZ; T. Barton/Airborne Sports TORIAN, BO: Nathrop, CO; P. Somerset/UP San Diego WALL, JOHN: Snowmass Vig, CO; K.Hudonjorgensen/Two Can Fly Region 5 BONNEY, MATT: Bozeman, MT; T. Nelson/Thermal Dynamics HANSEN, CANYON: Polson, MT; D. Covington/Big Sky PG LEAVELL, BILL: Stanley, ID; C. Santacroce/Sun Valley PG Region 7 KINDSCHUH, STEVE: Madison, WI; D. McMillin/Airplay Region 9 PENSIVY, EDWARD: Manassas, VA; L. Linde/Easccoast PG ZEPPENFELD, TORSTEN: Pittsburgh, PA; J. Greenbaum/Airtime SF Region 10 MODRONO, JOSE: Miami, FL; J. Casaudoumecq/Aerolight USA SOX, LUND: Raleigh, NC; L. Linde/Eastcoast PG Region 11 LAKE, ED: Kacy, TX; C. Bowles/Hill Country PG MANNIS, DON: Whitney, TX; N. Stanford/Hill Country PG SEEGER, BERNARD: Longview, TX; K. Baier/Airjunkies Region 12 BOBKOWSKI, ADAM: Linden, NJ; P. Voight/Fly High BOBKOWSKI, PRZENYSLAW: Linden, NJ; P. Voight/Fly High COLLINS, KYLE: New York, NY; L. Linde/Eastcoast PG GILL, SARA: Franklin Lakes, NJ; L. Linde/Eastcoast PG KASTURI, BALA: New York, NY; L. Linde/Eastcoast PG MAKRINOS, STEPHANOS: Astoria, NY; P. Renaudin/GMI WARREN, PETER: New York, NY; T. Switzer/Skycimes PG Region 13 ENGSTROM, JUAN: Japan,; Steve Amy/Pro Flyght HI GHIBAN, FLORIAN: Canada,; S. Hassell/Airtek MCCULLOUGH, ANN: Canada,; R. Zakotnik/Above & Beyond PARENT, SHAUN: Canada,; R. Zakotnik/Above & Beyond PASMAN, R: The Netherlands,; S. Mayer/PG Utah

INTERMEDIATE RATINGS Region 1 BALDWIN, WILLIAM: Auburn, WA; D. McMillin/Airplay GAULT, LAWRENCE: Puyallup, WA; M. Chirico/Chirico's Fright School JANOSKY, KRISTIN: Ellenberg, WA; M. Eberle/North American PG NUTTER, DENNIS: Washougal, WA; S. Roci REINHARD, DON: Kent, WA; B. Hannah/PG Washington SAUNDERS, SHERI: Girdwood, AK; C. Saunders Region 2 BODNAR III, PETER: San Luis Obispo, CA; H. Murphy/Surf the Sky DEMO, JOSEPH: Redding, CA; J. Yates/Pro Design POKORNY, GERT: Los Altos Hills, CA; J. Lucas/Glidell SPIEGLER, JULIE: San Francisco, CA; T. Switzer/Skytimes TAYLOR, WILLIAM: Mountain View, CA;]. Lucas/Gliddl TULLEY, GEYER: San Francisco, CA; T. Switzer/Skycimes Region 3 BARR, JEFFREY: Santa Barbara, CA; T. Truax/Sky Sports CONNOLLY, DAYID: Santa Barbara, CA; T. Truax/Sky Sports FOWLE, MATT: Van Nuys, CA; C. Fitcon/Vison Quest PG JAEGER, DAN: Goleta, CA; T. Truax/Sky Sports KUNKLER, HANSJORG: Kula, HI; Steve Amy/Pro Flyght LMNGSTONE, THOMAS: Santa Barbara, CA; T. Truax/Sky Sports MARTONY, JULIE: Santa Barbara, CA; Y. Bajulaz/ABC Airsports RYF, ROLAND: Thousand Oaks, CA; R. Liggett/Boise PG School SZAFARYN, LEN: Long Beach, CA;]. Gluzinski/Air America WAUGH, FRED: Agua Dulce, CA; T. Boyse/LA Paragliding Region4 CARLSON, GREGG: Durango, CO; K.Hudonjorgcnscn/Two Can Fly CROXTON, ROBERT: Albuquerque, NM; K. Mayforch/Paradox LANDIS, TERRY: Albuquerque, NM; K. Mayforch/Paradox ROBINSON, ROSS: Albuquerque, NM; K. Mayforth/Paradox SCHUSTER, WOLFGANG: Layton, UT; T. Zakocnik/Above & Beyond STANKOSKY, TI-IOMAS: Sale Lake City, UT; D. White/Dixon's Thermax PG

Region 5 CURRY, DAVID: Jackson, WY; K.Hudonjorgensen/Two Can Fly GAUTREAU, PETER: Moose, WY; F. Gillette/Magic Valley Gliders LUNT, SUSANNAH: Wilson, WY; K.Hudonjorgensen/Two Can Fly RUSSO, THOMAS: Teton Village, WY; F. Gillette/Peak PG WAYCOTT, TIM: Jackson, WY; D. Sharp/The Soaring Center Region 8 CHAMBERS, SAM: Burlington, VT; F. Anderson/Aspen PG FUESSLER, ROLF: Boston, MA; K.Hudonjorgensen/Two Can Fly LYDA, CHUCK: Essex Jct, VT; P. Pohl/Sky Hook Sports WALSH, BILL: Hyannis Port, MA; P. Renaudin/GMI Region 9 MUNN, KENNETH: Cincinnati, OH; R. Leonard/Adventure Sports Region 10 HOFFMAN, FREDERICK: Del Ray Beach, FL; C. Bowles/Hill Country PG VANDERGRIFF, JAMES: St Petersburg, FL; D. Broyles/Kite Enterprises Region 11 YOUNG, HEIDI: Livingston, TX; K.Hudonjorgensen/Two Can Fly YOUNG, TERRY: Livingston, TX; D. White/Dixon's Thermax PG Region 12 DIENER, JEFFREY: Oneonta, NY; Scott Amy/Pro Flyglu MACEY, LOREN: Cohoes, NY; J. Nicolay/Morningside FP OMAN, ERIK: Red Bank, NJ; L. Linde/Eastcoast PG PESERI, ALAN: Oyster Bay, NY; A. Chuculace YAMASAKI, MASAHARU: Morris Plains, NJ; L. Linde/Eastcoast PG Region 13 HOLSWORTH, TREVOR: Canada,; G. Derovin/Rocky Men PG

ADVANCED RATINGS Region 1 DALE, MARK: Seattle, WA; B. Mickel/Alpine Descents HAMLER, BRUCE: Anchorage, AK; J. Yates/Pro Design HEATH, DANIEL: Renton, WA; M. Chirico/Chirico's Fright School TRACY, BRUCE: Omak, WA; B. Hannah/PG Washington WAGNER, JR, LEE: Porcland, OR; S. Roci Region2 HUF, RONY: Minden, NV; R. Leonard/Adventure Sports KILPATRICK, GARY: Los Osos, CA; H. Murphy/Surf the Sky LANTZ, STEPHEN: C1ystal Bay, NV; R. Leonard/Adventure Sports OSBORN, BOB: Los Osos, CA; H. Murphy/Surf the Sky REJMANEK, HONZA: Davis, CA; J. Greenbaum/Airtime SF WHEELER, MATT: Minden, NV; R. Leonard/Adventure Sports WILSON, BRUCE: Mountain View, CA;]. Lucas/Glidell Region 3 DAOUST, JEROME: Tustin Ranch, CA; J. Greblo/Windsports Inc'! GREENWAY,JODY: Bonita, CA; T. McC!emenc MITCHELL, HOWARD: La Jolla, CA; T. McClement RYAN, JOHN: Lakeside, CA; K. Baier/Airjunkies SCHRAGNER, CHRIS: San Diego, CA; K. Baier/AirjLmkies SMITH, RICHARD: La Habra, CA; K. Baier/Airjunkies UEBELHART, MARK: Chino Hills, CA; T. Zakotnik/Above & Beyond YOUNG, RON: San Diego, CA; A.L. Kaiser Region4 BONDY, RICHARD: Golden, CO; W. Laurence/Fly Away PG DILKESTAD, EGIL: Basalt, CO;]. Stenstadvold HALL, MADISON: Rangely, CO; W. Laurence/Fly Away PG KARBO, EUGENE: A1vada, CO; W. Laurence/Fly Away PG KNOWLTON, DOUG: Albuquerque, NM; K. Mayforth/Paradox ZAENGLEIN, BRETT: Flagstaff, AZ; D. White/Dixon's Thermax Region 12 HIRST, PHILLIP: Red Bank, NJ; L. Linde/Eastcoast PG NICHOLSON, TRAVIS: Massapegua Park, NY; L. Linde/Eastcoast PG

TANDEM ONE RATINGS RICK HIGGINS BRYCE JAMES ERIC SMITH STEPHEN MAYER CHRISTINE WARREN DAVE KARL

TANDEM INSTRUCTOR RATINGS MARY ANNE KARREN PAUL SOMERSET

JULY/AUGUST

1996

LA MOUETTE ZR-2S0 THE TANDEM POWERED PARAGLIDER

P O

R T

THE NEW REVOLUTIONARY HELMET IN EUROPE NOW AVAILABLE IN U.S.A. SENTRA 25

132-165

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22-44

SENTRA 28

154- 198

4.69

22-45

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187-242

4.96

22-45

FACTORY: 14, HACADAR ST., INDUSIRIAI. ZONE-NETANYA

TEL: 972-9-334322,

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~n.ISRAEl

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

IMPORTERS FOR U.S.A.

FAX: 972%19re1

CAU. (305) 63N330 FOR 1HE DEAi.Eil NEAREST YOU PARAGLIDING • POWERED PARAGLIDING LESSONS • SALES • SERVICE PARAGLIDING • POWERED PARAGLIDING LESSONS • SALES • SERVICE

DEALER ENQUIRIES WELCOME

1355 N.W. 93 0. UNIT A-105, MIAMI, FLORIDA 33172 TEL. (305) 639-3330 FAX (305) 639-3055

1355 N.W. 93 Ct. UNIT A-105, MIAMI, FLORIDA 33172 TEL. (305) 6393330 FAX (305) 6393055

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 --------

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APCO ASTRA 29 - l 70-230lbs, great intermediate wing. Including Apco adjustable harness w/reserve, new A&B's. All for $900 080. Tony (310) 459-2682. AVIDTEX IBIS - Beginner/Intermediate wing, l 40220lbs pilot weight, glide ratio 6. Includes harness and backpack, only flown five times. Reason for sale: quit flying, price $600. (31 O) 544-9972 Marion. CONDOR TORNADO - 29.6m, 59 cells, 80104kg., 3 hours $750. (501) 851-4094. EDEL ENERGY XL - 29 meters, 70 hours, VERY GOOD CONDITION, EXCELLENT DEAL @$1,500. Call (801) 583-9214 cwight@ucah-inter.net EDEL ENERGY XL - 45 hours, white with pink, recent annual $1,500. Call (208) 383-0647. EDEL RAINBOW 28 - 50 hours, factory inspected, porosity tested, with harness and pack $500. ITV Alcor 27 with harness and pack $200. Trekking panoramic helmet, large $30. Call Bill (80 I) 273-5580.

FIREBIRD - 1992 Apache 26, 80hrs $1,000. 1994 Barracuda 28, 40hrs $1,700. (208) 787-2398.

NOVA XENON - 26 projected, 29 real, almost new, <10 flights $2,800. (714) 361-2489.

FLIGHT DESIGN 83-29 - Excellent condition, barley used, 180lbs+, includes Alinco DJ-Fl Swatt radio (almost new). Quitting due to personal health. $1,750. 1-800-477-9074 days, (406) 25 l-4336pm.

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

GREAT BEGINNER'S GLIDER - And harness, 1991 UP Stellar 25 w/one small patch, good condition, yellow/blue $800. email: basham@crs.com

XENON 28 - Qualified pilots only, very good condition, low airtime, only $1,800. (505) 281-2759.

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WW125 - 38 hours, excellent condition, w/WW harness and 24 gore PDA chute $1,500. (310) 597-1758.

ITV ATIKS - Performance, good condition $500. Mylar topsurface, 29m projected, 31m real. Trim system & new glider bag included. (714) 754-7041 Greg.

WILLS WING 125 ·----And harness, <40 hours, yellow wing, blue harness $2,000. (805) 569-1667.

ITV NUNKIE 98 - 11 A's, I 8, mylar top, will last forever. Recently inspected, great shape. $1,400 w/harness & backpack. Chuck (801) 272-0695. ITV NUNKIE 100 - Great intermediate glider, 40 hours, durable mylar sail (yellow/pink). Still looks & flies like new, ITV speedtisers included. Pilot weight 165-198lb. Only $1,050. Call (207) 883-5008. ITV RUBY 30 - Low hours w/glider bag $1,950. (707) 252-7105 leave message. MERAK 38 - Brand new, list $3,200, sell for $2,700. Call Dana (617) 293-9931. NOVA PHILOU 26 - DHVI, top rated beginner wing, yellow/green, !65-210lbs, speed system, AitTek Trace harness with reserve. All like new-just 2 hours airtime. Was $3,800, sell $2,700. Ph/fax (954) 4378498.

POWERED PARAGLIDERS ALTIMAXX LIGHT - German engineering, solo 210, 17kg, silencer, 4-blade prop, 90cm, only 112hr testrun $3,200. Pgmotor wing $1,000. (604) 2295774. BUILD/FLY - Your own BACKPACK POWERED PARACHUTE for fun/profit. Takes off from level ground unassisted. Safe, simple, inexpensive. Detailed book with sources. Now only $19.95. EasyUp, 1089 Medford Center #244p, Medford OR 97504. http://www.wave.net/ easyup/ CASTELLUCCIO MACH 3 - 4 blade 3' prop, IOL rank, 215cc, blade tip protectors, seat extension harness, brand new-only two test flights. Private sale, moving-must sell $2,990. (604) 487-4122 Canada.

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 D Paragliders D Emergency Parachutes D Parts & Accessories D Business & Employment D Miscellaneous D Powered Paragliders D Videos Begin with

D Towing D Schools & Dealers D Ultralights D Publications & Organizations DWanted D Harnesses

19_ _ issue and run for _____

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

ADDRESS:-----------~ CITY: _ _ _ _ _ _ _ _ _ _ _STATE: _ _ _ __ PHONE: _ _ _ __

Number of words:

____ @$.50 =__ _

Numberofwords: ________ @$1.00= _ __

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

L-----------------------------------------------------------------------------------------------JULY/AUGUST

1996

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LA MOUETTF. CR250 - Low hours, must sell $4,800. (707) 252-7 l 05 leave message. PAGOJET - With Ailes deK Brizair 28, harness, bag, alum. crate, new reserve, new Alto vario 3010. Low hours, excellent condition $6,950. (414) 452-0300, (414) 452-0285.

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ARKANSAS SAIi. WINGS - Suppliers of fine flying equipment. PO Box 13335, Maumelle AR 72113. (50 I) 851-4094 tel/fax.

POWER-CHUTE - With 22hp Zenoah engine. Ideal for pilots around 200 pounds & up. Only 1.5 years old, under 20 hours TT. Includes 4-blade AND 2-blade prop(s) plus misc parts/accessories $3,450. Ru bis 30 paraglider $1,500. Additional information kit available. Call Larry at (908) 782-1646 days, (908) 782-2907 evenings. PRE-OWNEO POWERED PARAGLIDERS- I buy & sell all makes. Tom (57,0) 634-2364. EMERGENCY PARACHUTES ADVENTURE SPORTS LOFT - The repair center for Air America Paragliding. Reserve repacks, repairs, modifications. Master Rigger Scott Christensen (909) 657-2676. HARNESSES WOODY VALLEY MODEL - Is now introducing its full 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. SCHOOLS & DEALERS ARIZONA DIXON'S PARAGLIDING - Northern Arizona, 2 hours from Phoenix. Year-round temperate climate=more flyable days. DR1VE UP ro 360 degree treeless and rockless launches. Fly down to wide open landing fields. Sand-like soft cinders perfect for begin· ners.

Master raced TANDEM INSTRUCTOR has supervised over 8000 student flights to date. One-on-one training, state-of-the-art training gliders, 2-way radios, comprehensive ground schooling (with video), flight simulator, tandem. Virtually all kinds of equipment for sale, specializing in EDEL and ITV. Program srudents receive videos to enhance training. Kiting, towing, soaring, maneuvers, 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 srudencs are extremely well-trained and competent pilots." Dixon's Paragliding, 1500 E Cedar #10, Flagstaff AZ 86004. (520) 526-4579. www.paraglide.com

USHGA certified paragliding & hang gliding instruction. Courses are expertly run on a friendly, informative basis. We have been introducing people to the world of foot launched flight since l 9'/6. New and used gliders and accessories. Ball, Comet, Edel, Firebird, J'IV, Pacific Ai1wave, Wills Wing and ochers. All skill levels welcome. PO Box 1226, Del Mar CA 92014. (619) 481-7400 Sourhern California. AIR CALIFORNIA ADVENTURE - Year round flight tours, one to ten days, paragliding adventures in Southern California & Mexico. Family packages available. First Class hotels, meals & transportation provided. TOURS-EQUIPMENT-SALES-TRAININGCE R TI FI CATION-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 your "Pursuit of Paragliding Excellence" in the land of year-round, 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. USHGA certified. Handling the latest equipment. Call (619) 753-2664 for information. AIRTEK PARAGUDING - 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 By appointment year round (909) 883-

TRAVERSE CITY HANG GLIDERS/PARAGLIDERS - 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 distributor 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.

BIG SKY PARAGLIDING - Personalized, advanced raced tandem instruction. Sales and service on the finest equipment including Edel, Irv, Firebird, Pro Design, Ball & more! (406) 728-2876, PO Box 7843, Missoula MT 59807.

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. NEW MEXICO COME LEARN TO FLY - New Mexico's high desert with New Mexico's full-service paragliding school. Advanced/Tandem rated Gary Brightbill offers instruction from beginner to advanced at flying sites across New Mexico. Call for details (505) 281-2759. 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 at the Kitty Hawk Kites Flight Park. Equipment sales and service. RESERVATIONS 800-334-4777 or 919-441-4124. Internet address http://www.kittyhawk.com email address: hang-glide@outer-banks.com

MAGIC AIR- Paragliding and hang gliding. Located in Northern California. Lessons, sales, service. USHGA certified cowing instruction. Landing and thermal clinics. (707) 965-0411, (707) 963-3455.

PARAGLIDING

OREGON

PUBLICATIONS & ORGANIZATIONS

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

RA VEN SKY SPORTS - Largest and most popular in the Midwest. Training hills and winch towing for paragliders. Sales & Service! PO Box 101, Whitewater WI 531 'JO. (414) 473-8800. PARTS & ACCESSORIES Pro Design, North American Paragliding and more' Call Kenrnckiana Soaring fin your best prices. (812) 288-7111. Be sure to check out our display ad. HAVE EXTRA EQUIPMENT - That you don't know what to do with. Advertise in the Paragliding classifieds, $.50 per word, $5 minimum. Call USHGA for details (71 'J) 632-8300, or fax your ad with a visa/me, fax (719) 632-6417.

OVER THE HILL. l'ARACLIDING - Oregon/SW \1//ashingcon. Sales, service, beginner-advanced USI-IGA certified instruction. Nova, Firebird, Apco, AT, Pro Design, SOL, Ball, Flytec, HES Quanrum parachutes. Service: foll service shop, FAA rigger repairs/mods. Out of state pilots: We have great thermal, coastal and Gorge sites. Call us for info. There is no sales tax in Oregon! New/used gear. Trades welcome. 22865 SE Yellowhammer, c;resham OR 97080. (503) 667-4557, fax (503) 666-6979. Email: othpara.teleport.com, web: Imp:/ /teleport.com/ ~othpara/

PARAGLIDING: THE COMPLETE GUIDE - By Noel Whittall. The most complete guide to 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 to (71 9) 632-6417. SOARING - Monthly magazine of The Soaring Society 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. TOWING

TEXAS HILL COUNTRY PARAGLIDING INC - Learn complete pilot skills. Personalized USHGA certified training, ridge soaring, foot & tow launching in central Texas. MOTORIZED PARAGLIDING INSTRUCTION & EQUIPMENT AVAILABLE. (915) 3791185. Rt 1, Box l6F, Tow TX 78672. UTAH PARAGLIDING UTAH - USHGA/UHGA certified paragliding school. Lessons, sales, service & rentals. Flight operations at Point of rhe Mountain. Pilot lodging available through Utah Ski Retreats. 1800-882-793'/, fax (801) 947-9476. THE SOARING CENTER - Year-round lessons, tandems, demos and glider rentals, soarable conditions 300+ days a year ar Point of the Mountain. Professional site guides for 2,000'-5,000' mountain launch sites. free camping at launch. Dealer for all major brands. 12665 S. Minuteman Drive #1, Draper, UT 84020 (801) 576-6460, fax (801) 576-6482. VIRGINIA KITTY HAWK KITES -

See North Carolina.

WASHINGTON NORTH AMERICAN PARAGLIDING- Professional flight school. Importer for Flight Design, Uvex and Renschler. Worldwide adventure tours. Save $.'30 on Avocet watches. 1-800-727-2354, email: napi@eburg.com

JULY/AUGUST

1996

Windsok. Made of 1. 5 oz. rips top nylon, UV treated, 5'4" long w/ 11" throat. Available colors fluorescent pink/yellow or fluorescent pink/white. $39.95 (+$4.00 Sil-I). Send to USHGA Windsok, P.O. Box U30, Colorado Springs, CO 80901-1330, (719) 632-8.'300, fax (719) 6.'32-6417. VISA/MC accepted. MINI VARIO - World's smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 018,000 fr., fast response and 2 year warranty. Great for paragliding too. ONLY $169. Mallettec, PO Box 15756, Santa Ana CA, 92/35. (714) %6-1240.

BUSINESS & EMPLOYMENT OPPORTUNITIES PARAGLIDING INSTRUCTORS WANTED Eastcoast Paragliding Center is looking for paragliding instructors to join its tea111. For info call Lars Linde at

(908) 747-7845. PARAGl.!DlNG INSTRUCTOR WANTED - For growing paragliding program. Raven Sky Sports (414) 473-8800. PARAGLIDING SCHOOL FOR SALE - Located in the Salt Lake Ciry area. Well established with excellent reputation and safety record from I 987 to current. Certified the most Class I students in the country in 1994. Close to one of the best inland training sites in the US. All training equipment, school curriculum, logo, advertising, office and classroom equipment, etc included. For more information, please call or write to: Teny Zakotnik, PO Box 607, Draper UT 80402, (619) 329-4407.

PAYOUT WINCH - 25lbs., holds 2,500' spectra. Use with truck, ATV, motorcycle $500. (501) 85 14094. VIDEOS & FILMS FLY HARD by Viking Films. Join Rob Whittall & Chris Santacroce as they travel & paraglide many west coast sites. $35.95. POINT OF THE MOUNTAIN by East Coast, hg/pg action at this Utah mecca $29. PARAGLIDE: THE MOVIE by Viking Films. Rockn-roll world class competition at Owens Valley. Professionally filmed & edited $35.95. DAREDEVIL FLYER Ill by Tatum Communications. Paraglide with the Wills Wing team & friends in scenic Telluride, Colorado $24.95. Call or fax USHGA (719) 6328300, fax (71 9) 6.'32-64 I 7, please add +$4 domestic s/h (+$5 for two or more videos). Great to impress your friends or for those socked-in days. MISCELLANEOUS RYING IN THE CANADIAN ROCKIES?- Check out "Wasa Lakeside Bed & Breakfast and More". The ultimate resort for pilots and their families. James Swansburg (604) 422-3 5 51, email: swanys@cyberlink.bc.ca Home Page: http://cyberlink.bc.ca/-swanys/ VIDEOS BOOKS & POSTERS - Call USHGA for your Merchandise order form ('/19) 632-8300.

INDEX TO ADVERTISERS

cord. Contact MinHo Yoon (909) 887-4844 or Rob McKenzie, High Adventure (909)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

Adventure Productions ........................................... 18 Air California Adventure ......................................... 19 Alas Del Hombre .................................................... 19 Aloft ....................................................................... 35 Alpine Marine ......................................................... 40 CLASSIFIED ADVERTISING RATES The rate for AT Sports ............................................................... 55 DK Whisper ........................................................... 30 classified advertising is $.50 per word (or group of East Coast Paragliding Center ................................. 19 PACIFIC AIRWAVE RAVE 30 PARAGLIDER characters) and $1.00 per word for bold or all caps. Edel ................................................................ 2,13,19 MINIMUM AD CHARGE $5.00. A fee of $15.00 is Stolen from the LAS VEGAS MAXIM, NV on April Fly Castelluccio ....................................................... 27 charged for each line art logo and $25.00 for each 6th, 1996. Solid white glider. Also purple/black Flytec ...................................................................... 14 "Paradise" harness w/reserve & misc. gear (vario, camelphoto. LINEART & PHOTO SIZE NO LARGER Hall Brothers .......................................................... 40 bak, wind merer, etc.) $200 reward for information THAN 1.75" X 2.25". Please underline words to be in High Gear .............................................................. .45 Kentuckiana Soaring ............................................... 39 leading tot he recovery of this equipment! Any help will bold print. Special layouts of tabs $25.00 per column Max Maneuvers ..................................................... .40 be greatly appreciated. Contact collect Eric or Sharon inch. Mini Vario .............................................................. 35 AD DEADLINES All ad copy, instructions, changes, Chase (714) 587-1739 or (714) 255-5900, or contact Mojo' s Gear ........................................................... .45 additions and cancellations must be received in writing the British School of Paragliding (702) 896-6000. NAS ........................................................................ 23 1 1/2 months preceding the cover date, i.e. October North American Paragliding ..................................... 7 Pacific Airwave ................................................... 16, 17 20th for the December issue. Please make checks NOVA PHILOU 21 PARAGLIDER -- New, Parafly Paragliding .................................................. 19 blue/purple, only one in the US (s/n 6105). Also payable to USHGA. Classified Advertising Dept. Pro Design ................................................ Back Cover PARAGLIDING MAGAZINE, Classified Advertising, Kenwood TH-22 radio (s/n 60501515). (714) 979Skytimes Paragliding ............................................... 40 2449. P.O. Box 1330, Colorado Springs, CO 80901-1330 SOL USA ............................................................... 38 (719) 632-8300 or fax (719) 632-6417 with your Visa South African Paragliding Adventures ..................... 26 STOLEN WINGS are listed as a service to USHGA Sport Aviation Publications ................................... 18 or Mastercard. Sup' Air .................................................................. 35 members. There is no charge for this service and lost Thermal Clinic ....................................................... 40 and found wings or equipment may be called in (719) STOLEN WINGS & THINGS UP Paragliding ....................................................... 43 632-8300 or fax it in (719) 632-6417 for inclusion in USA Aerolight ........................................................ 50 IKAROS (KOREAN) PARAGLIDER- - Stolen from Paragliding & Hang Gliding magazines. Please call to USA Brauniger ........................................................ T/ cancel the listing when gliders are recovered. SAN BERNARDINO, CA rental car on June 6th, USHGA ......................................... 34,41,42,46,47,54 Viking Films ........................................................... 11 1996. Pink upper, white under with blue hawk design Periodically, this listing will be purged. Wills Wing ............................................................. 38 ~-- - - - - - - - - - on righc hottom, left brake line replaced with SOS hg -----~~~~-~~~~~~~~~~--~-~---~------~-~---~--~ DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE HANG GLIDING CLASSIFIEDS.

FLY HARD

Paraglide the western states V(fjjf\ w/Rob Whittal & C. Santacroce~ Great maneuvers, rockin' sound. 35min. $35.95

PARAGLIDE: THE MOVIE World class competition at Owens Valley. Rock-n-roll & plenty of action.40min. $35.95

CLOUDBASE PARAGLIDING Great intro video. Meet the hot pilots & fly the hot sites. 36min. $34.95

POINT OF THE MOUNTAIN PG & HG action at this Utah mecca.52min. $29.00

DAREDEVIL FLYERS Ill-THE PARAGLIDERS As seen on Prime Sports. Paraglide in scenic Telluride, Colorado. 50min. $24.95

PARAGLIDING-A PILOT'S TRAINING MANUAL by Mike Meier/Wills Wing $19.95

PARAGLIDING FLIGHT-WALKING ON AIR by Dennis Pagen $19.95 Both books cover all aspects of paragliding. Equipment, beginner skills, flying techniques & more.

UNDERSTANDING THE SKY by Dennis Pagen. The most complete book on rnicrometerology for all sport aviators. Plenty of photos & illustrations. $19. 95

USHGA, PO Box 1330, Colorado Springs CO 80901-1330 1-800-616-6888 Visa/MC fax (719) 632-641 7 Please add s/h US $4.50 for videos, $5 for books. Orders over $50 call!

PARAGLIDING