USHGA Paragliding September/October 1996 by US Hang Gliding & Paragliding Association

PARAGLIDING • SEPTEMBER/OCTOBER 1996

AIR MAIL

Q&A-THE PARAGLIDING ANSWER MAN

CALENDAR

ACCIDENT REPORTS

EXECUTIVE DIRECTOR'S CORNER

LA SALINA RIDGE

RATINGS

A flying site carved for paragliding. by DavidJebb photos by Keith Hanz

GORGE GAMES FLY-IN

UPDATE

Part of a huge event sponsored by some big names.

CLASSIFIEDS

by Bob Schmaltz

RIGHT-OF-WAY RULES Better definitions and common misunderstandings. by Jeff Greenbaum

PARAGLIDING INTERVIEWS: ROY HAGGARD A chat with a living foot-launch aviation legend.

SEPTEMBER/OCTOBER

by Jon Goldberg-Hiller

DISCLAIMER Of WAR;

RA.N'I'IES IN flUBUCATIONS: The illaterial pre- · sented here is published as part ofan information ~ semi.nation service for USHG-A members. The:: USHGA nW<;es no war; ranties or representations and assuntes liability · concerning the validity of · any advice, opinion or rec, ommendation e:x:pressed ·in · the material, Allindividuals

the

1996 U.S. PARAGLIDING NATIONALS One of the best paragliding comps ever in the U.S. by Paul Klemond

photos by jay Carroll

USPS 014-325

ISSN 1089-1846

1996

c.ontributors.

,------------------····--·-Gil Dodgen, Managing Editor/Editor-in-Chief Sieve 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. 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).

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The United States Hang Gliding Association Inc. is an air sports organization affiliated with the National Aeronautic Association (NM) 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. PARAGI.IDING 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 realm 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 1089-1846) 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.

SEPTEMBER/OCTOBER

Dear Editor, Many of the paraglider and hang glider pilots in the San Diego area are greatly concerned about the significant number of fatal and serious paragliding accidents which have occurred recently in our area and other parts of the country. These accidents not only affect the pilots involved, they threaten the future of our sport. We feel that as pilots and an organization we muse do something before we find ourselves unable to obtain insurance and without access to flying sites. A significant number of recent accidents seem to have involved uncertified paragliders. If chis sounds familiar to old-time hang glider pilots it's because we had a similar problem in the early years of that sport. Virtually anyone with a garage and a sewing machine could produce and sell hang gliders. Pilots were so eager to fly higher, farther and more cheaply chat they were willing to fly whatever was available. There was no certification process or requirement, and our accident rate was steadily increasing. If a particular glider killed enough pilots, no knowledgeable flier would buy one. Some of these gliders made it to the used glider market, where unknowing new pilots purchased them. The hang gliding community addressed these problems by supporting hang glider certification and requiring it in sanctioned competitions. The improved equipment and training programs which resulted from the formation of the USHGA caused the accident rate to drop. It is time for the paragliding community to learn from the history of hang gliding. Pilot safety and the preservation of our sport should be the top priority of the USHGA. I propose that USHGA take the lead in protecting pilots and preserving our spore by doing the following: 1) Determine what industry and governmentally recognized certification processes will be recognized by USHGA. Publish which certifications are recognized, and encourage pilots to purchase only gliders which have these certification placards. 2) Publish only advertising and reviews of gliders which are certified.

1996

VCHlJME

7, ISSUE #S

3) Enforce the current competition rules which require certification of all gliders flown in USHGA-sanccioned competitions. 4) Support a minimum helmet certification standard, such as DOT, and accept advertisements only for products which meet chis standard. These steps might also help reduce future insurance costs by lowering the acci .. dent rate and showing insurance carriers that we are serious about safety. fu individual pilots, we must do the following: 1) Fly, purchase and resell only gliders which have a recognized certification placard attached to the wing. Some manufacturers have advertised gliders as "certified" when, in fact, they were not. Some manufacturers have produced uncertified early production gliders which are significancly different from later certified examples with the same model name. Demand to see the placard on the wing before you buy. 2) Support manufacturers, dealers and instructors who support USHGA by advertising in USHGA publications. 3) Don't be afraid to walk away from conditions which are beyond your skill level. 4) Encourage other pilots to join and support USHGA and local flying clubs. Help them improve local flying sites. Yes, requiring certification may make your next glider a litcle more expensive, but it will also bring you more money when you sell it. It may also help preserve our sport. Most importantly, it may save your life. I have heard pilots argue chat requiring certification will stifle the development of paraglider design. It has not hurt the development of hang gliders. In fact, one of my hang gliding friends recencly said that certification improved the development of hang gliders. Manufacturers will design and build what pilots demand. If you demand a good-performing, certified glider, they will produce it. If you are willing to setcle for less, you will get less. Manufacturers who spend the extra time and money to develop safe gliders won't be able to compete with those who sell less-expensive uncertified gliders.

PARAGLIDING

It is expensive for manufacturers to certify each new model design and size -almost as expensive as a Life Flight ride and your first day in intensive care. Tim Hall San Diego, CA

We have received seveml comments concerning George Greer's letter in the last issue and the accidents on uncertified gliders that he referenced. We have also received seveml letters on the ''uncertified-glider"problem. it is unclear as to what gliders rmd accidents are being referred to. ~ Ed.

Dear Editor, On July 6, 1996, paraglider pilots and members of the San Diego Hang Gliding/Paragliding Club met with local officials from the small village of La Mision, Mexico to donate an emergency medical ambulance to the community. Private landowners and community officials administer the popular flying site of La Salina. For years the community has been very supportive of pilots and has welcomed tourism to the area. This area has been hard hit by a shrinking economy and employment opportunities. The village of La Mision has approximately 4,000 residents, and for years has had to rely on emergency medical transportation from Ensenada approximately one hour to the south. The idea of donating an ambulance was spearheaded by paraglider pilot Steven Epperly and several paragliding club members after a series of paragliding accidents at La Salina over the past six months. In one of those accidents PG instructor Rick Sharp severely broke his back. His rescue and trip to the hospital took over 7 .5 hours. Another PG instructor, Fletcher Anderson, sustained major injuries and had to be taken from the site via ambulance. His trip out of Mexico was nothing short of a nightmare. The major problem in each case was obtaining emergency medical treatment and transportation to a hospital. Of course, this same problem exists for every member SEPTEMBER/OCTOBER

of the La Mision community. Steve Epperly, who is very fluent in Spanish, looked around and located a used ambulance in Ensenada. He contributed personal funds and went to many local Mexican businesses to obtain donations for the ambulance. I went to club paragliding instructors to solicit donations. The ambulance is in excellent mechanical condition and comes equipped with oxygen, folllength backboards and gurneys. The ambulance is administered by three doctors who work at the La Mision Medical Center. It would not be unexpected to have a doctor in the ambulance working with EMT's in the event of a serious injury accident. The doctors are Dr. Eric Jacobs, Dr. Andreas Villanueva-Fabian, and Dr. Mada Lopez Gonzalez De Villanueva. The local residents and city officials, needless to say, were greatly appreciative of Steve Epperly and the San Diego HG/PG pilots who helped turn this dream into a reality. The community and landowners have granted flying privileges on their land for many years. This was a small way for pilots to demonstrate their appreciation and gratitude to those at La Mision who have helped make flying in Mexico a pleasant experience. Presently additional new and/or used equipment, medical supplies and donations would be appreciated. I can be contacted at the number below. David Jebb San Diego, CA (619) 670-5322

Dear Editor, During the last week in June I had the opportunity to travel to East Coast Paragliding to introduce the new Airwave Harmony. It had been tvvo years since I had been to the Ellenville, NY area. I had heard that the volume of paragliding activity had increased dramatically, and these reports were definitely verified. Under the direction of Lars Linde and instructors Phillip and Achie, paragliding in Ellenville is booming. But it's not just that paragliding is grow-

1996

ing in this area that is so worthy of a letter in this forum, it is the attitude of the pilots that so impresses me. Lessons are carried out with a dedication to quality instruction that is much needed in the industry. For example, on a non-flyable day pilots were out practicing ground handling and having fun. When weather was not suitable for even the most dedicated to practice, the learning moved indoors. Lars, Phillip and Achie would discuss weather, aerodynamic theory and equipment-purchasing decisions. It was great to sec new and seasoned pilots alike enjoying recreational flying on a high level. Ken Brown, President Pacific Ai1wavc, Inc.

Dear Editor, I wanted to comment on Joe Gluzinski's letter on thermal turbulence in the May/June issue. It was observed that the downwind side of a thermal column is often turbulent. It was hypothesized that the movement of the thermal column through the air horizontally, when there's wind, causes the air to flow around the column producing typical lee-side eddies on the downwind side. My initial reaction to this was surprise that Joe would think such a thing since the thermal is essentially driven vertically by gravity and has no horizontal airspeed. The thermal simply drifts horizontally with the wind as it rises. If we assume a stationary thermal source such as a hill, with wind blowing over it, the thermal column would essentially be tilted. Thermals often form toroidal bubbles much like carbonation in a glass of soda. The turbulence from any single bubble would be beneath it, and as such would be located downwind of a lower bubble. If one were to fly out the back of any bubble he would then encounter the turbulence beneath an upper bubble.

San Bernardino, CA

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 I I Season-Long Contest. Sum of best three X-C distances. $10 entty 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. SEPT. 6-8: Thermal Clinic: OCT. 4-6: ICP. Point of the Mm., Utah. Thermal clinics $280 preregistered $330 at the door, ICP $300, Tandem $200. Contact: Ken Hudonjorgensen, TwoCan Fly Paragliding, 474 E. Tonya Dr., Sandy, UT 84070 (801) 572-3414. SEPT. 13-15: Southern Colorado Fly-In, Southpark, CO. HG & PG welcome. Footlaunch and towing. Ground-based activities too. Contact: Steve Glazener (719) 5 70-9106 or glazener@rmii.com SEPT. 14-15: Pine Mountain Fly-In, Bend, OR. Sponsored by the Desert Air Riders. Contact: Phil Pohl (541) 389-4086. SEPT. 19-20: Powered Paraglider Safety & Training Clinic, by Hugh Murphy. Bring your own equipment or check out ours. Clinic will emphasize a smooth learning curve, specific to powered paragliding. The skills required w deal with the weight and thrust of powered flight will be demonstrated and taught. Open to all, no rating required. Contact: (805) 544-8190. SEPT. 26-29: Full Moon Campout. Enjoy soaring the 30-mile-long, 2,000' AGL Saddle Mountain Range during this four-day fly-in. Come join the fun flying if you are a current USHGA Para 2, or sign up for tandem or solo lessons. Contact: Mike Eberle, North American Paragliding, Inc. (509) 925-5565. 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 rese1ve deployments. Pilots progress at their own pace. Rese1vations required, limited space. Contact: (909) 943-8664.

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OCT. 5: I 0th Annual Gary Lagrone Memorial FlyIn to benefit Save the Children. Oct. 6 rain date. Fun fly-in for HG & PG pilots, lots of events, awards for 1st-3rd in both classes. Barbecue, shirts, lots of prizes from manufacturers and local sponsors. Contact: Valerie Carroll, 11982 South 700 West, Draper, UT 84020 (801) 523-0693 (h), (801) 264-1479 (w). OCT. 10-13: Super Clinic. Basic & Advanced hang gliding ICP, Basic paragliding instructor training, Tandem Class I & 2 and Tandem Instructor Clinic. Additional clinic days available. Prices from $125-$375. Limited space. Contact: (619) 561-1009. OCT. 12-13: San Diego's 2nd Annual Hang Gliding & Paragliding Fun Meet, Big Black Mm., Pama Rd., Ramona, CA. Sponsored by SDHGPA. One or two days advance registration $30 and $40 respectively, on-site $35 and $45. Send check to SDHGP, P.O. Box 420238, San Diego, CA 92142-0238. Fee includes barbecue, drinks, fly-in T-shirt, contest entry and campground use. Contest both days with prizes. Launch at 2,900' above beautiful Pama Valley with huge, flat LZ. Best glass-off in San Diego. Plenty of campground space. Contact: Mark LaBianca (619) 484-9025 (nights). OCT. 12-13: Tandem Clinic, by Ken Hudonjorgensen and Two-Can Fly Paragliding, Point of the Mountain, UT. Contact: (801) 572-3414. OCT. 12-14: First North American Air Carnival,, Morningside Flight Park, Claremont, NH. Categories include paragliders (beginner and advanced), hang gliders (same two categories), motorized paragliders, ultralights and other aircraft. Award for "most creative flying machine." Nearby sites include Mt. Ascutney and West Rutland, VT, and Mt. Greylock, MA. Nonpilot activities, camping available on the mountain. Contact: Jeff Nicolay (603) 542-4416, or Nicola Cauchy (617) 491-5480, nicocauchy@aol.com. OCT. 17, DEC. 16: Hang gliding on Discovery Channel's "Go For ft, "6:00 PM. Tandem instruction and freestyle featuring Dave Sharp, John Heiney and others. NOV. 6: Segment at 6:00 PM on freestyler and photographer John Heiney and the Blue Sky Predator. OCT: 23-25: ICP, Ellensburg, WA. Contact: Mike Eberle (509) 925-5565.

OCT. 26-27: Annual Women's/Halloween Fly-In. Join the northwest pilots for some fun flying and a great potluck on Sat. night. Contact: Kristin Armstrong (509) 32!-8172 or Kristin Janosky (509) 925-2190. OCT. 26-27: Crestline Soaring Society costume contest/fly-in, with mini-competition. $ I 00 prize for best costume, trophies for competition, giant barbecue. Geared for intermediate pilots in both hang gliding and paragliding. Contact: Mike Harris (619) 324-8824 after 5:00 PM. NOV. 21-24: Fall USHC/A Board ofDirectors 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 resetvations: (719) 632-8300. DEC. 6-16: Paraglide Chile. Join instructor/guide Mike Eberle for some Exotic Adventure Travel and incredible flying. Fly Paquica, the starting point for every foot-launched world record! Contact: North American Paragliding, Inc. 1800-727-2354. 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. JAN. 17-20, 1997: Winter Fly-In. Bundle up and come Fly Eastern Washington when the air is thick and our toes are cold. This is our 6th annual Winter Fest and we are still going strong! Contact: Inland Northwest Paragliding Club organizers Denton Meier (509) 663-7082 or Joel Armstrong (509) 327-8172. FEB. 14-23, 1997: New Zealand '97! Come join the fun on our 6th annual adventure Down Under. Condo, pool, choppers, advanced instruction and more included in this luxury tour for any level pilot. Contact: North American Paragliding, Inc. 1-800-727-2354 to register. FEB. 24-MARCH 2, 1997: Paraglide New Zealand. Learn to fly on this separate certification tour. Airfare, lodging, equipment, instruction, etc. all included on this fantastic tour. Professional instructor/guide, Mike Eberle of North American Paragliding, Inc. Contact: 1800-727-2354.

PARAGLIDING

ExEcUTIVE 1'Idcro . ~. -

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by Phil Bachman, USHGA Executive Director t's official! In the May, 1996 issue I reported that we had received assurances from the Appalachian Trail Conference management that the proposed policy to be adopted by the National Park Service regarding powerless flight along the Appalachian National Scenic Trail would be modified to be more favorable toward powerless flight. Let me refresh your memory as to why this was such an important issue. Originally, the Appalachian Trail Conference (ATC) management was attempting to exclude powerless flight on the Trail by refusing to renew the Special Use Permit (SUP) for the Kirkridge launch near Fox Gap, Pennsylvania. Kirkridge had been established by the Water Gap Hang Gliding C lub years earlier, before the ATC had acquired the land and had, to this point, been operating under a SUP issued by Trail management. Two years worth of discussions, meetings, faxes and frustration had produced lirrle progress until Congressman Paul McHale from rhe 15th District in Pennsylvania and his staff agreed to look into the problem.

SEPTEMBER/OCTOBER

In addition, the ATC acting director at that time had written a proposed policy which was extremely unfriendly toward hang gliding and paragliding. This proposed policy was published in the ATC Register. The ramifications of this negative proposed policy were serious. If adopted, it would establish an unfriendly policy toward powerless flight in 14 states. Also, as an official policy of the ATC, which is organized within rhe National Park Service, it could have been picked up and used as a model throughout the NPS . A second, and equally serious result would have been the establishment of a requirement to solicit a federal Special Use Regulation for each site. This is a 12- to 18-month process requiring a lot of rime and work, and was obvious bureaucratic overkill. We published a call-to-action for USHGA members in rhe January, 1996, issue of Hang Gliding to help overturn this proposed policy with a letter-writing campaign. It produced over 900 letters from you, the members. As a direct result of your letters, the proposed policy was rewritten. The modified policy was published in the Federal Register on June 5, 1996 and became effective on July 5, 1996. Let me quote directly from the regulation. " ...After considering all of the public comments received, the NPS has decided to endorse a broader rule, and to proceed with a final rule with a modification of the proposed rule from a sire-specific regulation to a non sire-specific special regulation that may allow powerless flight on ATacquired lands at rimes and locations designated by the Park Manager, pursuant to the terms and conditions of a permit. " This regulation creates rhe authority for a local Trail manager to issue a Special Use Permit to a local USHGA chapter under their negotiated terms and conditions. This is a major success story for the USHGA, irs members and rhe Water Gap Hang Gliding Club. Without your direct input, ir would not have happened. Please remember this story the next rime we need your letter-writing support to save a threatened sire. We know this tactic produces results and I suspect rhe next request will be fairly soon. •

1996

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

Featuring former parag lidin g a nd hang g lidin g \\'Orld champi on Rob Whittall , Chris Santacroce and seve n time world HG aerobati<: champi on Mitch McAleer. A n ying traveling c ircus filmed at Point of the Mountain. La ke Elsinore, Torrey Pines. Northern California a nd S un Valley. Sec some incredible mane uvers. radical fl yin g a nd never be fo re see n slllnts: THE STAND UP. DO UBLE SPIRAL and Mitchs · ha ng glider aerobatics shm,. 35 Minutes. Also available

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1996 USHGA MERCHANDISE ORDER FORM

CALENDARS

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USHGA 1997 HANG GLIDING CALENDAR- Excellent photography .................... 11b

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VIDEOS FLY HARD Rob Whittal & C. Santacroce paraglide the westcoast Rock soundtrack.(36 min). . 1lb POINT OF THE MTN (Utah) HG & PG action at one of America's favorite sites. (52 min) .... 1/b PG: THE MOVIE Owen's Valley world competition. Hot action, rockin' soundtrack. (40 min) .. 1/b CLOUDBASE PARAGLIDING Great intro. video. Meet the hot pilots, fly the hot sites. (36 min) 11b HAWAIIAN FlYIN' HG & PG in Paradise. Amazing launches & awesome scenery! (46 min) .. 11b DAREDEVIL FlYERS Ill-THE PARAGLIDERS Join Team 'NtN in Telluride, CO. (50 min). . . 11b BORN TO FlY HG action. Meet Larry Tudor & Green team, fly Owens, Sandia, etc. (50 min) .. 11b HANG GLIDING EXTREME Fly spectacular sites in the US. Meet the top pilots (50 min) .... 11b All our videos are in USA/VHS NTSC format only.

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Send to: N a m e · - - - - - - - - - - - - - - - - - - - - - USHGA #_ _ _ _ _ Phone._ _ _ _ _ _ _ __ Street Address (if possible)._ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

.......................United States Hang Gliding Assn., PO Box 1330, Colorado Springs CO 80901-1330 8 (719) 632-8300 1..S00..&16-6888 fax.(719) 632-6417 email: ushga@market1.com

REGIONAL DIRECTOR ELECTION UPDATE

FRIEEX NEWS

Front-Control Harness

ue to the accelerated publishing schedule of both Paragliding and Hang Gliding magazines, the Regional Director candidate write-ups and election ballot which normally appear in this issue will appear in the November/December and November issues respectively. The cutoff date for ballot receipt will also be moved ahead from November 15 to December 15.

he new FreeX Front-Control harness offers in-flight adjustment features, quick-release buckles, integrated ABS stabilizers, plenty of room for accessories, integrated pouches for radio and water ballast, side pouches and integrated reserve bridle. It is designed to accommodate hip protectors on each side and the Sup' Air airbag back-protection system. It also includes an integrated front reserve container with the deployment handle always in sight and within reach. The top of the reserve container has several attachment points to serve as mounts for flight instruments, maps, etc.

NORTH AMERICAN AH~ CARNIVAL

Spark

n the tradition of the Coupe Icare in France, Jeff Nicolay of Morningside Flight Park, the New England Paragliding Club and Nicola Cauchy are organizing the First North American Air Carnival at Morningside Flight Park, Claremont, New Hampshire this coming Columbus Day weekend, October 12-14. Categories will include paragliders (separate categories for beginners and advanced pilots), hang gliders (same two categories), motorized paragliders, ultralights and other aircraft. There will be an award for the "most creative flying machine." (Do not compromise safety!) Other nearby flying sites include Mt. Ascutney and Wesl Rutland, Vermont, and Mt. Greylock, Massachusetts. For non-pilots activities include mountain biking, hiking, canoeing and more. Camping is available on the mountain. For more information and reservations contact: Jeff Nicolay (603) 542-4416, or Nicola Cauchy (617) 491-5480, nicocauchy@aol.com.

CAGE CORRECTION n the article on the Cage in the July/August issue there was an error in the specs for the Lagon. Under "performance/maximum speed" it should have read 47 km/hr. instead of 42 km/hr.

The new Spark from FreeX is a high-performance glider which combines the safety features of an intermediate with the glide performance, speed and appearance of a modern competition glider. It uses FreeX's new "diagonal-cell" technology. The glider comes in 25, 27.8 and 31 m2 sizes with an aspect ratio of5.75. There is a special competition version, the Spark Pro, with an AR of6.3. Also available through FreeX USA is the new Quartz paraglider from Aile de K which is certified DHV 1-2 and AFNOR Standard. Contact: FreeX USA/Alpine Marine (206) 432-8900, fax (206) 432-2876.

pilot to communicate while keeping his hands on the control bar or bral(es, making for safer flying and more reliable communication. It is constructed of heavier-duty materials than previous headsets, providing more durability and reliability. The headset comes with a 90-day manufacturer's warranty with repair service available beyond the warranty period. It is currently available for Yaesu, Icom, Alinco and Kenwood models for both fullface and open helmets. The price is $89 plus $3.50 shipping. Dealer inquiries are invited. Contact: Kentuckiana Soaring, 425 N. Taggart Ave., Clarksville, IN 47129 (812) 288-7111, fax (812) 284-4115.

SOL/NOVA AGREEMENT FDNGIERSWITCH RADIO

HEADSET

entuckiana Soaring presents the new FingerSwitch radio headset by Flight Connections. This new production headset with a finger-mounted switch allows the

SEPTEMBER/OCTOBER

ol is pleased to announce that it has entered into a licensing agreement with Nova International of Austria. Under the agreement, Sol is licensed to produce Nova paragliders for the entire North American continent. Sol has exclusive rights to use the

1996

Nova name in Lhis region, and all paragliders will meet the same standards as those produced by Nova. Production has begun, and the intermediate-class Sol Quasar is now available. The rest of the line will follow during the next year. Contact: Sol USA, 2274 South 1300 East #G8-144, Salt Lake City, UT 84106 (801) 467-6527, fax: (801) 467-0407.

ARR CALIFORNIA THERMAL CLINIC

ir California Adventure and Sky Hook Sports are sponsoring a three-day thermal clinic at infamous La Salina ridge, a five-mile coastal flying site in Mexico set back one mile from the ocean. The thermals are magic, the site is awesome, and accommodations are inexpensive. The clinic cost is $195, which includes three days of instruction, handout materials, dinners, campsite accommodations (with pool, spa, showers, rest rooms, restaurant and bar), and transportation to

ith new features like the Option mode, three flight clocks, useradjustable settings, a thermometer, and a PC interface on all models, Flytecs' new line will be the variometer of choice for the next generation of hang glider pilots. They are easier than ever to use. If you don 1 like the response thresholds of the variometer 4010 Real Time

fe!isional

Same as 4010

plus: v

2 Altimeters v Speed Display v 3 Flight Clocks v Temp. Display v 20 Memories v

40i!

(with more data than before)

Barograph Polar Recording

6P§ Acce!i!i

Same as 4020 plus: v GPS interface (via NMEA cable)

v v

4030

Option Mode (allows user to program

more features)

v v

Speeds-to-Fly Final Glide

v PC Interface

Call 1-800-662-2449 for the dealer nearest you. Or write to: PO Box 561732 Miami, FL 33156 E-mail: usaflytec@aol.com • WWW: http://users.aol.com/naherzinlflytecJhome.htm

All major credit cards accepted

and from the flying site. Upon successful completion you'll receive your USHGA thermal rating and sign-off. Special accommodations available upon request. Reservations required. Contact: David Jebb (619) 670-5322, http://www3.imall.com/ aircal_adventure/.

AIRWAVE HARMONY

irwave has released its new Harmony paraglider, which is ACPUL-certified Standard in all three sizes: 30, 27 and 24 m2. It is designed as a fun-to-fly canopy with confidence-instilling handling for newcomers and intermediate pilots. Contact: Chris Johnson, tel. 44-1983-531611, fax 44-1983-531552.

PHOTO ACKNOWLEDGMENT

e inadvertently neglected to include photo credit for the Greg Smith picture chat appeared on page 10 of the March/ April 1996 issue of Paragliding. The photographer was none other than Ken "Canyon" Mollica. Thanks for the contribution, Ken.

PEAK H20 PAK

fter six years in the hydration . system business, Pek Products (pronounced "peek'') has announced the new Peak H20 Pak system to be distributed exclusively by Air California Adventure in the

U.S. The Peak Pak is the only 70-ounce, double-overlap seamed polyurethane reservoir system on the market today, and is designed to prevent leaks and blown seams. The external pouch is made of breathable open-cell foam which insulates the internal reservoir for both hot and cold fluid delivery. The back panel of the pouch, which

rests on the pilot's back, and all contact points are designed for comfort using "CoolMax" wickable material to help keep the user cool. The Pak has fullyadjustable padded shoulder straps, and is made only of the highest quality materials. The Peak Pak sells for $38.95 and is available in black initially, with other colors to be available in the near future. Dealer inquiries are invited. Contact: David Jebb (619) 670-5322 http:/ /www.imconn.com/paragliding/

HAND-HELD WIND METER Monitor changing wind conditions. Responsive to slightest variation In wind velocl1y. AIRSPEED INDICATOR use with optional PATENTED paraglider mounting bracket. Maximize your performance and skill. RUGGED & ACCURATE: Molded of super tough LEXN,J ® resin. Stainless steel rod. Calibration traceable to National lnstttute of Standards and Technology.

HALL BROTHERS PO Box lo l 0-P Morgan UT 84050 (801) 829-3232 fax 829-6349 MCNisa/COD

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

Dealer for Pro-Design

(415) 868-1330

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by Dennis Pagen $19.95 Both books cover all aspects of paragliding. Equipment, beginner skills, flying techniques & more.

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

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 l -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!

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THIS VIDEO COMBINES THE BEST SHOTS OF THE CLOUDBASE SERIES AROUND THE USA PLUS THE WORLD CUP IN EUROPE. MASTER PILOTS SHOW AWESOME TECHNIQUE. THE FAMOUS ON BOARD FLIGHTS TO CLOUDBASE PLUS MASTER PILOTS TECHNIQUE MAKE THIS VIDEO ACTION PACKED. FLYING INTO CLOUDS, PARAMOTORS, MEETS, GAGGLES, AND MANEUVERS. SPECTACULAR SCENES IN 22 MINUTES. ITS DIGITAL PARAGLIDING ARTWORK TO GREAT MUSIC.

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ADVENTURE PRODUCTIONS Paul Hamilton 4750 Townsite Road Reno, Nevada 89511 USA Phone/FAX 702-849-9672 ham1lton@adventure.reno.nv.us

SEPTEMBER/OCTOBER

1996

Send total for books plus $1.95 shipping to: Sport Aviation Publications Dept BP, PO Box 101, Mingoville, PA 16856

CARVED

PARAGLIDING

by David Jebb, Air California Adventure, and Keith Hanz, Image Raptor Photography was on a quest after growing my first free-flight feathers. Like many paraglider pilots, I searched for primo paragliding topography on maps and in my imagination. I wanted a place that combined all the best features paragliding required - training hill accessibility and the unbridled beauty and challenge of a big-air locale. And it had to be a site where the freedom of flight had not yet be spoiled by excessive regulation. If I were to build my own paragliding site I'd start with a coastal area with nearclockwork onshore flow. Next, I'd add a wide swath of flat earth baked by the sun to trigger thermal activity. Of course, the centerpiece of my imaginary site would consist of a long, gradually sloping ridge. Since we're fantasizing, why not include a few challenging gaps and house thermals bubbling up near launch. We could surround this site with nearby supplementary ridges that offer lift in diverse weather conditions. Let's put a cherry on top by requiring several wide launches, top-landing areas and multiple landing zones, one of which offers reasonably priced, ice-cold margaritas. As I'm sure you've guessed by now, this describes La Salina. A handful of fellow pilots and I have the good fortune to fly the awesome topography that is found in Baja, California. There are many freeflight-friendly sites on this Mexican peninsula. I'll tell you about the one with the margaritas. La Salina ridge, near the village of La Mision, is about 40 miles south of the U.S./Mcxican border on the Pacific coast, about halfway between Tijuana and Ensenada. Even if you had no directions to this site you could find it simply by driving - or sailing, for that matter - south along the coast. Upon arrival at its northern extent you would exclaim, "This place was carved for paragliding!" It's that perfect. To the west of the north/south-running toll road lies a quarter-mile of scrub and sandy beach. To the east lies three-quarters SEPTEMBER/OCTOBER

dirt road near the base of the ridge. At this point the ridge starts a shallow slope that gradually increases in inclination until, at its summit, 100 feet of sheer and jagged volcanic rock surges vertically to cap the ridge at approximately 800 feet MSL. At the top rests an expansive plateau that spreads for miles to distant ridges and mountains to the north, east and south. The ridge runs for approximately five miles with one large, shootable gap in the middle. The vertical rise runs from 200 to 500 feet. Two well-cleared and recently widened launches are located just to the north of the big gap. The north launch is nicely sloped and is used in winds 10-20 degrees from either side of a direct westerly. The south launch is wider and flatter, and is nestled in a northwest-facing part of the ridge. This is good for the north-cross wind direction that sometimes predominates. The main LZ is a baseball diamondsized clearing surrounded by wide-open flat land. So, if you keep clear of the sporadic cacti, everything in front of and on top of the ridge is usable LZ. (This includes the beach by the Baja Seasons RV Resort one mile directly in front of the ridge, which is where the margaritas are found.) Flights can range from beginner sled rides to the main LZ early or late in the day, to hair-raising thermal flights several hundred feet over launch and of several hours duration. Flights up and down the entire length of the ridge and beyond are

regular occurrences. With the proper and safe combination of pilot prowess and glider, X-C flights in three different directions are possible. In the event the main ridge is skunked by overly north-cross conditions, a small, northwest-facing, 100-foot vertical ridge we call Desperado awaits your launch with a grassy bowl devoid of rotor activity. Gains of more than 600 feet and flight durations of hours are possible over this little nearby ridge. Here you fly directly over the village of La Mision, with the natives frolicking in the tidal pools of the bay and various coastal and inland bird species doing their thing. It's a rare occurrence when La Salina is totally shut down or blown out all day. A week-long visit can yield four to seven soarable days. In the event of an unflyable day the area offers all kinds of ocean, beach, equestrian and other outdoor activities. All kinds of accommodations are available. On our day and multi-day excursions to La Salina we stay in tents, RV's or the condos at the local beach-front resort. There are several fine restaurants up and down the coast, including in La Fonda and Puerto Nuevo a few miles to the north. La Salina is no different than any other site, in that it requires a common-sense, conservative attitude, as well as wise management of the risks inherent in flying a new ridge that produces both mechanical and thermal lift in an often turbulent mix. Talk to the locals and watch them fly

before launching. There have been serious and permanent injuries at this site. The fact that you are 40 miles south of the U.S. border, and somewhat isolated from modern medicine, should be seriously taken into consideration. This warning notwithstanding, La Salina offers a unique slice of free-flight paradise. It's the only coastal site I've flown that allows one to thermal up to the clouds while watching the waves crash on the beach. Pilots soar with hawks, ravens, northern harriers, prairie and peregrine falcons, pelicans, gulls, terns and swifts. Here you can experience the freedom of flight, without the burdensome restrictions of many over-regulated sites, at this gem carved for paragliding. Ill

Keith Hanz has Bachelor's and Master's degrees in Fine Arts and is a professional photographer based in Southern California. His Image Raptor Photography business offers aerial and land-based paragliding portraiture. He holds an Advanced paragliding rating. David Jebb is an Advanced USHGA Instructor and Tandem Instructor. He owns Air California Adventure which offers paragliding flight tours throughout Southern California and Baja, Mexico, as well as training, certification and equipment sales. He may be contacted at: 3613 Hidden Ridge Rd., Jamul-San Diego, CA 91935 (619) 670-5322, http://www. imconn. com/paragliding/ PARAGLIDING

*PARAGLIDING MEMBERSHIP APPLICATION *

lftENTION: USHGA WAIVER (ON BACK SIDE) IIUSf' BE 8/IINEII FOi MEMBERSHIP PROCESSING

OTHER OPTIONAL SERVICES 1ST CLASS MAIL SERVICE - PARAGLIDING MAGAZINE: ($12.00-U.S., Canada, & Mexico only) ................. $_ _ _ _ __ AIR MAIL SERVICE - PARAGLIIDING MAGAZINE: ($1'.i.00-Westem Hemisphere, $20.00-Europe, $25.00-AII Others) .... $_ _ _ _ __ SUBSCRIPTIION TO HANG GLIDING MAGAZINE ($35.00 U.S., $40 Canada & Mexico, $50 Int'!) . . . . . . . . . . . . . . $_ _ _ _ __ NAA MEMBERSHIP: ($10.00 annual dues) .......................................................................... $_ _ _ _ __ FAI SPORTING LICENCE: ($18.00 annual fee) CHARGE MY: _ _MasterCard Credit Card#

Date ofBirth:_ _1_ _1__

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USHGA, PO BOX 1330, COLORADO SPRINGS, CO 80901-1330 (719) 632-8300 FAX (719) 632-6417

(01/96)

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 SPORT-and/or as a result of the administration of any USHGA programs (for example: the Pilot Proficiency System). 3. "RELEASED PARTIES' means the following, including their owners, officers, directors, agents, spouses, employees, officials (elected or otherwise), members, contractors, sub-contractors, lessors and lessees: a) The United States Hang Gliding Association, a California Non-profit Corporation (USHGA); b) Each of the person(s) sponsoring and/or participating in the administration of my proficiency'rating(s); c) Each of the hang gliding and/or paragliding organizations which are chapters of the USHGA; d) The United States Of America and each of the city(ies), town(s), county(ies), State(s) and/or other political subdivisions or governmental agencies within whose jurisdictions I launch, fly and/or land; e) Each of the property owners on or over whose property I may launch, fly and/or land; D All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where I PARTICIPATE IN THE SPORT 11 AII persons involved" include, but are not limited to, spectators, hang glider and/or paraglider pilots, assistants, drivers, instructors, observers, and owners of hang gliding and/or paragliding equipment; and g) All other persons lawfully present at the site(s) during my PARTICIPATION IN THE SPORT. B. I RELEASE, WAIVE AND DISCHARGE the RELEASED PARTIESfrom any and all claims and liability for MY SPORTS INJURIES, however caused, even if caused by the negligence (whether active or passive) of any of the RELEASED PARTIES, to the full extent allowed by law. C. I WILL NOT SUE OR MAKE A CLAIM against any of the RELEASED PARTIES for loss or damage on account of 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 SPORT. E. TERMINATION. I can terminate this Agreement only by either (I) sending written notice of termination to the USHGA National Office postage prepaid return receipt requested, in which case the termination will not be effective until one year after I cease being a member of the USHGA or 30 days after I place the written notice in the mail, whichever is later; or by (2) signing and returning to the USHGA National Office a later version of the Official USHGA Release, Waiver and Assumption of Risk Agreement. However, even if I terminate this Agreement, all of the terms of this Agreement will continue to apply to MY SPORTS INJURIESwhich 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. SEVERABULITY. 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 VOLUNTARILY ASSUME All RISKS, KNOWN AND UNKNOWN, OF MY SPORTS INJURIES, HOWEVER CAUSED, EVEN IF CAUSED IN WHOLE OR IN PART BY THE ACTION, INACTION, OR NEGUGENCE OF THE RELEASED PARTIES, TO THE FULL EXTENT ALLOWED BY LAW. I have read, understand, and agree to the above RELEASE, WAIVER AND ASSUMPTION OF RISK AGREEMENT.

Participant's ficnature

Date MR-12/91

B I N

WASHINGTON by Bob Schmaltz

This fly-in was actually just one event in a dynamic sporting, musical and recreational festival held in the Columbia River Gorge. In addition to paragliding the daily contests included snow boarding, mountain biking, wind surfing, kayaking, kite skiing, climbing and a trail run. (There were also nightly concerts, golf, tennis, fly fishing and rafting.) All this fan started on July 13 and ran through July 20, 1996. The event was sponsored by Nike, Subaru, Outside and US. Cellular.

he Columbia River Gorge could well be the best recreational area in the world! Where else can you participate in all these activities in one area, on any given day of the year? It was hot, with temperatures reaching 109°. Thirty-four pilots from the great Northwest competed for more than $2,500 in cash and prizes. Sponsors of the paragliding event were Over The Hill Paragliding, Perin-Mowen Bees Wax Candles, and the Hang Gliding and Paragliding School of Oregon. Thanks so much for your support! The site was Bingen, Washington, a 2,060-foot AGL launch with views of Mount Hood, Mount Adams, Mount Saint Helens, Hood River, White Salmon River, Bald Butte and the Columbia River Gorge for 20 miles to the east and west. This site offers some of the most beautiful scenery anywhere. The LZ is a huge grass field on the banks of the Columbia River. Flights in

"The Gorge" can produce altitude gains to 10,000 feet AGL, X-C's of 20-plus miles, and durations of over three hours. The fly-in included two categories: spot landing and duration. These were combined to get all-round winners. The spotlanding task was to hit a silver dollar in the middle of a 50-foot bull's-eye. Every pilot who hit the silver dollar got to keep it. Terry Taggard hit three. Local favorite Jay Carroll got the longest duration flight of two hours and 10 minutes, with an altitude gain of over 5,000 feet to 7,200 feet AGL. He went on to miss the bull's-eye by 7-112 miles, crossed the Columbia River, flew to Hood River, Oregon, and landed at the local country club. Jay's was the best flight of the fly-in . Thanks to Edel, ITV Firebird and Nance Photography for sponsoring prizes. Everyone had a great time, so don't miss the Gorge Games Fly-In next year!•

RESULTS Duration (1)

Spot Landing (1)

Jay Carroll (2 hrs. 10 min.) (2) Bill Gordon (3) Terry Taggard

Terry Taggard (3 silver dollars) (2) Steve Forslund (1 silver dollar) (3) Dan Combs (1 silver dollar)

Combined (1) Terry Taggard (2) Steve Forslund (3) Bill Gordon

(4)

Steve Forslund (5) Richard Sperling

Mike Sterling (5) David Kauffman

Rick Higgins (5) David Kauffman

ABOVE: Terry Taggard on approach. Photo by Michael Hildreth, Fascination Photography.

Jef!Smith, NAS test pilot, performs "big ears" at Torrey Pines, CA. Photo courtesy NAS Distributing.

A G11ide to Powered Paragliding Video & Maguine The full color periodical coven current information Powered Paragliding in North America. With 8 pages on the units, featuring photos and specs. FAR's, weather, thrust tests and more. The video is a documentary, covering the 3 day meet in Baja, Mexico and much more. Please call for more information.

Dhcovering Paragliding The New Pilot's Issue This magazine is published for everyone who is interested in the sport of paragliding. The focus is on informative articles for new and existing pilots or for anyone who would like to know more about paragliding. It is S6 pages with many full color photographs. $7. 95 incl. Air Mail or both issues for $15.00 incl. 2nd day air mail.

P-ar• o Fred & Claudia Stockwell Phone IS41) S82-1467 Fax (S41) S82-3S22 8901 Rogue River Hwy.

Grants Pass, OR 97S27 \lisa /Mastercard accepted

Q: Big ears are said by some to

and pull che brakes at che same time. Gliders are different, and che end result of big ears will The Paragliding vary from wing to wing. true? Answer Man However, from experience I A: The "big ears" maneuver have found chat most gliders does two things to a paraglidby Jeff Greenbaum undergo very little speed er: it reduces the wing area change after executing big ears, just an increase in sink rate. It is a chat is flying, and it adds drag to the wing. mistake to chink chat big ears will increase As a result of the reduced wing area the the glider's speed. glider will cry to fly faster. The added drag from the "ears," however, negates chis extra The use of big ears can be quite comforting when coming into a turbulent speed. landing area, but one should have solid The result is chat wich big ears you will experience with the technique before have a higher wing loading and will move at about the same speed, but you'll have a attempting chis. Being proficient at seathigher sink rate resulting from the added steering while executing big ears is mandatory. This is a fairly advanced maneuver, drag. In ocher words, the wing will fly at about the same speed but will descend but it can reduce some of the risks involved much more quickly. in landing in turbulence. A standard flare does work fine while in The wing will also experience higher big ears, but one should be careful, as the pressure during big ears. This is a positive ears will start to come out as you flare. If aspect of the technique, since higher pressure results in che wing being more resisyou intend to use chis technique, practice tant to collapses. On the down side, howsteering in big ears and perform some landever, there is che loss of brake steering. One ings chis way (in mellow conditions, of cannot "readily" hold che wing in big ears course) before you try it in a turbulent LZ. •

have positive stability effects during a landing approach in turbulent conditions. Is this

PARAGLIDING

ob ngland Accident Update by Mark Harrah ob England died on June l, 1996 while test-flying a new competition glider at Torrey Pines, California. This was the saddest day of my life, and one of the saddest days the sport of paragliding has ever experienced. I loved Bob, as did many people. He was my teacher, mentor and friend. He taught me to fly six years ago and changed my life. We spoke a couple of times a week for a good portion of those years. We vacationed together, fought over petty garbage and even irritated each other, but we always returned to the essentials. Every pilot I know knows that paragliding is dangerous. I knew that someday I would have to deal with a tragedy in this sport. But, like many people, I could not have conceived that it would be Bob. He was a two-time U.S. paragliding champion, and died at one of the safest flying sites in the country. Does this make any sense? Roy Haggard said to me the other day, "Do you know how many birds die by misjudging their approach into a tree or a perch?" If birds don't always get it right, how can we expect to continuously emerge unscathed when we're only visitors in the sky? All we can do is proceed with caution, and the best judgment we can muster. The history of flight (however glorious) is filled with tragedies, and with lessons to be learned - lessons paid for with precious human life. So what are the lessons here? Bob was flying a new, extremely highaspect-ratio competition wing from Apco called the Zen. He was flying in front of the golf course at Torrey in a southerly direction back toward launch. (The ocean was on his right, the cliff on his left.) He and two other pilots were all flying south, perpendicular to the wind, so it seems unlikely that he was waked by anyone. He may have been testing the speed of the wing with either the speedbar and/or the SEPTEMBER/OCTOBER

trimmers. According to an eyewitness, Bob was flying 5-10 miles per hour faster than the paraglider the eyewitness was on (an Apco Extra with brakes off, but no speedbar), when he suddenly suffered a frontal collapse. This quickly turned into a left-side asymmetric collapse which spun Bob a quarter turn to the left into the cliff The higher the aspect ratio of a wing, the more dangerous and unstable it becomes at top speed. This is obviously just an opinion, but I personally believe that full speedbar or trimmers should be used only in critical situations where forward penetration is at stake. Two weeks after the accident Foster Winter and I inspected and photographed all of Bob's equipment. The trimmers were at two different settings (probably as a result of all the tugging and handling of the canopy during the cliff rescue) so it is impossible to tell where they were set during flight. The left-hand trimmer was set at neutral, the right hand trimmer was set approximately two inches "faster." While this could easily have happened during the rescue, it is also theoretically possible that one of the trimmers jerked out of trim during the first collapse, or that Bob was adjusting the trimmers when the frontal collapse occurred. While the spin to the left was certainly caused by the leftside asymmetric collapse, the possible faster trim of the right side of the wing (if this didn't happen during the rescue) would have exacerbated the spin. Bob hit the cliff face first. He did not, however, die from head injuries as had been previously believed. According to Dr. John Eisele of the San Diego County Medical Examiner's Office (who performed the autopsy), chest injuries were the primary cause of death. According Dr. Eisele, the head injuries were probably survivable.

1996

This brings us to the subject of the helmet. Bob was wearing a half-shell, non-kevlar helmet, with interior styrofoam lining approximately 1-1 /2 inches thick. The outside shell appeared to be of the older, brittle, non-reinforced plastic variety, approximately 1/8-inch thick. A large half-circle chunk of this outer shell, approximately 6-7 inches wide, was broken off the front of the helmet in the forehead area from the impact. Strangely, the styrofoam liner seemed substantially intact all the way around the helmet, including under this missing piece of shell. This seems to indicate that the helmet did not fail per se. The Zen paraglider is a very highaspect-ratio competition canopy. Bob had flown it at Kagel the day before he died. I asked him what he thought and his response was that it was a bit twitchy but very high performance. He added that in conversations with the manufacturer, he was told that the Zen is very solid, but that when you do get a collapse it is much less forgiving and takes much more input to recover than many of the lower-performance canopies. I believe the cause of this accident was a high-aspect-ratio wing that was flown too fast, too close to the ground. Perhaps our goal as pilots should be to stay up by flying lower-performance canopies well, rather than to stay up by flying higher-performance canopies that are dangerous. Consider your weight range on your canopy. I believe somewhere in the middle of the placard weight is the safest. Don't fly light in turbulent conditions. I know that many people disagree, but I feel that kevlar full-face helmets are safer that the half-shells, and they are certainly safer than those bicycle-style helmets that some pilots use. Please consider a foam-padded kevlar backplate. The most important safety tool is sound judgment about when to launch or not, but let's not forget safety when we are considering what equipment to buy. If Bob England, one of the best pilots in the world, can crash at Torrey Pines, one of the safest sites in the world, where does that leave the rest of us? Please be careful and fly safely. II

·ght-0 -Way Rules BETTER DEFINITIONS AND COMMON MISUNDERSTANDINGS by Jeff Greenbaum he right-of-way rules which govern our flying combine the international rules and the less-structured, but just as important, principles of common etiquette. The rules in and of themselves are fairly basic, but to make soaring with other pilots safer we need clear and thorough definitions, otherwise misunderstandings may create potential danger. The following is intended to clarify and better define the intended purpose of these rules.

"GIVE WAY TO THE RIGHT" RULE EXCEPTION

LOW MAN HAS RIGHT-OF-WAY VERSUS GMNG WAY TO THE RIGHTWHEN APPROACHING ANOTHER GLIDER HEAD ON If these rules had equal precedence there would be conflicts all the time. In ridge soaring, "give way to the right" is the rule that should take precedence. In a situation in which a glider with its right wing to the ridge is approaching another glider that is slightly lower, with its left wing to the hill, who has the right-of-way? I have always taught that the rule "low man has the right-of-way'' includes the addendum "when flying in the same direction." This takes care of situations in which there could be a problem resulting from the overlapping of these two rules. More simply, "give way to the right" takes precedence over "low man has right-of-way." Common courtesy should still be a factor. If the pilot who is lower, with his left wing to the hill, is in jeopardy of sinking out if he moves away from the ridge, sometimes the pilot with the right-of-way (right wing toward the hill) will veer away from the ridge as a courtesy. This is an invitation to the other pilot to stay along the ridge and essentially invokes the "unless well clear" rule (see below). I feel that this is an acceptable courtesy as long as there are only two gliders in the vicinity at the time of the encounter. If other glid-

ers are nearby it is best to stick to the standard right-of-way protocol (give way to the right), because of the potential confusion and chaos that not doing so might cause. In common situations while thermal flying the standard rule is "low man has right-of-way." When a glider is coming up beneath you in a thermal, never forget that the pilot cannot see you! It is your duty to move aside and avoid the lower glider, except when the two gliders are approaching head on, in which case the pilots must give way to the right.

There is an exception to the "give way to the right" r~e that occurs when one glider is ju.st behind another - for example, on a westfacing ridge with two gliders heading south. If there is not enough room for the lead glider to complete a reversing turn and be on the giveway-to-the-right side, then he must stay out from the ridge until it is clear for him to reassume the ridge. This means that ifthere are two gliders directly behind the lead pilot, the lead pilot will pass (give way to the left of) both gliders before returning to the ridge. If there is clearly enough room to complete a reversing turn, the lead pilot should complete his turn in the usual fashion and pass on the normal give-way-to-the-right side. It is the "gray area," medium-distance situation that requires better communication. This is one of the trickier situations with which we regularly deal in ridge soaring. The lead pilot should alV\i'ays try to be very clear as to his intentions. If he feels that there is en~ugh room to complete a turn safe[:y before the approaching pilot arrives at the turnpoint, the lead pilot should indicate this by initiating a clearly sharper reversing turn. If the lead pilot feels that there is not sufficient room and thus wants to "invoke" the exemption, he should indicate this by executing a deafly wider and shallower turn reversal. The trailing pilot should watch the lead pilot closely to anticipate his intentions. If you are the trailing pilot and see that there is definitely room for the lead pilot to complete a turn reversal, then begin giving way to your right as early as possible to allow for even more turn completion time. If you are the trailing pilot ahd see that the

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The key here is that the situation is unambiguous and both pilots are aware that the exception is being invoked.

lead pilot is executing a wide turn, stay along the ridge. On occasion I have encountered lead pilots who are not clear as to their intentions. In this situation I have found that the best solution is to clearly indicate my intentions through my actions, and if the other pilot's response is still unclear, to clear a turn and reverse direction myself to avoid the other pilot altogether.

this. "Clearing a turn'' means looking to the side and behind you prior to beginning your turn. The problem is that "prior to" is often interpreted as "at the start of." ALWAYS OVERTAKE ANOTHER Using several "head checks" can be GLIDER ON THE RIDGE SIDE thought of as a "turn signal," and is a good This is the commonly accepted rule when way to make a habit of properly clearing passing another glider on a ridge. You must your turns. This also facilitates better pilotmake sure that there is a safe distance between to-pilot communication, since other pilots you and the glider you are overtaking, the will see you looking around and know that ridge and any potential rotor activity. You also you are planning to initiate a turn. It is "UNLESS WELL CLEAR" need to be wary about flying into the other important to make a habit of clearing your glider's wake turbulence. In addition, you This is a disclaimer of sorts that we use in turns even when there are no other gliders should watch out for the other pilot moving a variety of situations in which there is an in the air; the purpose of clearing a turn is closer to the ridge in preparation for a revers- to spot a glider you thought wasn't there. obvious and well-understood lack of coning turn. Using a whistle or shouting to make flict (enough distance so that the applicaFIRST GLIDER IN A THERMAL SETS the other pilot aware of your intentions is a ble rules can be set aside). For instance: CIRCLING DIRECTION good idea. If you come up behind a glider Two pilots are soaring a large cliff on a You must circle in the same direction as the that is flying slower than your glider will fly, good day with a very wide lift band. and there is not sufficient room for you to Because the lift band is so wide, neither other pilots when entering a thermal with safely overtake it, you will need to clear a turn gliders already in it. If there is another glidpilot is making passes just in front of the behind you and make a safe reversing turn. er that has entered a thermal below you, ridge (they are well away from it). These This situation should be planned for before and that is circling in the opposite direcpilots might pass in opposite directions in you are on the lead pilot's heels. tion, you have a couple of options. If you violation of the "give way to the right" are absolutely certain that you and the rule. As long as there is a safe distance CLEAR ALL TURNS other guy are the only two pilots in the between the gliders this situation falls Speaking of clearing turns, not all pilots do thermal, the simple solution is to change under the "unless well clear" disclaimer. direction and circle with the pilot below. If there are other gliders circling in your direction you should leave the thermal if the incorrectly-circling pilot is close to your altitude. It isn't worth it. Once again, the lower glider has the right-of-way as he comes up underneath you. It is your duty to get out of his way, even if he is circling the wrong way. Sometimes thermals are next to each other. In this situation things get tricky. If possible, try to circle in the same direction Includes: as the glider in the thermal next to you. Seven Days of Flylng Close-together thermals sometimes merge Modem. State of the Art Gliders Transportation To and From Launch as they rise, and this will ensure that there Experienced, Bi-Lingual Guides will not be conflicts.

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The basic rules, in and of themselves, are fairly clear and simple. If you are uncertain about a special situation that has not been covered here, ask some experienced pilots to find out what the conventional wisdom is. The key to all of these rules is quite simple: keep your eyes open at all times, be aware of the location of other pilots, and keep the rules in mind that apply to the situation in which you find yourself.•

PARAGLIDING

pie

MIST. The Swiss Magazine Gleitschirm calls it "The best new standard class or f?!rfV 2 paraglider."

Roy Haggard in the cockpit ofthe

by Jonathan Goldberg-Hiller Roy Haggard works as an aerospace engineering consultant and is well known in the foot-launch aviation community as the designer of the revolutionary Comet hang glider. In recent years he has become an avid paraglider pilot and has consulted with the Edel design team on their Advanced Stability Technology line of gliders - the Energy and the Quantum. In this interview, Paragliding contributing editor Jon Goldberg-Hiller talks with Roy about performance-versus-stability tradeoffs in paraglider design, and how pilots can apply these concepts to the real world of flying.

PGM: You are an active paragliding pilot, but I understand you've been involved in foot-la.unched flight for a long time. Tell us a little about how you got involved in flying. Roy Haggard: Flying model airplanes, initially. I started with the U-control models that went around in circles when I was about 10 years old, and at about age 13 I talked my dad into stepping up to radiocontrol airplanes. One of the RIC glider club members had seen hang gliding (Frank Colver, who used to make variometers way back when). His son Matt convinced me to build my first hang glider. He informed me that I could build a hang glider for less money than a radio-control glider. He described the design and construction in about 15 minutes over the phone. I got the bamboo for the main structure from Knotts Berry Farm after

unsuccessfully trying to buy it commercially - they lee me cut it down. Ac 15 years old I was too young to drive, so my mother provided both transportation and enthusiasnc support. P GM: So she was an accomplice? Roy Haggard: She was an accomplice and excited with the whole idea. A "new activity" in 1970 was rare. She understood the risks and possessed an irrational faith that everything would be okay. The glider went together in about a day. We took it out to an RIC glider site near La Mirada where there was a nearly manicured training hill with a flat landing area, and about a 20- or 30-degree slope up an 80-foot hill with a flat plateau on top. We went straight to the top of the first plateau. Somehow it never occurred to us not to start at the top. We really didn't know how to gee the thing off the ground. Our first attempt involved three helpers and the pilot . There was one person holding each side of the crossbar, one on the back of the keel, and I was running in the middle. le took four cries like this before I got off the ground. The glider had 250 square feet of area and I weighed about 110 pounds, so it had the wing loading of a paraglider and an LID ofless than 4/1. I distinctly remember how my footsteps became lighter and lighter as I ran, and the

PARAGLIDING

next thing I knew I was off the ground. I pulled in on the control bar a little to speed up, did a little turn co the left, a little rum to the right, leveled my wings, flared and landed on my feet. I said, "This isn't coo hard." In retrospect, it was almost as ifl already knew how to do it. Things progressed from there. We found a source for aluminum irrigation cubing which was much better than bamboo. I later flew off the top of the second plateau for a 71-second flight. Frank and Matt Colver thought that it was the longest duration flight in Southern California! PGM : Your later designs such as the Comet became rather popular in the early 1980's, not only, I presume, because they were a bit safer than this first glider. Roy H aggard: Yes, but first, before the Comet, there was the Dragonfly. This was where I really got my start in hang gliding. I had moved away from Southern California and the hang gliding scene all together. I had built several different hang glider designs, including a medium-aspectratio rigid wing. It flew fine but was a failure in terms of performance-co-complexity ratio. At that point I decided that a highaspect-ratio flex wing hang glider was in order. In 1970, Richard Miller had designed and built the Conduit Condor. It was a rigid wing with parallel bars, a sixfoot root chord, a three-foot tip chord, and a 120-degree nose angle. It was inspirational. I was building model after model of high-aspect-ratio flex wing versions of the Conduit Condor with a Rogallo sail (i.e., no trailing edge). I knew that the pointed tips on flex wings had to go. The worst possible planform for a glider wing, when it comes to induced drag, is one with a pointed tip. I finally built a full-scale prototype at the boat shop where I worked in Visalia, California, and cook it down to the Nationals in December of 1974. With no competition experience I placed seventh, and wound up with a job working for Pete Brock at Ultralite Products. This was the end of the era of Standard Rogallos. The Dragonfly had a 102-degree nose angle, 12-foot keel, and rwo-fooc truncated wing tips with 10 degrees of washout which addressed the pitch stability question at that time. After many days of trimming at our 300-foot training hill, the first high flight was made at Tollhouse in

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( central California. I flew out over the landing area, started doing 360's, went around 10 times, and realized that I was slightly higher than when I started. In a Standard, a flight with one or two 360's was considered a great one. I said to myself, "I must be thermaling." I knew that this was going to change hang gliding. The glider was a quantum leap. And so was the Comet. In 10 years of dedicated design, the UP team and I produced two major advances. PGM: Can you tell me what there has been in paraglider design that produced a quantum leap like this? Has it been anything akin to what took place in hang gl,iding? Roy Haggard: I don't really have the same level of familiarity with paragliding history that I do with hang gliding, but I think improvement in paraglider design has followed a smoother curve than that of hang gliding. Oddly enough, the availability of personal computers and CAD programs has assisted greatly in the development of paragliders. There are several manufacturers whose designs go straight from the computer to the cutting table. These tools weren't available in the early days of hang gliding. In my opinion, the landmark designs in paragliding have been the Katana and the Space (which was probably the best-selling PG design ever), and possibly the Energy and Quantum, which achieve a higher degree of security for a given performance level. Paraglider design has progressed to its current high level through dedicated persistence and a proper blend of art and science. The main developments took place in Europe. In the very early stages people were flying ram-air skydiving chutes off steep hills. In 1979 I flew my seven-cell skydiving ram-air at Torrey Pines, California. There were hang gliders soaring, and I made it to the beach in 11 seconds. George Worthington was standing on launch at the time and thought I was going to die. I started my takeoff run at the normal hang glider launch and finally became airborne while running down the face of the cliff I simply wadded it up at the bottom and walked up the trail. The simplicity and convenience of that was very appealing - flying with a wing that fits in a pillow case. However, at the time, I didn't think that foot-launching ram-air SEPTEMBER/OCTOBER

INTJ'DJIRIVIl:WS

;

"' • • • • • ••• • • • • • •• • • • • • • •. • • • • •'. • • • • • • •. • • •

Roy flying the UPAJTow, an experimental collapsible ultralight sailplane.

parachutes was a sport with a future. After that flight, I frankly could not envision the performance level that has been achieved today. PGM: Portability hasn't changed much, but from a designer's perspective, how do today's paragliders compare with those of even five years ago? Roy Haggard: Five years ago I wasn't that involved in the sport. I had only flown the Condor VIP2 a few times from the Ortega Mountains. I was aware that several topnotch hang glider pilots had injured themselves in paragliders. The word preached from the paragliding community was that parachutes weren't necessary because, "You're already in one." At that time I wasn't impressed enough to continue flying on a regular basis. Now, performance, handling and security have greatly improved. Paragliders are much easier, safer and more fan to fly than five years ago. The intermediate-class gliders perform better than the competition gliders of five years ago with much better security. Paragliding is big business in Europe and Japan. Its gross dollar volume is probably IO times greater than that of hang gliding. The current state of the art in paragliding has been achieved through steady and constant commitment (read: expenditure) from the best designers in Europe and Asia. The numbers are amazing: consider that there are about 30,000 paraglider pilots in France alone. It is a big business! PGM: Which companies do you think are doing the most to farther the art of paraglider design? Roy Haggard: Edel, Swing, Nova and Advance have all made significant contributions. There are probably others that I

1996

am unaware of. My allegiance as a designer is to those who are making the innovations. When the less expensive look-a-likes follow from other companies, those buying them are saving a little money and not supporting the real contributors to the sport. I think this is penny wise and pound foolish. PGM: Are there some major issues from an engi,neering standpoint that still need to be overcome in paraglider design? Roy Haggard: Major items in terms of technology, no. There are many minor items though. Performance and flight qualities will continue to be refined. We are getting around 8 to 1 LID out of these things which have more than half a kilometer of lines on them. Think about it. That's a lot of baggage. The harness designs are very draggy, the riser sets are very draggy, and there is probably a way of reducing the line count significantly. Paragliders today have aspect ratios that are higher than they need to be. You are getting an extra couple of percent of performance only when flying just above stall. That's when the aspect ratio pays of£ In free flight, when you get above best LID speed, extra span is a disadvantage. It requires more lines, so at higher speeds there is more parasitic drag. In the evolution of hang gliding there was a period during which the aspect ratios were too high for the amount of parasitic drag. At the Torrey Pines Air Races you would be better off flying a lower aspect ratio wing with a higher wing loading. You can clean up the harness, like one Eric Raymond and I collaborated on a few years ago. It's composite with energyabsorbing structural foam and it only has one main strap. It's not production-ready, but it has fewer than half the parts of exist-

ing harness designs, and much less parasitic drag. It's more comfortable and offers better protection, even though it doesn't yet have enough stability. Something along these lines is begging ro be done. Performance advances are going to come from parasitic drag reduction, and to a lesser extent profile drag reduction. As total drag is reduced, aspect ratio and wing loading can be increased to provide a faster wing with better LID and sink rate.

PGM: So I take it from what you are saying that paragliders of the foture will look pretty much the way they do now that there won't be anything dramatically different, such as double canopies, for instance. Roy Haggard: There will be changes, but I don't believe double canopies are in our future. How many soaring birds do you see that are biplanes? They've been around for quite a while, and their performance is slightly better than hang gliders. So if you want real performance, strap into an openclass sailplane and roast under the canopy

while achieving a 50/ 1 LID. Sailplanes are flying at much higher wing loadings and cannot slow down to foot launch or land. That's a compromise that we and birds must make. The albatross is a very highperformance bird and they don't land all that well! However, about four years ago we at Vertigo, Inc. modified an existing paraglider by adding an internal inflatable structure. A prototype was built as proof of concept to explore the possibility of a large reduction in parasitic drag by means of a reduction in line count. I made about 40 flights with it. It couldn't collapse, but it was also much more work to set up and break down. I didn't find the increase in complexity very attractive. The concept is probably still viable. One can nearly always achieve higher performance with an increase in complexity. The question is, Is it worth it? Vertigo, Inc. has a U.S. Patent covering inflatable structures in ram-air wings.

PGM: From a designer's perspective, can

you explain how a ram-air wing is made to be more stable? Roy Haggard: The paraglider is a pressure vessel-based system? Via the inlets we are trying to capture as much dynamic pressure as possible. The spanwise force at any station along the span is the captured pressure times the rib area at that station. Proper inlet placement and profile (airfoil) selection (which controls the rib station area) provides more force, holding the wing "in shape." Therefore, one would look for the best-performing airfoil that provides enough area to produce a significant contribution to spanwise force. It also becomes apparent that the chordwise taper ratio comes into play. Maintaining a wider chord over a broader portion of the span also contributes to more spanwise force. The arc-like shape of the front of the glider, along with the spanwise lift distribution, also contribute greatly to resistance to closure. If one imagines a force vector at each rib on the wing, it becomes dear that "trimming the tips slower" (increasing their

angle of attack) helps greatly with closure resistance. However, it has an adverse affect on general handling. Like all aircraft design, paraglider design is a balancing act. From an aerodynamic standpoint, a paraglider with an asymmetric closure can be treated as a configuration change; i.e., the wing area has lessened, its aerodynamic center (AC) has shifted laterally, and the non-flying tip is producing "flagging drag." The effects of all this are: the wing wants to speed up because of its area reduction, the AC will center over the pilot, and the glider will yaw toward the closed tip. What it does in roll is determined by the angle of the lifting portion of the wing as viewed from the direction of flight. For example, if the wing were straight (no arc at all) with a 50% closure, the remaining portion of the wing would be at about 45 degrees after the AC was centered over the pilot. This would more than likely produce a rapid spiral dive toward the closed tip. In other words, you have a "new" wing over your head, and it has different aerodynamic

characteristics. How different depends on the skill of the designer. PGM: What happens when a paraglider gets a tip collapse? And how does pumping that side help recover from a collapse? Roy Haggard: A tip closure is the result of that tip's angle of attack decreasing to the point where the tip is not producing enough lift to maintain tension on the A and B lines. Its angle of attack then starts decreasing rapidly as the leading edge descends and then flags aft. The stagnation streamline is the point on an airfoil where the air splits, and theoretically the air right at that point is stagnant - not going above or below the wing. Paragliders and ram-air canopies generally are quite happy when the stagnation point is within the boundaries of the inlet, and it is difficult to get it below the inlet. All you have to do is yaw really hard, and on your advancing tip you can easily get the stagnation point above the inlets on that tip. Cup your hand and just yaw it 30 degrees, and you can see on the advancing

side where the air is going to impact on those inlets. It goes up on top of it, the airfoil is deformed, it quits lifting, it actually slams the inlets closed because it is pushing from the top, you have a huge drag increase, and since the lift has now reduced it dives out from under you and folds back into a standard collapse. So what does pumping it do? When flap is added to an airfoil, the stagnation streamline moves down. So by adding brakes you are forcing the stagnation streamline to be more perpendicular to the inlet. This causes a temporary increase in wing pressure. If it is done in a timely manner most closures can be stopped before they develop. It is important to realize that this only affects the inflated portion of the wing. If the closure has developed into something significant, it is the temporary increase in the pressure of the inflated portion of the wing acting on the closure boundary that reinflates the wing. When you wind up in that situation, the pressure in the wing is not in equilibrium

Ini,J~lll~~l!lllil~/ii

l ••••• : ••••• :' •••••••••••••••••••••••••••••• 1i 1 r

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anymore; you are going to have flow from one wing to the other. If you lose 20 percent of your outboard tip, and you jam your brake line down on that side, then you have made the stagnation streamline more perpendicular to the 30 percent which is still inflated, and chances are you have done the same thing on the other side in order to fly straight. You have taken the stagnation streamline and pulled it down for the rest of your wing, and therefore you are going to rapidly increase the internal pressure and flow to the deflated portion of the wing. It is quite interesting that if you mal(e the inlets too small, the tips can't deflate rapidly enough to unfold and come back. Deflation time is an important aspect of security. PGM: How does a pilot best work with these aerodynamic characteristics? Roy Haggard: Here I am paraphrasing from the experts whom I have questioned about these issues. During my work with Edel I've had the privilege of spending a couple of weeks with Robbie %ittall and Xavier Ramond. They agree that, with good pilot technique, most closures can be avoided. Robbie advises, "%en it gets nasty in 'thermic' conditions, simply take a wrap on the steering lines and let the weight of your arms hang on the lines. In other words, always maintain enough tension on the steering lines so you can sense any reduction in that tension, and don't allow that slight tension to decrease at all!" Chris Santacroce and Dave Bridges endorse this technique. (Robbie, who flies with no cross straps and with ballast, also advises to simply let the glider turn and dive when at altitude; the extra pressure from the dive will speed the reinflation of the closure.) If the stagnation streamline is creeping upward you will feel it through the brake line, because you will have diminished tension on that line. %en it gets nasty for me I do this, and I kind of stick my arms out to the side as if they were little wings because I can feel the pressure better. I have my hands not directly in front of me but angled out a bit, and ifl feel one side going out from underneath me I just put that hand out as if I am going to catch myself by pushing the air down. As a designer I wonder if there might be some way to automate this process - elastic or weighted steering lines? Maybe there is a way to implement something along those lines,

but I can certainly envision as many failure modes as success modes. PGM: One of the most terrijj,ing and perhaps unpredictable conditions that paragliders face is a negative spin. Are there specific engi,neering concerns that address that particular problem with these aircraft? Roy Haggard: An "accurate" analytical solution to the problem of predicting spin behavior would be a life-long project and would still be wrong. In "spin-proof" aircraft the angle of attack is limited to prevent the wing from stalling. Applied to paragliders, this would mean limiting the steering line travel to prevent a full stall from occurring. Aside from not being able to flare for landing or add enough steering input during a closure, this "improvement" would have many pitfalls. Pilot training is the answer. I have found that in the Energy I can gently start and stop an eighth- to quarter-turn spin. It doesn't react unpredictably, although I am very careful not to overreact. This skill was acquired naturally while learning to thermal aggressively. It should be learned under the tutelage of a good instructor at altitude. Paragliding is very easy until it gets hard, and when it gets hard it gets very hard in a hurry. Paragliding is the quickest way for a person to start flying, but it can change from a simple, fun activity into an emergency situation instantly. Parachutes are only an answer at altitude; excellent training works at any altitude. I have over 25 years of hang gliding experience and a few hundred skydives, and I have a great deal of respect for paragliding. PGM: So, are spin characteristics not particularly differentiated between gliders? Roy Haggard: Each glider definitely has its own spin characteristics. Their severity is aspect-ratio related. After watching Robbie perform D HV testing in Korea, I think a 90-degree spin is worse than a full spin, but I believe that this is only because no pilot input was allowed. So, if you are going to do a spin intentionally, commit and do a full turn, then come out. The other valuable advice from Robbie is that when things go bad - for example, a cascading sequence of closures, negative spin, etc. the "rescue" (parachute, in American English) should be bucked promptly. Robbie %ittall has seen too many people "trying to fix" their paragliders until they

hit the ground. He says that we should leave the testing to him; he's the test pilot and is trained for it. However, I believe that if you fly paragliders long enough you are going to wind up in a situation in which you will experience large asymmetric closures. If you are flying in strong thermal conditions you should have an advanced maneuvers clinic behind you, and have practiced intentional asymmetries and the like in order to gain familiarity with them. The key is to start on the proper level; don't start practicing asymmetries by grabbing the A-riser on one side and yanking it past your other lmee! Start with asymmetric big ears and ramp up from there. Rob McKenzie of High Adventure says he probably has 30 hours flying around with a 40percent collapse. He uses "big ear" instead of "big ears" for glide-path control. He practices and practices. I think that we should all practice as much as he does. Practice makes perfect, as long as you don't hit the ground. PGM: Let's switch gears here. There is quite a lot ofconsolidation in the industry, which you alluded to already. Is this a good thing.from an engi,neeringperspectivei' Do you expect to see better designs and more progress, or less development as a result ofwhat is happening? Roy Haggard: I think the paragliders we have right now will be continually refined. More than likely the spectrum of glider types will continue ro be filled. The highperformance wings will improve, while the sport-class gliders of today will outperform the comp gliders of last year. The real intangible is, How will it behave when it gets hit really hard? I don't want to be at 50 feet and experience some strange behavior that slams me into the deck. %at I want is a glider that I can know and trust. I don't really care if it is two percent better than last year's glider. To me, flying paragliders is about hitting a small thermal just a few feet above the bushes, burying the brakes to just about stop in the lift, then climbing out with my heels just dragging through the bushes backwards. I want a glider I can trust in that environment, and that obviously performs as well as possible. But that is the fun of it. That is what paragliding really has to offer: the ability to make low

Continued on page 44.

PARAGLIDING

You Should Have Been There!

1996 U.S. NATIONAL PARAGLIDING CHAMPIONSHIPS -

'96

OPEN AND FLY-IN

July 24-30, 1996- Chelan, Washington by Paul Klemond (kurious@halcyon.com)

photos by Jay Carroll

he ' 96 Nationals will likely go reserve deployments and mayhem, portraydown in history as one of the ing Chelan as a dangerous flying site. best competitions the sport has Recent tragic flying accidents in the U.S. seen in the U.S. Great weather have affected the community of competipermitted a phenomenal six valid tasks in tion pilots. Last, a pre-world meet in seven days. Consistent with Meet Director Castejon de Sos, Spain overlapped with the schedule of the Nationals, keeping Mark Axen's preference for more many European pilots away chis widely-achievable tasks and races year. Participants in the prefor time, tasks were called world meet were rained out such chat 30% of the comfor the first five days of their petitors reached goal on an competition. (You should average day. This year's have been here!) competition will also Ac the opening competistand out as a relatively tors' meeting the night safe one; only one pilot before the first task, Meet was injured, and two Director Mark Axen set a pilots deployed their markedly different tone reserve parachutes and RESULTS from last year's competilanded unharmed. U.S. National Championship tion by stating his intenDave Bridges has Dave Bridges tion co set casks that would defended the title of U.S. Bill Belcourt result in 40% to 60% of National Champion for Ochar Lawrence the second year. Bill the competitors reaching goal. The competition Belcourt finished second U.S. Womens National would focus on racing and in the U.S ., followed by Championship speed, instead of survival Ochar Lawrence. Mary Anne Karren The casks or endurance. Canadian Chris Muller Lizzy Opitz were generally shorter, and won the Open, followed U.S. Open the 40%-60% objective by the cop three Chris Muller (CAN) was achieved on half of the American finishers. Rob Dave Bridges (USA) tasks. On average, almost Whiccal of England cook Bill Belcourt (USA) 30% of the pilots reached fi fch overall. goal on a given task. Congratulations to Mary U.S. Womens Open Morale was good, especialAnne Karren and Lizzy Mary Anne Karren Opitz who cook first and ly at the event's two parties Lizzy Opitz which coincidentally fell second respectively in the U.S. Open Sport Class on the two days on which Women's National Championship the most pilots reached Championship and Josh Cohn (USA) Women's Open. goal. Zach Hoisington (USA To fly a task, a pilot Sixry-four pilots Willi Muller (CAN) watches the weather and entered the competition ocher pilots, and chooses chis year, 43 of whom the best time to launch. were from the U.S., He then rides thermals up thousands of feet vying for the title of National Champion and one of five sloes on the team representabove the Butte, and when reaching the top of the thermal (say, at 10,000 feet) , cums ing the U.S. at World Cup meets. This was a smaller field than last year, which can be east co fly across the Columbia River gorge. attributed co several factors. First, the conFrom a particular airspace location on the ditions and the casks made lase year's meet way the pilot takes a photograph of a start coo difficult, according co some pilots. A tarp in Chelan Falls Park. Most pilots arrive video shoe during chat meet focused on at the east rim of the gorge coo low to con-

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PARAGLIDING

.,,

tinue further onto the flats. They need to "scratch" or fly close to the terrain looking for thermals, either along the rim or down in the canyons and along the spines running from the rim down to the river. Most pilots concur that the hardest part of the flight is getting up high again from the nm. Once the pilot "gets established" on the rim, the next challenge is to gee above and across the six parallel sets of high-tension power lines that run parallel to the rim. These are a quarter mile across and are scary to fly over. The flight then becomes like a chess game: the pilot needs to plan a course across the grid of different kinds of fields, each one-mile square, choosing chose fields that are most likely to provide lift enabling a successful final glide to goal. The following is a recap of each task. TASK I Goal: Sims Corner Turnpoints: None

Distance: 27.9 miles Pilots Reaching Goal: 27 (43% of the field) The thermals had been rising higher and higher above the Butte for the past several days, from 8,000 feet (above sea level) on the weekend to over 10,000 feet on the day of chis cask. Out on the flats, Oregon competition pilot Bill Gordon, and perhaps others, reached the dizzying altitude of 14,000 feet! Thar's over 11,000 feet above the flats below! Open favorite and former champion Rob Whittall had ascended early and raced across the fla ts on a prototype Edel wing, reaching goal in just 92 minutes. Fifteen minutes behind Rob, a pack of pilots ran neck and neck, fighting hard for second place. These guys used every trick they knew to eke maximum speed out of their gliders: Some used unsheathed kevlar lines which are chinner and impose less wind resistance. Most used a GPS unit to help trim the controls of their gliders for maxi-

mum speed. Every detail matters, even pulling in elbows tight against one's body to minimize wind resistance. It was Dave Bridges who prevailed for second place, followed close behind by Ochar Lawrence and Mark Ferguson. Unbeknownst to the 39 or so pilots who crossed goal, a controversy lay lurking in the photos to be reviewed that night by the scoring committee (see sidebar) . Despite resolution favorable to the majority, some 15 pilots were disqualified for other problems with their photos, receiving zero points for the task despite reaching goal. The most common problems were pilot's knees obstructing the start tarp, or the pilot being more than one kilometer from the start carp. Surprisingly, the frequency of such problems did not drop much over the next five tasks. TASK2 Goal: Coulee City Airport Turnpoints: Mansfield Distance: 39 miles PARAGLIDING

The result: smaller packing volume. and up to 50% better descent factors than conventional designs with the same surfoce area. But what makes the annular design so good 'I Quite simple: the unique annular shape serves t<l increase the Cd factor (canopy drag factor) and to significantly reduce the descent rate, The DHV descent rates are among the be.st • the maximum load is kg. Amml11r 20: 1Z7 kg payload= 6.8 m/sec descent. Annufar 22: 154 kg payload= 6.8 m/sec descent. Annular Thndem: 284 kg = 6.8 m/sec descent. This makes the Annular Tandem the Sonic • an ultra-high perforlller in Category 2 rescue paraglider with the lowest descent rate on the market. The ' ' ' approved maximum load is 200 kg.

As. a btt1~d~n:ewin:termediate pm:Mli• der c.oncelved espi,qially for the .,,SUn: d<1y pi!Qt" who vain.es ha11~11g e\lSC safety, above !l.Jl else: the S,en$or Wl\S introdJJc~d in three sizes in mid,1995. With the Sensor, PerchflatJded absolqte coµp on this.marJ(et sector (see the test n,port in QJeit~GhJrmll)agazin 12/95). T/!e start and glide features are even suitable for beginners. But in spite of this, the .excellent flight data. put .the Sensor at tb(;l top of its class. T!ie canopy can be reliably winch;launched in any flyable wind c.onditions. The steeritl!! is npt as responsive as that of the Sonic, but is forgiving of any pver-conttol. With its trim speed ofalniost 40 k:m/h, the Sy11sor is a fastparaglfder, wi\h extremf,',ly hig~ canopy stability.

Vmax: Optimum hundling in its .class co1nbi11~d wtth a high speed ranie

Although Ju:$t about ,wery hjgh perfor• mance. p!)taglider on the market today has good !Qng-distance gliding features, the start and steering characteristics are often neglected. Not so with the Vmax:! Designed fq1· high speed, the Vmux: has always had the lel(ding edge over other paragliders in comparison flights. In Trieste, It~ly, the Vmax: made a grand international debut by coming 1st, 2nd, and 3rd out of a total 120 participants in a comparison f11ght using GPS. Vmrui: Lal.'ge: 64 cells, 12.3 m wing span, total t(!ke-off weight 8.5-110 kg, surf<1cearea,28.7 m', PHV 3. VmaKXLarge: 68 cclls, 13.05 m wing span, totii! t!!ke-off, weight 95-120 kg, surfacl)atea.31.2 m2, DEV 3.

The new Perche rescue paragliders of the annular generation .are equipped With a new DHV seal of approval. Where1;1s many manufacturers are still using the relatively outmQdecl pulldown apex technQlogy, Perche is now also applying high-tech prQcesses for its rescue paragliders. Thanks to the strearnlined design, these rescue paragliders require much less surface area than conventional ones.

, ~m1a;i'QJ 91/11111 I

Annular • the rescue system of the future

For the low-speed range, an especially small canopy with additional Columbus intake slots for even faster inflation was developed. Coiumbus-Annulnr 20: l03 kg = 6.8 m/sec descent. Columbus-Annulnr 22: ll 6 kg= 6,8 m/sec descent.

A deserving successor to .the Aeroleglo, the Sonic DHV 2 ls available in three sizes. The development objective of the Sonic was actually a classification 2-3. HQwever DHV decided .that the XL und L sizes were worthy of being classified in the higher-safety category, namely Category 2.The Sonic is a high-performance wing designed for the experienced pilot, and although classified DHV 2 over the entire speed range, this is no wing for beginners or ,,Sunday ·pilots". Just as with its predecessor - the Aerologic, this paraglider was developed with a long-term market availabllity in mind, Perche intends to build the Sonic for at least 3 years. Compared with its prndecessor, the , performance speciflcati<1ns have also improved mark(;ld!y. Besides the excellent th<;lrtni\l and glide features, the extremely direct and responsive steering is a featnre th&t sets new standards • and not only in this class. Teclmkal specs.: Sonic Medium · 54 colls, total take-off weight 60-90 kg, surface .!\rea 24.9 m2. 11..4 m wing span, DHV 2-3. Sonic Large· 58 cells, total take-off weight 85-110 kg, surface area 27.8m2, 12.l m wing sp~n, DHV 2. Sonic XLargf • 62 cells, t6tal t(!ke-off weight 9.5-120 kg, surface area 31.lm2, 12.7 m wing span, DHV 2.

TecMlc11l $pee.$,:

Sensor Medium • 37 cells, total .take, off weight 10-95 kg,surl'ace area 25.9 mi, 11.5 mwlng, span,.DHV 2. Sensor Larf!e • 39 ceJls, to\ill t(!ke-off weight 80-105 kg, surface area 28,2 m2; 12.15.rn.wing span, DHV2. Sensor XLarge - 41 :cells, tot1.11 take.-o!f weight 9~-120 kg, surface .area 3Q.Srn2, 12,8 m wing span, DHV 2.

Sensor , M intennediate para~lider in a olass of its own

Dealer ln,quiries welcome

NAS North American Spotts Distributing, hie.

Tdc: 3031278-9566 FaJ;: 3031750-3226 Columbus-Annular· features additional air intake slots halfway up the canopy

18301. West C:olfITT Ave. #S-101 Golden, CQ, 80401 CJSA

Pilots Reaching Goal: 6 (12.5% of the field)

ORGANIZERS Special thanks go out to the volunteers who organized this year's Nationals. These people spent many hours for months in advance of the event. They are all members of the Northwest Paragliding Club in Seattle:

Flying conditions on Thursday were significantly more challenging for the secDon Marcy ...... Head Organizer Bob Hannah ....... Fly-In ond task. Meet Director Mark Axen Steve Bailey ...... Transportation Marty Kaplan ...... Sponsorships opened the launch window at 12:30 PM, Bevis ....... Production Carl .......... Graphics & Ray Kehl and the field of 64 pilots launched into Merchandise blue, cloudless skies. Thermal lift was hardKelly Burroughs .. Social Events Paul Klemond ...... Registration er to come by on this day as stable high Teresa Carey ..... Treasurer ...... Social Events Pam Kleweno pressure kept the heat closer to the ground. Rich Hass ....... Sponsorships & Raffle Andrea Mulack ..... Accommodations The start tarp was unrolled at 1:30 PM, but Mark Heckler .... Transportation most pilots chose to remain over the Butte for another hour or more, riding thermals ON-SITE up and sinking air down, waiting for just The following volunteers and those in paid positions joined the organizers on-site to make the right moment to turn and "run on everything happen and run smoothly: glide" across the Columbia gorge to reach the flats four miles to the east, 2,000 feet Mark Axen ...... Meet Director Mark Shipman ..... Safety Director above the river. Lee Crabtree ..... Driver Kathy Smith ....... Registration Dave Bridges, last year's U.S. champion Dave Decker ..... Registration Kim Smith ......... Driver and winner of the recent competition in Scott Gasparian .. Weather Debbie Weddell. .... Registration Telluride, Colorado, was first to cross goal Patty Lasek ...... Registration T. White .... , ..... Goalkeeper just over three hours after the start tarp was Bruce Muir ...... Scoring Lori Heckler ...... , Driver unrolled. Minures behind were Nat Scales (Huge apologies to anyone I may have missed!) and Chris Muller. The real excitement at goal erupted as the last three finishers crossed goal in a photo finish: While Mark , - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Heckler and Bill Bellcourt raced to SPONSORS descend and land at goal for fourth place, The following special sponsors really came through with financial or product support to make Josh Cohn forewent landing in favor of this year's event a success: descending to just below the 1,000-foot North American Paragliding and Flight Design, sponsors of the July 27 party and rafceiling, sneaking through for a THREE fle grand prize: a Flight Design A5 paraglider. WAY TIE for fourrh place in the task! All three pilots had been flying hard for almost Pro-Design and their northwest dealer Personal Flight, sponsors of the July 24 party, five hours, so this finish was very exciting. and Edel USA. In all, seven competitors reached goal versus 39 on the previous day's task. One In addition, the following companies stepped up to become Corporate Sponsors: of the finishers was disqualified for shootAirPlay Paragliding School in Cashmere, WA ing inadequate photographs.

Aerolite Brauniger USA I APCO TASK3 Goal: Leahy Turnpoints: None Distance: 29 miles Pilots Reaching Goal: 4 (7% of the field) An air mass of high barometric pressure had been sitting over Chelan for a few days and appeared to be in no hurry to leave. Conditions were hot and stable - not good for thermals. A temperature inversion layer sat ar about 8,000 feet forming a ceiling of warm air through which the rising thermals (and thus rising paragliders) could not penetrate. It also produced turbulence. Subjectively, I rated Butte turbulence as a 6 on a scale of 10 for the past few days, hitting 7.5 yesterday.

Nova Sol USA Shapeware, makers of Visio software Last, but not least, a number of companies made smaller contributions. Every raffle prize and dollar helped make this a successful event. Thanks!

Many paragliders made the glide across the Columbia and worked hard scratching the canyons and spines east of the river in an effort to rise up onto the flats farther east. Very few were able to do this - most sank low and returned to Chelan Falls Park, the location of the start tarp and primary landing zone for the event.

Dave Bridges was again first at goal, followed by Chris Muller and Zach Hoisington. So far the event had been remarkably free of injuries or close calls, though yesterday saw the first deployment of a reserve parachute. Just south of launch, several plowed agricultural fields sit at 2,100 feet PARAGLIDING

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1996 U.S. National Paragliding Championships - Results #

Points Glider

Name

1 Muller, Chris 2 Bridges, Dave 3 Belcourt, Bill 4 Lawrence, Othar 5 Whittal, Rob 6 Winkelmann, Bernard 7 Cohn,Josh 8 Hoisington, Zach 9 Kruglinski, Dave 10 Bibler, Todd 11 Gordon, Bill 11 Muller, Willi 13 Ferguson, Paul 14 Gluzinski, Joe 15 Lawley, Fred 16 Amy, Scott 17 Bastian, Chad 18 Telep, Mark 19 Mikuski, Richardt 20 Higgins, Rick 21 Opitz, Lizzy 22 Casaudoumecq, Javier 23 Sosa, Julio 24 Bellik, Michael 25 Karren, Maryann 26 Scales, Nat 27 Martensson, Johan 28 Casaudoumecq, Jose 29 Heckler, Mark 30 Somerset, Paul 31 Lund, Eric

CAN USA USA USA ENG CAN USA USA USA USA USA CAN USA USA USA USA USA USA VEN USA USA VEN VEN USA USA USA SWE VEN USA USA USA

4767 4575 4168 4137 4123 3845 3821 3656 3555 3469 3297 3297 3131 3066 3021 2929 2880 2820 2655 2581 2578 2474 2235 2196 2119 2070 2067 2065 2034 1983 1869

Apco Zen Edel Sector Edel Sector Edel Sector Edel prototype Apco Zen Pro-Design Pro-Feel Pro-Design Pro-Feel Flight Design B4 Edel Energy Pro-Design Contest Apco Sentra Nova Xenon Swing Nimbus Swing Nimbus Pro-Design Contest Swing Minoa Pro-Design Pro-Feel Advance Omega-3 Pro-Design Pro-Feel Edel Saber Apco Zen Nova Xenon Swing Mistral Airwave Alto Edel Sector Firebird Genesis Apco Zen Edel Energy Edel Energy Edel Energy

1996 U.S. National #

Championships - Results Points Glider

Name

32 Polland, Richard 33 White, Dixon 34 Tittmann, Oliver 35 Grossman, James 36 Santacroce, Chris 37 Johnston, James 38 Franklin, Hal 39 Carroll, Jay 40 Okada, Satoru 41 Miyagawa, Yoichi 42 MacCullough, Keith 43 Fujisawa, Masashi 44 Hudonjorgensen, Ken 45 Nichols, Dave 46 Fichter, Paul 47 Foster, Pete 48 Gillette, Frank 49 Herrera, Jose 50 Steed, Mike 51 Stevens, David 52 Klemond, Paul 53 Farrell, Jeffrey 54 Stein, Guillermo 55 Curylo, Alex 56 Mitteregger, Hans 57 Cunningham, Robert 58 Wada, Satoru 59 Reed, Michael 60 Zenovic III, Joseph 61 McAlister, Alex 61 Mejia, Cesar

USA USA USA USA USA USA USA USA JPN JPN CAN JPN USA USA USA USA USA VEN USA USA USA USA MEX CAN AST USA JPN USA USA USA COL

1836 1828 1804 1793 1702 1656 1649 1619 1518 1513 1502 1429 1362 1273 1260 1228 1148 1126 1115 1051 993 925 632 602 563 490 457 404 322 0 0

Edel Energy Edel Saber Sol Quasar Edel Sector Edel Saber Pro-Design 54 (unknown) Profly Excel Pro-Design Contest (unknown) ApcoXtra (unknown) Sol Quasar Apco Zen Edel SuperSpace II ITV Merak Edel Saber Airwave prototype Edel Energy AirwaveXM Ailes de K Cristal Edel Saber Airwave Alto Edel Saber Apco Supra Swing Minoa Edel Energy Edel Energy UP Vision Edel Saber (unknown)

eoooeooeoooG~ooooooeoooooaooeooeeeeoQoeoeooeeoeoeoomooeoeoooeoooeoeoeeeeeeeoeeoeooeeeeoeoooeoeeoooeoeeeeoooaoeeeeeeeoeooeeaeeeeeeoe~emee

atop some hilly spines. Scratching for lift at 200 feet, Mark Telep entered what appeared to be an ordinary albeit small and strong thermal. But as dust rose from below and enveloped him it became clear it was a dust devil. A dust devil is an intense tornado-like, funnel-column of swirling, rising air. Dust devils usually pick up ground dust, grass and other debris. The "dusties" on the flats can grow quite large - hundreds of feet across. Smaller ones often run across launch and are usually tiny, five inches across at ground level. Nonetheless, they demonstrate their power by lifting 40-foot-long paragliders into the air and twisting them violently. Pilots watch for dusties and yell when they spot them. If a dusty approaches a paraglider spread out on the ground, people nearby will dive onto the fabric wing to prevent it from being taken aloft. Pilots SEPTEMBER/OCTOBER

who are clipped into their wings and waiting to launch arc at the greatest risk of being picked up and thrown back to earth. Out on the flats, the dusties are generally larger and sometimes violent and dangerous, though in recent years some pilots have chosen to fly into them on purpose for lift. The Australians seem particularly confident about doing this. Upon flying into one particular dusty, Telep's wing rotated hard to the right, then fell back behind him and surged hard forward. His lines went slack as he was catapulted forward, within arms reach of the fabric of his wing. This is not good. The wing went into a severe spiral. At 100 feet, according to his estimate, he threw his reserve, a 41-square-meter "tandem" reserve, large enough and designed to slow down two people flying tandem. These chutes usually deploy more slowly than

1996

smaller chutes, but Telep's deployed fast. One moment later he was on the ground, safe. Telep holds the unofficial Washington state cross-country distance record, a 99mile flight to Reardon. On the previous day, Pat Hajek and I both sank out and landed in the very field where Mark ran into his dust devil. TASK4 Goal: Mansfield Turnpoints: Withrow Distance: 21.6 miles Pilots Reaching Goal: 32 (50% of the field) Great weather continued through the weekend, allowing competitors to complete tasks four and five on Saturday and Sunday respectively. The goal was initially Brewster Airport some 20 miles to the north. Upon

.THE·· STARr l'AitPJ>aoroSEcToa:comRdVEasv.·

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: Pilots who flew in l~ty~s Nationals at Ghd;m were unaninwus ;ear in s~p~ ' ' port of the idea of movingcl:te start tiup off the Butte to Chelan, Falls l'fl!rk,th:e pri~ : mary LZ. ab.out two miles eiwt~southeast9f launch. 11ut this move had t~e unintend~ : .ed side effect of launehing a.conttovel'.sy abQUt thf~qrrect "phqtQ seqq,r or. airspace . frotnwhich the start tarp shoulc,f be ph.6tograp~e4. .. . . . .·· • ; .. ..• . ..... ·. : Unless explicitlyov~rriddenhyfocalrules,~ompedtiops around th~ world andfc>i:•' : every type of aircraftJ:ely ona. set. of rules set down by the F.AI (Federa.tibn •. • . Aeronautique InternaJional~) governi11grnanyaspects of i:omp~titio11-,}pdµding . . . Mark Axen, left, leads a morning pilots' meeting. flight docux»entation usingphotogniphr These .rules bear no mentiod,¥1hatsoev:er qf : ''start tarps"; instead w()rds like ''poiutofd~parture" and "legs! qf the co1rse." A strict intel'preratiqn o£Jhe~erules m.ightJndfoate that·the'.launch~jte is. to .Be the.· further observation of the weather, the task ''point ofdeparture/' rcdµ~ing the star~tarp to ari qrdinaty turnpoint ~M niakirigthe committee changed the goal to Mansfield route from launch to the,start ~~P an ordlnary "leg of the coui;se." Th(; is depicted in · via a turnpoint at Withrow, 10 miles to the Figure 1. Exactly four competit:ors :idopted this interpretation of the ~~~t task ai.d southeast. Canadian pilot Bernard Winklemann officially reached goal first, took photos accordi11gly. .·. . ·.· .· · . . . .· .. . . .. .• ' followed by American contenders Othar The vast majority ofpil<m adopted a different interpretation, depi¢~ed in figur~ Lawrence and Dave Bridges. A total of 41 2. In this intet:pretatio.n, thestarttarp(and not launch) i~ the ''.pointof"~eparture". · pilots reached goal, but nine of these were referred to in the FAlrul.es.The route from launch to the start tarp is ~ot a "leg of disqualified due to problems taking phothe course,:' and the co~rectpho.to s~ctor is a :ofrtpletely different airsj~~e: This·.· · tographs documenting their flights. : group of pilots was rely1ngpn h1stot1fal p;ecedents: tasks at past com1wiuo11s (for This was a remarkable day of flying. both paragliders and hang. gliders) had idopted this interpretation whthever the start For the first time, I was able to "get up" on .tarp was not located Ft orv:ery near laµnch; The cqtnpetition was facitij; a major conthe flats. My view from 10,700 feet was troversy on the very first tiisk! !' breathtaking: several "plumes" of wings · .· Meet[Dir1tctor Ma:rk (just colorful dots really) rose and twisted Axen listen~carefully.to in columnar thermals visible in several 1 "'"'""'"' °' £""') both sides, :1ijd decided th<1,t C!1clan Bt1Hc Launch directions as far as 10 or more miles away. (-3 km from stan tarp) he hadfaik4 ~o clarify this The entirety of Chelan Butte was visible to point before/ (!le first t;tsk. the west. The cool temperatures up there Nonh Bothinterp~dtatio{\s/sectors were a welcome relief from the heat on were allowed for the fir.st .. launch. task.'But frJi Task2 Ofl, . TASKS onlythe secbhd.interptma- .' figure I: strict inte111retation of FA/ photo sector rules Goal: Chelan Falls Park ("out and return") tionWoul4 allo»'ed.It's : Turnpoint: Mansfield worth nod~thati11World •· Distance: 33 miles CupmeetFqffidals ma:y or Pilots Reaching Goal: 26 (42% of the n:iay Mt loq~ so fav:orably field) upon prece4tnts from U1S., competitio~~. Itpays ·to as~ North High cirrus clouds were followed late for ofn.cial cilitrificii:ion afternoon by darker clouds bearing moisbefqr~ l.i:un~~ing. ture. Those who launched early met with figure 2. standard US interpretation success: Othar Lawrence reached goal first, followed by Englishman Rob Whittal, then Dave Bridges. By mid-afternoon a storm cloud formed over Waterville and was visibly dropping virga or rain. Most pilots, Mike Reed from Jackson Hole, Wyoming experienced a 75% collapse, followed by failed to observe indicators of deteriorating including contender Todd Bibler, sensibly 1,200 foot-per-minute sink and a series of landed in anticipation of worsening winds weather and continued flying, scratching 50% collapses. He landed traveling backfor thermals in the canyons east of goal. A and flying conditions. Those who chose wards over the ground, in turbulence. He instead to "push the envelope" generally gust front blew through the region and sent was unharmed. met with misfortune. Said Swedish comhim crashing to the ground. Reed suffered The first and only injury of the compepetitor Johan Martensson, "I've never been tition happened during this gust front two fractured ribs, three compression-fracso scared in my entire life." Martensson activity. Along with numerous fellow pilots, tured vertebrae, and a broken heel. Jose

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PARAGLIDING

1996 Chelan Nationals Stats Task Date: ............................. 07 /24/96 .................. 07/25/96 ...............07/26/96 ............... 07/27/96 ................07/28/96 ................07130/96 Pilots at goal: .........................27 (42.9%) ............... 6 (12.5%) ............. .4 (7.4%) .............. .32 (50.0%) ............. 26 (41.9%) ............• 13 (20.6%) Max distance (miles): ............. 27.90 ........................ 39.00 .....................29.00 .....................21.60 ...................... 32.90 ........•.............28.80 Fastest time: ........................... 1:32:45 .................... .3: 10:35 ................. .4:27:00 ................. 1:39:30 ................... 1:44:56 ................... 1:25:00 Fastest speed (mph): .............. 18.05 ........................ 1228 .....................6.52 ....................... 13.03 ...................... 18.81 ......................20.35 Total distance (miles): ............ 878.20 ...................... 868.90 ...................379.48 .................. 889.20 .................... 1287.60 ..................460.29 (4,763.67 miles) Validity factor: ....................... 1.00000 .................... l.OOOOO .................0.61040 ................ l.OOOOO .................. l.00000 .........•........0.53860

••.••..•..•.••..•.••..•...•..•...............•.....•................................•..•.....•..••....••.•••••••••.••.••.••.•••••••••

Casaudoumecq witnessed Reed's crash from the air before landing nearby to administer first aid. TASK6 Goal: Leahy Turnpoint: Road intersection west of Mansfield Distance: 29 miles Pilots Reaching Goal: 13 (21 % of the field) A low pressure system moved through

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the area the previous day, leaving high cirrus clouds and temperatures around 90 degrees. U.S. pilot Othar Lawrence was first to reach goal, followed by Rob Whittal and Canadian pilots Chris Muller and Bernard Winklemann. Dave Bridges finished ninth on this task. Launching early proved critical to reaching goal. Shortly after the start tarp was unrolled at 1:30 PM a broad "sink cycle" moved across the Butte, making it extremely difficult to reach altitudes high enough to get established on the flats across

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the river. Some 30 pilots (almost half the field) landed at the start tarp in Chelan Falls Park drawing a zero for the day. The presence of a prevailing wind led to a reserve deployment. James "Kiwi" Johnston threw his reserve after his ProDesign 54, a variant of the Contest, went negative in the rotor low and to the west of launch. After deploying, Johnston drifted a considerable distance downslope in the rotor before landing safely. It was Johnston's birthday. •

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Continued ftom page 34.

nies that take apart gliders and reserves to copy and sell them. When pilots buy ripsaves and stay up in those tiny columns of offs they are saying that they don't care convection that nobody else can take about innovation. They just want to save a advantage of. hundred bucks. As a designer, I take offense PGM: That kind offan is really availat this. One would hope that people would able now; we don't need dramati.c design have the integriry to reward those who take changes to make that a reality. risk and invest in improving the sport. The Roy Haggard: It's kind of like softmarket could encourage innovation, ware. Do you want them to add a but rypically it won't; we aren't that hundred new features even though altruistic by nature. there are six fundamental features Businesses behave like a life form, that still don't work? That happens all and all life forms locate weaknesses the time in software. and exploit them. Some find legal PGM: But that raises an interesti.ng weaknesses to exploit. problem for an industry, doesn't it? PGM: You've taken your engineerIfthey can't promise new kinds of ing from model airplanes, to hang advances, why should people trade gliders, to paragliders, and even to their wings in? stabilization systems for Navy ejecRoy Haggard: Performance and secution seats. That makes you an ideal rity are continually improving. That, person to ask the following question: along with the fact that paragliders What should pilots ofdifferent wear out after one or two years of kinds ofaircraft karn from each hard use, should be reason enough. other? Large and immediate performance Launching the Arrow with pilot fairing in the Owens Valley. Roy Haggard: As much as possible. increases are available: learn to hang In the early days of hang glider racing glide! Participation in hang gliding we read every book we could find on has kind of leveled off, but I don't believe soaring competition. Virtually all the decireserve parachute deployment. Apparently this is because performance hasn't sions we had to make - when to leave a he thought it was some kind of guaranteed improved markedly over the years. I think thermal, how fast to fly in headwinds, etc. thing. When you throw your reserve it is it is more because we live in a padded-cell because you know that you are already dead - had already been mapped out. You just sociery; in other words, the perceived risk is or severely injured if you stay in your curreinvent the wheel if you don't learn from much too high for the general populace. rent situation. When you deploy, you com- history and benefit from what's already PGM: Let's get into that for a second. been figured out. pletely relinquish any control over where Some people might argue that a good tort you end up. You can come down on a rock, I find it extremely discouraging that system is going to be beneficial. It will there should be any antagonism between a stick, a freeway. eliminate those engi.neers who are incaparaglider and hang glider pilots. The onus PGM: Let me play the devil's advocate. pable ofdesigning safe products, and Maybe this lawsuit indicates that we need is on both sides to learn from the other. I improve design by forcing people to think to reconsider how reserve parachutes are think that paraglider pilots need to seriously about safety and their responsiembrace the preexisting hang gliding commanufactured or thought about. It may bilities. Is that truer muniry, and realize that they feel like they suggest a needfor cutaway systems or Roy Haggard: Not in my estimation. have squatters rights for most of the flying parachutes with sufficient glide. Consider the example of energy-absorbing sites. Both types of aircraft fly well together Roy Haggard: It's all going to happen anyfoam for car dashboards. When a superior way. It happens in Europe without lawsuits. if the standard sailplane right-of-way rules foam was found, manufacturers were retiDesign is driven by innovation, not threats. are adhered to. You see, we borrowed that cent to use it since it had been available Wouldn't it be better in this case if the com- from the soaring communiry, though there when previous car models were produced. are differences. pany could put the $20,000-$30,000 If they used the new foam they would be Also, the hang gliding communiry has they'll spend on legal fees into product liable for injuries sustained in the older had 25 years to make a huge variery of misdevelopment? cars. This kind of thing produces a perverse takes. The paragliding communiry can Companies are so driven to get new disincentive to improve safery. products out, in order to gain market share, either learn from them or repeat them. The The bottom line is that flying is risky. that they don't get to do research. Few have old saying, "Pride goeth before the fall," Even birds crash and die. My brother-incomes to mind. the luxury of saying, "I want to try this. It law is a falconer, and over the years he has I say embrace differences; don't allow may never go into production but I want to lost several birds to "crashes." Flying them to become divisive. We have a lot to see what I can learn." should in no way be considered a less-than- PGM: In some sense, then, it may be the offer each other. 111 risky activiry. market that is working against good design. In paragliding, an understanding of Roy Haggard: Yes, it is. There are compa-

meteorological conditions is critical for minimizing risk - more so than in almost any other area of aviation. It is more important for paraglider pilots than airline pilots. (Airliners hardly ever take off and can't penetrate.) Judgment is crucial. Recently there was a "letter-of-intent" lawsuit over a pilot who was hurt after a

PARAGLIDING

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BEGINNER RATINGS Region l CALDWELL, CLYDE: Kent, WA; M. Chirico/Do Chirico hight School COOK, JASON: Bellevue, WA; D. White/Dixon's PG NELSON, VICKIE: Glcnnallen, AK; T. Hamler/Golden Eagle PG ROSS, WILLIAM: Anchorage, AK; R. Leonard/Adventure Sports SPERLING, RICHARD: Hood River, OR; R. Higgins/Sun Sports WILTAMUTH, RICHARD: Seattle, WA; P. Somerset/Torrey Pines Region 2 CHILDS, TIMOTHY: San Francisco, CA; H. Rejmanek GEISS, RICHARD: Capitola, CA; T. Switzer/Skytimes PG GIANNI, JOHN: San Jose, CA; J. Lucas/Glidcll GRAEF, STEFAN: Milpitas, CA; J. Lucas/Glidell KODIYAN, MANU: San Mateo, CA; H. Rejmanek/Airtime SF LADES, MARTIN: Livermore, CA;J. Lucas/Glidell LEE, DAVID: San Jose, CA; T. Switzer/Skytimes PG MONA, UELI: San Francisco, CA; R. Ost/Blackwing PG PASQUAL, GENE: Fremont, CA; J. Lucas/Glidell TA, HUNG: Milpitas, CA; J. Lucas/Glidell Region 3 BARTON, DON: Ookala, HI; J. Hagemann/PG Hawaii EVERETT, JAMES: Kihei, HI; Steve Amy/ProFlyght HI PG FERCHAUD, LIONEL: Olancha, CA; R. McKenzie/High Adventure GOPEZ, LUISITO: San Diego, CA; M.A. Karren/Red Sky PG I-IAWK, DOUG: RSM, CA; R. McKenzie/High Adventure HORNSTRAND, CLAES: Libertyville, IL; K. Schlurer/Glidell SMITH, CHARLES: San Diego, CA; M.A. Karren/Accelerated Flight Sys WOODRING, PAMELA: Camarillo, CA; R. Liggett/Boise PG YORK, RAYMOND: San Bernardino, CA; J. Gluzinski/Air America PG Region4 ANDERSON, KEITH: Tucson, AZ; D. White/Dixon's PG BOROCZ, MATTHEW: Telluride, CO; S. MacLowry/PG Telluride PEDERSON, PERRY: Albuquerque, NM; G. Brightbill/Enchantment PG PETTERSSON, RICHARD: Cottonwood, AZ; D. White/Dixon's PG SHIRLEY, JERRY: Denver, CO; W. Laurence/Fly Away PG SWITZER, PATRICK: Flagstaff, AZ; D. White/Dixon's PG Region 5 CORLEY, PRISCILLA: Troy, ID; Steve Amy/ProFlyght HI PG VAN PERRE, MARY: Hailey, ID; M. Bell/Monte's Flying Circus Region 7 MC GOVERN, BILL: E Moline, IL; K Biernacki/Upper Limits Region 8 ACTON, ED: Plymouth, MA; J, Nicolay/Morningside FP CARLONE, JOSEPH: Meriden, CT; L Linde/Eastcoast PG

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Region 11 FRIERSON, JOHN: Austin, TX; C Bowles/Hill Counny PG Region 12 PLEBANCZYK, ANDRZEJ: Ivy Hill, NJ; L Linde/Eastcoast PG ROD, DAN: New Brunswick, NJ; L Linde/Eastcoast PG STARR, GREG: Keyport, NJ; L Linde/Eastcoast PG

NOVICE RATINGS Region l BATTAGLIA, DAVID: Eugene, OR; P. Pohl/Sky Hook Sports BOYD, MATT: Spokane, WA; S. Hassell/AirtekSD CALVERT, GAYLE: Canby, OR; P. Pohl/Sky Hook Sports FORD, BRIAN: Bellevue, WA; M. Chirico/Do Chirico Fright School HEIM, ROBERT: Woddinville, WA; M. Chirico/Do Chirico Fright School SCHLAPFER, JAKE: Anchorage, AK; B. Hamler/Golden Eagle PG SPERLING, RICHARD: Hood River, OR; R Higgins/Sun Sports Region 2 AUSTIN, BRETT: Travis Afb, CA; R. Leonard/Adventure Sports CHILDS, TIMOTHY: San Francisco, CA; H. Rejmanek ENNEY, KEN: San Jose, CA; Y. Bajulaz/ABC Air Sports FLOYD, TIM: Hollister, CA; Y. Bajulaz/ABC Air Sports GEISS, RICHARD: Capitola, CA; T. Switzer/Skytimes PG KENDRICK, PETER: San Jose, CA; Y. Bajulaz/ABC Air Sports KODIYAN, MANU: San Mateo, CA; H. Rejmanek!Airtime SF LEE, DAYID: San Jose, CA; T. Switzer/Skytimes PG LOAN, STUART: Los Gatos, CA; Y. Bajulaz/ABC Air Spores MONA, UELI: San Francisco, CA; R. Ost/Blackwing PG NELSON, BRIAN: Fremont, CA; R Ost/Blackwing PG PASQUAL, GENE: Fremont, CA; J. Lucas/Glidell PORRAZZO, ALAND RA: Carmichael, CA; Scott Amy/ProFlyght HI PG PORRAZZO, ED: Carmichael, CA; Scott Amy/ProFlyght HI PG PORRAZZO, KAREN: Carmichael, CA; Scott Amy/ProFlyght HI PG THOMAS, HEIDI: Carmichael, CA; Scott Amy/ProFlyght HI PG VAN TREEK, GLEN: San Jose, CA; Y. Bajulaz/ABC Air Sports Region 3 BAILEY, DANIEL: Lahaina, HI; Steve Amy/ProFlyght HI PG BARTON, DON: Ookala, HI; J. Hagemann/PG Hawaii BURTON, MILT: Santa Barbara, CA; Y. Bajulaz/ABC Air Sports CAHLIK, JEFFERY: Tustin, CA; F.M. Hill/AT PG EVERETT, JAMES: Kihei, HI; Steve Amy/ProFlyght HI PG FERCHAUD, LIONEL: Olancha, CA; R McKenzie/High Adventure GAMBLE, LAWRENCE: Coronado, CA; S. Hassell/Airtek SD GOPEZ, LUISITO: San Diego, CA; M.A. Karren/Red Sky PG HAWK, DOUG: RSM, CA; R. McKenzie/High Adventure KELBER, JAY: Encinitas, CA; K Baier/Air Junkies MARTIN, RANDY: Dana Point, CA; K Baier/Air Junkies

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NGUYEN, CHI-THIEN: Haiku, HI; ScottAmy/ProFlyght HI GP NORQUIST, LLOYD: Kihei, HI; Scott Amy/ProFlyght HI PG SMITH, CHARLES: San Diego, CA; M.A. Karren/Accelerated Flight Sys UEBERLHART, CARL: Torrance, CA; R. Zakotnik/Above & Beyond WOODRING, PAMELA: Camarillo, CA; R. Liggett/Boise PG YORK, RAYMOND: San Bernardino, CA; J. Gluzinski/Air America PG YORK, RAYMOND: San Bernardino, CA; J. Gluzinski/Air America PG Region4 ANDERSON, KEITH: Tucson, AZ; D. White/Dixon's PG BRENNAN, MIKE: Aurora, CO; G. Banks/Parasoft CARTER, KENNETH: Colorado Spgs, CO; D. Williams/Westfield DAVENPORT, CHRIS: Snowmass, CO; D. Jackson/Aspen PG HAGUE, BRIAN: West Valley, UT; K.Hudonjorgensen/Two Can Fly HELMER, ROBERT: Denver, CO; J. Smith/Colorado PG KIRSTEN, CHARLES: Snowmass, CO; C. Smith/Aspen PG MARSH, TANIA: Aspen, CO; D. Jackson/Aspen PG PEDERSON, PERRY: Albuquerque, NM; G. Brightbill/Enchantment PG PETTERSSON, RICHARD: Cottonwood, AZ; D. White/Dixon's PG POWELL, GAR: Randolph, UT; K.Hudonjorgensen/The Soaring Center PROUTY, ERIC: Avon, CO; G. Kelley/Vail Valley PG SACHS, GUNNAR: Aspen, CO; D. Jackson/Aspen PG SWITZER, PATRICK: Flagstaff, AZ; D. White/Dixon's PG TVEITE, KATE: Aspen, CO; D. Jackson/Aspen PG WALKER, GARY: Kittredge, CO; J. Smith/Colorado PG WATSON, ALAN: Salt Lake City, UT; KHudonjorgensen/The Soaring Center Region 5 CORLEY, PRISCILLA: Troy, ID; Steve Amy/ProFlyght HI PG DILLEHA, TRAVIS: Bellevue, ID; M. Bell/Monte's Flying Circus DUERR, DON: Laramie, WY; KHudonjorgensen/The Soaring Center LEMANSKI, BETHANY: Sun Valley, ID; M. Bell/Monte's Flying Circus Region 7 SAUER, JOHN: Metamora, IL; B. Fifer/Traverse City HG/PG SEARING, MICHAEL: Clarkston, MI; B. Fifer/Traverse City HG/PG WALKER, JOHANNA: Ann Arbor, MI; K. Davis/Aspen PG Region 8 CARLONE, JOSEPH: Meriden, CT; L. Linde/Eastcoast PG NELSON, GEORGE: Wilton, CT; G. Banks/Parasoft PATT, TONY: Boston, MA; R. Sharp/Parafly SHERMAN, NELSON: Raymond, NH; J. Nicolay/Morningside FP Region 9 FAY, JR, SHAWN: Glenshaw, PA; S. Mayer/Cloud 9 PG YARBENET, GREG: Girard, PA; K. Schluter/Glidell Region 10 MULLER, HENRY: Lewisville, NC; H. Murphy/Surf the Sky Region 12 HARRIS, BEN: New York, NY; L. Linde/Eastcoast PG KERBIQUET, PIERRE-YVES: New York, NY; K. Baier/Air Junkies KRANZ, JAMES: Massapequa, NY; Scott Amy/ProFlyght HI PG PLEBANCZYK, ANDRZEJ: Ivy Hill, NJ; L. Linde/Eastcoast PG PRECHT, MAGNUS: Westfield, NJ; L. Linde/Eastcoast PG ROD, DAN: New Brunswick, NJ; L. Linde/Eastcoast PG STARR, GREG: Keyport, NJ; L. Linde/Eastcoast PG STOLLER, LINCOLN: Shokan, NY; L. Linde/Eastcoast PG

Region 13 MILLER, MURRAY: Canada; D. Jebb/Air California Adventure

INTERMEDIATE RATINGS Region 1 CARVER, LEE: Redmond, WA; M. Chirico/Do Chirico Fright School NEVINS, JIM: Bellingham, WA; D. Crabtree/Observer WARREN, JR, ROY: Anchorage, AK; C. Sanders/Observer Region 2 DESALVO, CARL: San Jose, CA; J. Lucas/Glidell DOYLE, JOHN: San Luis Obispo, CA; H. Murphy/Surf the Sky FINKEL, JOSEPH: Oakland, CA; J. Greenbaum/Airtime SF MESSINA, PETER: Mt View, CA; J. Lucas/Glidell MURPHY, FRANCIS: Santa Clara, CA; J. Lucas/Glidell NELSON, STEVE: Sunnyvale, CA; J. Lucas/Glidell O'HARA, DAYID: Marina, CA; Y. Bajulaz/ABC Air Sports O'HARA, SIGRID: Marina, CA; Y. Bajulaz/ABC Air Sports SURRY, JACK: Prunedale, CA; Y. Bajulaz/ABCAir Sports Region 3 DE BARROS, MAGNO: Westminster, CA; J. Gluzinski/Air America PG GAGE, CHARLES: Tujunga, CA; J. Gluzinski/Air America PG MC GARVA, STEPHEN: Camarillo, CA; R. Liggett/Boise PG MILLS, NOEL: Leucadia, CA; K. Baier/Air Junkies WILLINGHAM, MICHAEL TA: Tustin, CA; C. Mendes/Compact Wings ZENOVIC III, JOSEPH: El Cajon, CA; M.A. Karren/Red Sky PG Region 4 JONES, GARY: Layton, UT; T. Zakotnik/Above & Beyond KINSLEY, DUANE: Albuquerque, NM; G. Brightbill/Enchantment PG SMITH, KEVIN: Denver, CO; D. Jebb/Air California Adventure STRYKER, TIM: Alta, UT; K.Hudonjorgensen/Two Can Fly Region 5 SAURMAN, DAVID: Wilson, WY; T. Bartlett/Magic Valley Gliders Region 7 MC INNIS, JOHN: Bridgeport, MI; T. Zakotnik/Above & Beyond WOODS, DANNY: Carthage, IL; C. Smith/Aspen PG Region 8 PFAMMATTER, STEPHAN: N Providence, RI; J. Greenbaum/Airtime SF Region 9 MC COURT, DWAYNE: Webster Spgs, WV; B. Herrick/Observer Region 12 EGAN, CIARAN: New York, NY; P. Hirst/Eastcoast PG GILL, SARA: Mahwah, NJ; L. Linde/Eastcoast PG MAZE, JAMES: Trenton, NJ; T. McClement/BC PG RITCHIE, ALISTAIR: Hoboken, NJ; L. Linde/Eastcoast PG WORTMANN, ROBERT: Maryland, NY; J. Nicolay/Morningside FP

ADVANCED RATINGS Region 1 BOWIE, IAN: Ellensburg, WA; M. Eberle/North American PG CLEMENSON, JEFF: Portland, OR; D. Raybourn/HG PG School Oregon NICHOLS, DAVID: Bingen, WA; R. Higgins/Sun Sports STURTEVANT, GEORGE: North Bend, WA; B. Hannah/PG Washington

PARAGLIDING

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Power up with

LOUD:BASE PARAENGINESrM Region 2 BECKMAN, ERIC: Santa Rosa, CA; A. Whitehill/Chandelle LAOS, JUAN: Lafayette, CA; A. Whitehill/Chandelle WICKHAM, DOUGLAS: Lafayette, CA; D. Saxby/Ketchum Air YATES, KAREN: Redding, CA; J. Yates Region 3 GINSBURG, MARTIN: Rncho Pis Verde, CA; T. Nelson/Thermal Dynamics GREENWAY, H ROGER: Bonita, CA; T. McClement HALL, TIMOTHY: El Cajon, CA; T. McClemem HARRAH, MARK: Los Angeles, CA; B. England/Aerial Action NINOMIYA, JOHN: Whiner, CA; T. Nelson/Thermal Dynamics PECHMANN, CORNELIA: Hawthorne, CA; J. Greblo/Windspons Int'! VON ZABERN, ROB: Riverside, CA; J. Gluzinski/Air America PG Region 4 ALEXANDER, TOM: Aspen, CO; J. Stenstadvold/Aspen PG BEST, RICHARD: Morrison, CO; G. Banks/Parasoft Region 10 RICHARD, RUSS: Pensacola, FL; R. McKenzie/High Adventure Region 13 HORBI, FRUTIGER: Switzerland;]. Greenbaum/Airtime SF

"' Quick S.ERVICE "' Custom -Options "'QUlfferthan ~ Whisper "' $est powersize o Pur~ble cage "' Euy h ~uri11h • Weight thift . "'· Full men .to i·inet • fUllfJOFL'I. "' Thrurt-Une .offut

• Elfctrlo dart optiQn • Unih prfoes .start at $389Q!

w/paraglifo $6200.

Choose from 3levelt Cirro ~ T~rus(for pilotdo #210 ADo ~ Compact for pilot~ to #t90 Strafe ~ LighHor pHots to #165 Complete t!lrvice, part~, acce$sorienuid instr1uHio11 .. a11aHable. Call Mojoi$ Gear L.td. Co •. at 1·800-6(.4-1160 for more infor111atiop _and a f>EALER near your

MASTER RATINGS Region 4 FRANK, DAYID: Draper, UT WHITE, DIXON: Flagstaff, AZ

Gear to take tto

Region 5 SANTACROCE, CHRISTOPHER: Ketchum, ID

TANDEM ONE RATINGS HONZA REJMANEK JOHN YATES MICHAEL REEDER J SMITH PHILLIP HIRST

m~jo (mojo) n. a chann or amulet thought to have magical powers; luck as of a magical or supernatural origin; a magical selection offlight gear from Texas.

TANDEM TWO RATINGS RICK HIGGINS STEVEROTI JEFFREY FARRELL

TANDEM INSTRUCTOR RATINGS RICK HIGGINS JAMES JOHNSTON JEFFREY FARRELL STEPHEN MAYER MATTHEW TAGGART CHRISTINE WARREN CHRIS BOWLES EGIL DILKESTAD

Instruments, radios, reserves, helmets, life vests, boots, gloves, tlight suits, tee-shirts, hats, caps, survival supplies, sunglasses, eyeglass retention, goggles, warmers, hardware, repair

supplies, towing accessories, knifes, instrument mounts, books, videos, maps, compasses, tle.res, signals, wind socks, weather stations, bags, patches, stickers, art, glassware, gifts and MORE 11 !

Office Hours: MON-THUR Noon to SPM Central Standard Time

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SEPTEMBER/OCTOBER

1996

The choice is Yours, ...

Ala11rbel" ()lfe Pfll"D.jlld!1f 1/0/"lfe.f.f Oectj,lfel"/#Mafo.eta!"el" vlo~lr/«11'rle/ j Free .1.996 Catalog!

PHONE: 516 I 676-7599

I F AX: 516 I 676-0106

P.O. Box 451 I GLEN COVE, NEw YORK 11542 / USA

email address: SupAirUSA@AOL.com

MINI VARIO only $169 Visa & Master Card accepted

$4 each includes shipping

If you missed out on ALOFT magazine last year, here's your chance to order back issues. Four issues available:

#1 (January) #2 (March) #3 (Summer) #4 (Fall)

Aspen, Golden, Across the Rockies Technique, Therrnaling, Rob Whittall Chelan, Fiction Contest, Elvis Nationals, Latin America, Kari Castle

Send check or money order to: Aloft Publishing, Inc., PO Box 8989, Portland OR 97207-8989

World ' s smallest Vario! The new paraglidin g standard Clips to cap, helmet, chin strap , etc. Very sensiti ve in li ght li ft, 0- 1200 fpm , fast response, 200 hours on batteri es, 2 yea r guarantee. Mallettec; PO Box 15756; Santa Ana, CA 92705

Ph 714-966-1240 Fax 714-757-1610

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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.

EDEL ORION 24 - Excellent first wing, l 54-l 98lbs, very low hours. All A's, yellow with pink, purple and aqua. Edel harness with speed system, kevlar back protector, Edel reserve and Charly kevlar full-face helmet (new). Must sell all $1,450. Cary (510) 278-1642.

PARAGLIDERS

EDEL STARDUST - Excellent first glider, size medium, hook-in weight 132-l 76lbs, 40 hours. Includes Stratus harness and backpack $2,000. Call Bill (801) 273-5531 days, (801) 576-0767 evenings.

APCO ASTRA 29 - l 70-230lbs, great intermediate wing. Including Apco adjustable harness w/reserve, new A&B's. All for $1,100. Tony (310) 459-2682.

ITV AGENA 30 - 25 hours, yellow w/pink emblem, white mylar top, excellent condition $2,200 OBO. Call John (617) 482-3637 x526, press 6 after message.

APCO SPECTRA 27 - Great intermediate, <l 5hrs, Secura harness with reserve $2,000. Secura harness with reserve, hardly used $325. Brauniger alto vario $125. (818) 891-7317.

MIRAGE 27 - Large, 12 hours, Trace harness, helmet, reserve, speedbar, vario, windmeter, learn radio & harness, srubai biners. Value $4,620, SELL $3,200. Jim (619) 280-8839.

PRO DESIGN - COMPACT 31 with Vortex harness (paid $3,800), 12 hours airtime $2,000. (415) 382-0804. RITMO 11 31 - 195-2651bs. Brand new, only 3 flights. Too big for me. Great beginner/motorized glider $1,490. (915) 379-1522. TREKKING RJTMO XL -- 195-265 lbs. "Best beginner/motor glider for '93,'94,'95,'96." Excellent $2,300 includes harness. (303) 273-5957 evenings. 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. (31 O) 5971758. POWERED PARAGLIDERS

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APCO SUPRA 30 - Acpul l lA, 1B rated for upper intermediate or advanced pilot. Stable, easy handling with high performance $1,000. (310) 456-5931.

MERAK 38 --- Brand new, list $3,200, sell for $2,700. Call Dana (617) 293-9931.

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MIURA BY TREKKING - Easiest intermediate available, x-large, 210-2801bs. Used, good condition $2,000. (303) 278-9566.

AT SHADOW - Like new for medium weight pilot $1,500. David (910) 376-9601 day or night. CONTEST 48 - 170-210lbs, intermediate/advanced wing, <20hrs, excellent $1,500. (303) 278-9566.

NOVA XENON - 26sq/m, 13hrs, 175-2151bs. Yellow and white. Very Advanced pilots only $2,200. (303) 278-9566.

EDEL ENERGY XL - 29 meters, 70 hours, VERY GOOD CONDITION, EXCELLENT DEAL @$1,500. Call (801) 583-9214 cwight@utah-inter.net

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

EDEL ENERGY XL -- 45 hours, whire with pink, recent annual $1,500. Call (208) 383-0647.

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/ DK WHISPER - New condition, only 7 hours running time. Very light & powerful $5,500 OBO. Call Fred (407) 243-0446. FLY MOTOR - Back packs, weight 36lbs, 54kg thrust, from $4,295. DK, UP dealer. New/used motor paragliders from $1,500. Mike (415) 574-8895.

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I I I I I I

I I I I I I I

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

Number of months: SECTION

o Paragliders 0 Emergency Parachutes O Parts & Accessories 0 Business & Employment o Miscellaneous O Powered Paragliders OVideos

OTowing O Schools & Dealers O Ultralights 0 Publications & Organizations OWanted O Harnesses

Begin with ______ 19_ _ issue and run for _ _ __ consecutive issue(s). My O check, 0 money order is enclosed in the amount

---------

of$ NAME: _ _ _ __ ADDRESS: _ _ _ _ _ _ _ _ _ _ __ CITY: _ _ _ _ _ _ _ _ _ _ _ _STATE: _ __ PHONE:

Number of words:

__ @$.50 =_ __

Number of words: _______ @$1.00 = _

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

L-----------------------------------------------------------------------------------------------SEPTEMBER/OCTOBER

1996

COLORADO

LA MOUETTE ZR250 - Tandem powered paraglider. Complete, 8 hours, w/ADVANCE tandem trainer canopy 38.5m. $6,500 OBO must sell 1 (805) 5276076.

COLORADO'S 1ST - And most experienced school. featuring Trekking, NAS, Ailes deK, Perche' and Free X glider lines. USHGA fully cenified instructor. Since 1986. (303) 278-9566.

PAP 920 - Solo 210, hollow stainless frame, Edel Hero harness, Edel reserve, electric starter, 4 blade 32" props, 2 hour tank, spares $2,500. (206) 430-9250. POWERED PARACHUTE - New, complete, many extras $7,500. (517) 332-3315. PRE-OWNED POWERED PARAGLIDERS -

I buy

& sell all makes. Tom (520) 634-2364.

CSED POWERED PARAGLIDERS - We buy and sell all brands. Hugh Murphy (805) 544-8190. EMERGENCY PARACHUTES ADVENTURE SPORTS LOFT - The repair center for Air America Paragliding. Reserve repacks, repairs, modifications. Master Rigger Scott Christensen (909) 657-2676.

CSHGA certified paragliding & hang gliding insrrucrion. Courses are expertly run on a friendly, informative basis. We have been introducing people to the world of foot launched flight since 1976. New and used gliders and accessories. Ball, Comet, Edel, Firebird, ITV, Pacific Airwave, Wills Wing and others. All skill levels welcome. PO Box 1226, Del Mar CA 92014. (619) 481-7400 Southern California.

HARNESSES WOODY VALLEY MODEL - Is now imroducing its full line of unique Italian paragliding and hang gliding harnesses in the United States. !-'or info call Eastcoast Paragliding at (914) 647-3377. Dealer inquires welco1nc.

SCHOOLS & DEALERS

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-EQU!PMENT-SALES-TRAININGCERTIFICATION-T ANDEM-POWERED PARAGLIDERS. Call (6 I 9) 670-5322 for detail.s. Check out our web sire: http://www3.imall.com/aircal_advcnture/

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

Master rated 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 students receive videos to enhance training. Kiting, towing,

soaring, maneuvers, tandem special clinics. BACKPACK MOTORS. Poor flying conditions? Enjoy the spectacular Crand Canyon or Sedona, moto-cross tours, skiing. Great lodging bargains, camping or luxury accommodations. Dave Bridges, US National Champion says, "Dixon's students are extremely well-trained and competent pilots." Dixon's Paragliding, I 500 E Cedar #10, Flagstaff AZ 86004. (520) 526-4579. www.paraglide.com ARKANSAS SAIL WINGS - Suppliers of fine flying equipment. PO Box 13335, Maumelle AR 72113. (501) 851-4094 tel/fax.

AIRJUNKIES PARAGLIDING - Join KEN BAIER for your ''Pursuit of Paragliding Excellence" in the land of year-round, excellent paragliding: Southern California and rhe 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 PARAGLIDING - In sunny San Diego. Year-round thermal & ridge soaring, beginner thru advanced instruction, all major brands, phone/fax (619) 450-6696. PLEASE SEE OUR DISPLAY AD. HIGH ADVENTURE - Paragliding, hang gliding school. Equipment, sales, service at world famous Marshal Peak. US HGA tandem instructor: Rob By appointment year round (909) 883-

MAGIC AIR- Paragliding and hang gliding. in Northern California. Lessons, sales, service. USHGA certified rowing instruction. Landing and thermal clinics. (707) 965-0411, (707) 963-34 55.

Sell your unused equipment here.

ERS - Put your knees in our breeze and soar our 450' sand dunes. FULL-TIME SHOP. Certified instruction, beginner to advanced, foot launch and tow. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. 1509 E 8th, Traverse City MI 49684. Offering POWERED PARAGLIDING lessons & a distributor for the new JAPANESE unit, rhe 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 rated tandem instruction. Sales and service on the finest equipment including Edel, ltv, Firebird, Pro Design, Ball & more 1 (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.

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.

Your ad is read by more than 3,000 paragliding enthusiasts. Advertise with us today. PARAGLIDING

NEW YORK EASTCOAST PARAGLIDING CENTER Professional, year-round instruction, towing and sales. We are the largest school in the U.S. Our instructors are USHGA and European certified. Tandem and motorized paragliding available. Dealer for Pro Design, Ai1wavc, Edel, Nova, ITV, Firebird and Flight Design, DK and more. Exclusive importer for the ever popular WOODY VALLEY MODEL HARNESSES. We carry all paragliding accessories and have an extensively stocked retail store. Mail order available. Visa/MC/Discover. 150 Canal Street, Ellenville NY 12446. (914) 647-3377 or (908) 747-7845. IKAROS SPORT AVIATION - Lessons, service, equipment. Paragliding, hang gliding, powered paragliding, trikes. Phone/fax (718) 777-7000, email: Ikaros l@aol.com

PARAGLIDING UTAH - USHGA/UHGA certified school. Year-round lessons, tandems, sales, service, rentals, demos, equipment financing. Flight operations at Point of the Mountain. Discount pilot lodging available, also free camping. TOLL FREE 1-800-882-7937, fax (801) 947-9476. THE SOARING CENTER - Year-round lessons, tandems, demos and glider rentals, soarable conditions 300+ days a year at Point of rhe 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.

KITTY HAWK KITES -

See North Carolina.

NORTH CAROLINA KITTY HAWK KITES, NAGS HEAD NC - The world's largest hang gliding school, established in 1974, can now teach you ro paraglide. Beginner to advanced lessons offered daily at rhe Kirty 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 OREGON AIRTIME OREGON - Instruction, equipment and accessories. Flight Design, UP, etc. (541) 998-1220.

RAVEN SKY SPORTS - Largest and most popular in the Midwest. Training hills and winch towing for paragliders. Sales & Service! PO Box 101, Whitewater WI 53190. (414) 473-8800. PARTS & ACCESSORIES EDEL Pro Design, North American Paragliding and more! Call Kentuckiana Soaring for 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 derails (719) 632-8300, or fax your ad with a visa/me, fax (719) 632-6417.

KENTUCKIANA SOARING PRESENTS - "New" Fingerswitch Radio Headset by Flight Connections. HEAVY-DUTY HEADSET with finger mounted switch allows pilot to communicate while keeping their hands on the control bar or brakes. Safer flying and more reliable co1nmunications. Your instrun1ent is pro-

tected with a 90 day mfg warranty with repair service available beyond rhe warranty. Currently available for Yaesu, !com, Alinco, Kenwood and other compatible radios. Available for full face or open helmers. $89 +$3.50 shipping, MC/Visa, dealer inquires invited. Kentuckiana Soaring, 425 N Taggart Ave., Clarksville IN 4'/129. (812) 288-7111, fax (812) 284-4115. SPECIALIZING IN ELECTRONICS, RADIOS, VARIOS, GPS UNITS & MORE! MINI VARIO - World's smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 018,000 ft., fast response and 2 year warranty. Great for paragliding too. ONLY $169. Malletrec, PO Box 15'/56, Santa Ana CA, 92735. (714) 966-1240.

NEW AND USED - Reserve parachute systems, 38 and 4lsq/m $350-$485. Call for info/nearest dealer. "Always the best, Always NAS." (303) 278-9566. BUSINESS & EMPLOYMENT OPPORTUNITIES

OVER THE HII.I. PARAGLIDING - Oregon/SW Washington. Sales, service; heginner-advanced USHGA certified instruction. Nova, Firebird, Apco, AT, Pro Design, SOL, Ball, Flytec, HES Q,1antum parachutes. Service: full service shop, FAA rigger repairs/mods. Our 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, Gresham OR 97080. (503) 667-4557, fax (503) 666-6979. Email: othpara.teleport.com, web: http://teleport.com/-othpara/ 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 16F, Tow TX 78672.

SEPTEMBER/OCTOBER

PARAGLIDING INSTRUCTORS WANTED Eastcoast Paragliding Center is looking for paragliding instructors to join irs ream. For info call Lars Linde at (908) 747-7845. PARAGLIDING INSTRUCTOR WANTED - For growing paragliding program. Raven Sky Sporrs (414) 473-8800.

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

1996

PARAGLIDING SCHOOL FOR SALE - Located in the Salt Lake City area. Well established with excellent reputation and safety record from 1987 to currenr. Certified the most Class I students in the country in 1994. Close ro one of the best inland rraining sires in the US. All training equipment, school curriculum, logo, advertising, office and classroom equipment, etc incl,1ded. For more information, please call or write to: Terry Zakotnik, PO Box 607, Draper UT 80402, (619) 329-4407.

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WANTED:PILOT/GUIDE- Hang gliding/paragliding for winter '97. Must be instructor rated and speak some Spanish. Send resume to Aero Imports, 501 W San Juan Avenue, Phoenix AZ 85013. (602) 285-4094, fax (602) 530-2938, email: Elvolador@aol.com PUBLICATIONS & ORGANIZATIONS

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MISCELLANEOUS FLYING IN THE CANADIAN ROCKIES? Check out "Wasa Lakeside Bed & Breakfast and More". The ultimate resort for pilots and their families. James Swansburg (604) 422-3551, email: swanys@cyberlink.bc.ca Home Page: http://cybcrlinld,c.ca/-swanys/ WANT TO FLY/TRAVEL SOUTH AMERICA? Experienced pilot looking for partner. Nov/Dec till? Brant (307) 733-.3357, (214) 548-2215. VIDEOS & BOOKS - Call USHGA for your Merchandise order form Cl 19) 632-8300, fax (719) 6.32-6417, email: ushga@marketl.com DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE CLASSIFIEDS.

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 Cl 19) 632-6417. SOARING - Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full memhership $55. Info. kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 88241. (505) 392-1177. TOWING

CLASSIFIED ADVERTISING RATES The rate for classified advertising is $. 50 per word (or group of characters) and $1.00 per word for bold or all caps. Phone number=2 words, PO Box=2 words, web site or email address=3 words. MINIMUM AD CHARGE $5.00. A fee of $1 5.00 is charged for each line art logo and $25.00 for each photo. LINEART & PHOTO SIZE NO LARGER THAN 1.75" X 2.25" . .!'.lease underline words to be in bold print. Special layouts of tabs arc $25.00 per column inch. AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1 1/2 months preceding the cover date. September 20th is the deadline for the November/December issue. Please make checks payable to USHGA. Send to: PARAGLIDING

MAGAZINE, Classified Advertising, P.O. Box 1330, Colorado Springs, CO 80901-1330 (719) 632-8300 or fax (719) 632-6417 with your Visa or Mastercard. STOLEN WINGS & THINGS IKAROS (KOREAN) PARAGUDER - Stolen from SAN BERNARDINO, CA rental car on June 6th, 1996. Pink upper, white under with blue hawk design on right bottom, lefr brake line replaced with 505 hg cord. Contact MinHo Yoon (909) 887-4844 or Rob McKenzie, High Adventure (909) 883-8488. PACIFIC AIRWAVE RAVE 30 PARAGLIDER Stolen from the LAS VEGAS MAXIM, NV on April 6th, 1996. Solid white glider. Also purple/black "Paradise" harness w/reserve & misc. gear (vario, camclbak, windmeter, etc.) $200 reward for information leading to the recovery of this equipment' Any help will be greatly appreciated. Contact collect Eric or Sharon Chase (714) 587-1739 or (714) 255-5900, or contact the British School of Paragliding (702) 8966000. NOVA PHILOU 21 PARAGLIDER - New, blue/purple, only one in the US (sin 6105). Also Kenwood TH-22 radio (sin 60501515). (714) 9792449. STOLEN WINGS are listed as a service to USHGA members. There is no charge for this service and lost and found wings or equipment may be called in (719) 632-8300 or fax it in (719) 632-6417 for inclusion in Paragliding & Hang Gliding magazine. Please call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

INDEX TO ADVERTISERS

FOR SALE NEW ATOL - Style tow winch w/levelwind, 3500' of line, all accessories includes mounting frame, never used. Must sell $1,850 080. Call (619) 455-5212.

Adventure Productions ............ ., .......... 13

North American Paragliding ............... 30

Air California Adventure ..................... 43

Pacific Airwave ............................... 32,33

VIDEOS & FILMS

Alas Del Hombre ................................ 43

Parafly Paragliding .............................. 43

FLY HARD: Viking Films newest release. Rob \Vhittall, Chris Santacroce & a vintage Buick convertible full of paragliders. Outrageous flying at several west coast flying sites. Meet Mitch McAleer along the way. Excellent rock soundtrack, professionally filmed & edited $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 III by Tatum Communications. Paraglide with the Wills Wing team & friends in scenic Telluride, Colorado $24.95. Call or fax USHGA Cil 9) 6328300, fax (719) 6.32-6417, please add +$4 domestic s/h (+$5 for two or more videos). Great to impress your friends or for those socked-in days.

Aloft ................................................... 50

Paragon Productions ........................... 22

Alpine Marine ..................................... 12

Pro Design ............................ Back Cover

APC0 ................................................. 55

Skytimes Paragliding ........................... 12

AT Sports ............................................ 19

Sky Tours ............................................ 26

Brauniger ............................................ 35

SOL USA ........................................... 27

Cloudbase Paraengines ........................ 49

South African Paragliding Adventures .43

Edel ................................................. 2,14

Sport Aviation Publications ................ 13

Fly Products ........................................ 35

Sup' Air ............................................... 50

Flytec .................................................. 10

Thermal Clinic ................................... 25

Hall Brothers ...................................... 12

UP Paragliding .................................... 11

Kentuckiana Soaring ........................... 25

USHGA ....................... 8,13,17,18,46,47

Mini Vario .......................................... 50

Viking Films ......................................... 7

Mojo's Gear ......................................... 49

Wills Wing ......................................... 27

NAS .................................................... 39

PARAGLIDING