USHGA Paragliding November/December 1996 by US Hang Gliding & Paragliding Association

PARAGLIDING • NOVEMBER/DECEMBER 1996

AIR MAIL

RATINGS

CALENDAR

REVIEW

BOOK

PARAGLIDING INTERVIEWS: DAVE BRIDGES A chat with the 1995 & 1996 U.S. National Champion by Steve Roti

CLASSIFIEDS

UPDATE

1996 USHGA REGIONAL DIRECTOR ELECTION Be sure to vote and fill out the annual questionnaire.

SITE GUIDE: MOUNT 7, GOLl)EN, BC Spectacular Canadian. flying. by Peter Bowle-Eva11:s

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COVER: "The Art of

LIFE ON THE SPEED BAR

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by James Jo.hnston

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Impressions of the Venezuelan Paragliding World Cup;

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To B-LINE OR NoT To B-LINE? Insights into the infamous B'."line stall. by josh Cohn

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con,tribntors,

NOVEMBER/DECEMBER

1996

Gil Dodgen, Managing Editor/Editor-in-Chief Steve Roti, Jon Goldberg-Hiller, Contributing Editors Dave Pounds, Art Director Office Staff

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

CORRECTIONS

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: Ken Baier, Joe Greblo, Gregg Lawless. REGION 4: Glen Nicolet, Jim Zeiset. REGION S: 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). The United States Hang Gliding Association Inc. is an air sports organii:ation affiliated with the National Aeronautic Association (NAA) which is the official represe nta ti ve 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 s1ctivities such as record attempts and competition sanctions. PARAGLIDING magai:ine is published for paragliding sport enthusiasts to create further interest in the sport, and to provide an educational forum to advance paragliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos and illustrations concerning paragliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other paragliding publications. PARAGLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assum,a 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 s1nd new address, and a mailing label from a recent issue. PARAGUDING (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.

NOVEMBER/DECEMBER

Dear Editor, On the title page of the article on the U.S. Nationals Mary Ann Karen was mis-identified as winning the U.S. women's title. Lizzy Opitz actually won this as you can see by checking the final results listing. Also in the U.S. Nationals article there was a sidebar about the "Start Tarp Controversy." A5 a pilot with a lot of international experience, the FAI definition of a "start gate" is ALWAYS as identified in Figure 2. The caption "standard U.S. interpretac tion" would be incorrect as this is the true FAI sector for a start gate. When a start gate is used in a PWC or other international meet, the sector is always looking directly toward the first turnpoint. The point of origin is completely irrelevant since the start of the course is always the start gate. The pilots with a fair amount of international experience - myself, Rob Whittall, Todd Bibler, Bill Belcourt, Othar Lawrence, etc. - were the ones to point this out. This might be considered semantics, but I would like your readers to be aware that most of the top U.S. pilots are familiar with PWC and FAI rules and will not be dependent on "precedents from U.S. competitions." Dave Bridges Ketchum, ID

LESSONS LEARNED Dear Editor, I offer some lessons learned from a recent accident. Those lessons are: I) paragliders will not fly inside dust devils; 2) a reserve will not necessarily deploy properly in the core of a dust devil; 3) dangerous, unseen dust devils often develop at thermal flying sites; 4) the only way to exit a dust devil is to fall out of it, likely in a full-stall condition; 5) if a dust devil reaches the ground, an imprisoned pilot will almost certainly crash. This was my fate in a recent incident at the "E" near Lake Elsinore, California. I fell over 500 feet, impacting at high speed on my back-protector. Fortunately I will recover from my fractured pelvis, in part thanks to some generous pilots who landed to come to my aid, some nifty helicopter winch work, and a decent trauma unit at the local hospital. I must admit that I was surprised by this incident, even though this was the fourth time I had become entangled in a major, invisible dust devil. In previous seasons I had fallen full-stalled over 500' inside the core of a strong dust devil at Cucamonga, California, before finding dear air and recovering at only 100' AGL. I had also been violently hurled upside-down toward my diving canopy in another surprise dust devil after a long X-C from Elsinore. Again, I was fortunate that there was clear air below me at only 250' AGL.

1996

VOLUME

ISSUE

However, in this latest incident, I had flown this house thermal hundreds of times without such an encounter, especially not one so violent that starred so high and extended to the ground. In each of these incidems there was absolutely no warning. In the latest event I had just launched and was following a hang glider directly ahead, circling about 200' above the "E Cone" in front of launch in smooth, light-thermal conditions when I encountered a total canopy collapse in a fraction of a second. I knew immediately that I was in a severe dust devil, having experienced them before. Caught in the vortex, the canopy simply would not fly at all. Instead, the balled-up canopy was yanked violently in unpredictable directions. After having held a full stall for a couple of hundred feet (and rather than risk falling into the canopy) I deployed my lap-mounted Aerolite reserve into dear air, judging that for the first time (since a deployment as a student five years ago) I would need it. To my dismay, it too simply balled up, joining my useless canopy above my head in the torroidal turbulence. I then turned my attention to a potential lastsecond escape, releasing my stall in an effort to influence the impact. The canopy again simply would not fly, but did swing me even more violently into the hillside. Fortunately, the impact was somewhat sideways, not head first. I suffered collapsed lungs, bruised kidneys, etc., in addition to my fractures. Even in this urban area, and with a helicopter rescue, I did not reach the hospital for over three hours. To those who might argue that I induced a violent stall, note that Seth Foerster, a very skilled local pilot who flies both hang gliders and paragliders, circled his hang glider over my position immediately afterward. He reported losing control for a couple of seconds while circling directly above me, after his wing rolled 90°. (Seth then top-landed and ran to my position, breaking a roe on the way down. Thanks Seth!) The final lesson learned for me is to examine why I fly, and reconsider under what conditions I will permit myself to fly a paraglider. Ironically, I had agreed that ve1y morning to begin hang gliding lessons. I suspect that most other paraglider pilots who fly X-C regularly should also fly hang gliders. Perhaps this should be a requiremem for an Advanced rating. Indeed, I would encourage new pilots to seek instruction only from instructors who are skilled in and practice both disciplines. While over the past several seasons I have been able to fly numerous X-C's with hang gliders at the "E," I have dearly failed to gain sufficient appreciation of when to leave my bag-wing in the bag. Garth Magee Hawthorne, CA

In the late 1970's, while waiting to launch, I observed a hang glider suddenly tuck and break over that very same ''E Cone. "Moments later the turbulence was gone. I'm not sure that this can necessarily be attributed to an invisible dust devil, but it certain-

PARAGLIDING

STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION (Required by 39 U.S.C. 3685.)

/y might be. Since this is such a popular flying site, perhaps our readers can offer some ideas as to what causes this phenomenon and how to avoid it. -- Ed

GOLDEN TO BOULDER CHALLENGE - HOW TO MAKE A FLYING COMMUNITY SAFER Dear Editor, I decided to initiate the Golden to Boulder Challenge to counteract the influence of egos and competition gliders on the sport. I had heard of too many pilots who had been flying beginner gliders safely for several years, and who then jumped into high-performance competition wings and ended up in the hospital. In many cases other pilots had ridiculed them about flying sissy gliders and convinced them that real pilots only fly competition wings whether they compete or not. (Be waty of pilots who want to sell you their old competition gliders. They may try ro convince you that you are good enough whether you are or not.) I believe that you need three things before you move up to a competition glider: a P4 rating, an advanced maneuvers clinic, and the desire to win competitions. The first contest I introduced at a Rocky Mtn. club meeting was the Boulder to Golden Intermediate Challenge. The winner would be the first P2- or higher-rated pilot to fly a certified novice or intermediate glider from the Boulder to Golden flying sites, or vice versa. The response was overwhelming. I was asked whether tandem gliders and other categories would qualify, so I established a committee of local USHGA certified instructors to answer these questions. The committee consisted of Granger Banks, Bill Laurence, Gerry Eichholtz and Ken Knapp. Each of the three local schools, Parasofr, Fly Away and Colorado Hang Gliding and Paragliding, agreed to contribute $100 in prize money. I expected that this Challenge would last the summer. The competition was won in only 10 days. On Saturday, June 29, Mark Cahur, a former Parasofr student, flew the route on an intermediate ITV Merak. This 20-mile flight was made by him after only two years of flying experience. I presented him with rhe $300 award at the next club meeting and announced the Golden to Boulder Beginner Cross-Country Challenge. Someone would need to repeat the route on an AFNOR Standard or DHV II wing as judged by the committee. This Challenge I believed would really last the summer, as it would not be so easy. Lo and behold, someone won the Beginner Challenge in only three days. Scott Berk, a former student and instructor at Parasofi:, flew the 20 miles on an Edel Space. This is probably the bestselling glider of all time, and it opened the realm of cross-country flight to beginners four years ago.

SHAME ON YOU Dear Editor, I was saddened to read about the death of Bob England, and offer my sincere condolences to his friends and family. Although I did not know him I knew of his reputation as a top-notch paraglider pilot. In reviewing the accident report I was disturbed to read about the poor-quality head gear he was weating at the time of the accident. I was also disturbed by the hypocrisy of Paragliding magazine in extolling the virtues of"a decent full-face helmet" while publishing a picture of a pilot on the cover who is clearly not adequately protected. Paraglidingought to pur the elite pilots on notice that they will not appear in your publication if they are not wearing adequate head geat. Shame on me for not writing soonet. Shame on you for not seeing the apparent double standard. Doug Maclean Elgin, IL

UNCERTIFIED GUDER MNCIDENTS? Dear Editor, When I read the letters in the last two issues of Paragliding from George Greer and Tim Hall I was rather alarmed to find out about all the accidents on uncertified gliders this year, and that paragliding companies are currently using the American public as crash-test dummies for their products. As a fairly well-informed industty professional and a resident of San Diego, I had not heard of any accident on non-AFNOR, ACPULS or APMA certified gliders this year, and I'm sure that other intelligent readers wonder what these authors ate referring to. Perhaps USHGA could publish a list of these gliders so that I, other schools and individuals could avoid them. All the accidents with which I am familiar were due to pilot error or bad instruction, so Mr. Hall might add to his list: Only support instructors with a repuration for safety, and review or revoke their cards if students are involved in accidents while under instruction. If you are new to the sport and are considering a school, ask for references, and support schools that offer customer support. You may be getting a great deal on that glider made in some country whose name you can't pronounce, but it's not a great deal if you have to send it back there when your local "dealer" can't repair a line for you. Sebastian Hassell Airtek San Diego

Granger Banks Boulder, CO

NOVEMBER/DECEMBER

1996

1. Title of publication: PARAGLIDING 2. Publication No. 014-325 3. Date of filing: September 25, 1996 4. Frequency of issue: Bimonthly 5. No. of issues published annually: 6 6. Annual subscription price: $26.00 7. Complete mailing address of known office of publication: 559 E. Pikes Peak Ave. Suite 101, Colorado Springs, CO 80903-3657 8. Complete mailing address of headquarters or general business office of publisher: Same 9. Full names and complete mailing addresses of publisher, editor, and managing editor: Publisher: United States Hang Gliding Assn, Inc., 559 E. Pikes Peak Ave. Suite 101, Colorado Springs, CO 80903. Editor and managing editor: Gil Dodgen, 6950 Aragon Cir. #6, Buena Park, CA 90620. 10. Owner: United States Hang Gliding Assn, Inc., 559 E. Pikes Peak Ave. Suite 101, Colorado Springs, CO 80903-3657. Its Officers are: Bill Bryden, President, 6608 N. 100 E. Rd., Seymour, IN 47274; Randy Adams, Vice President, P.O. Box 369, Claremont, NH 03743; Russ Locke, Secretary, 868 S. Mary Ave., Sunnyvale, CA 94087; Dan Johnson, Treasurer, 8 Dorset, St. Paul, MN 55118. 11. Known bondholder, mortgagees, and other security holders owning or holding 1% or more of total amounts of bonds, mortgages or other securities: none. 12. The purpose, function, and nonprofit status of this organization and the exempt status for Federal income tax purposes: (1) Has not changed during preceding 12 months. 13. Publication name: Paragliding 14. Issue date for circulation data below: Sept./Oct. 1996 15. Extent and nature of circulation: (A) Total No. copies printed: 3,639 av.Imo. preceding 12 mo.; 3,641 for Vol. 7, Issue 5. (B1) Paid circulation through dealers and carriers, street vendors and counter sales: 103 av.Imo. preceding 12 mo.; 112 for Vol. 7, Issue

5. (B2) Paid or requested mail subscriptions: 3,112 av.Imo. preceding 12 mo.; 3,115 for Vol. 7, Issue 5. (C) Total paid and/or requested circulation: 3,215 av.Imo. preceding 12 mo.; 3,227 for Vol. 7, Issue 5. (D) Free distribution by mail: 25 av.Imo. preceding 12 mo.; 30 for Vol. 7, Issue 5. (E) Free distribution outside the mail: 38 av.Imo. preceding 12 mo.; 18 for Vol. 7, Issue 5. (F) Total free distribution: 63 av.Imo. preceding 12 mo.; 48 for Vol. 7, Issue 5. (G) Total distribution: 3,278 av.Imo. preceding 12 mo.; 3,275 for Vol. 7, Issue 5. (H1) Copies not distributed - office use, leftovers, spoiled: 361 av.Imo. preceding 12 mo.; 366 for Vol. 7, Issue 5. (H2) Copies not distributed - returns from news agents: N/A av.Imo. preceding 12 mo.; NIA for Vol. 7, Issue 5. (I) Total: 3,639 av.Imo. preceding 12 mo.; 3,641 for Vol. 7, Issue 5. (J) Percent paid and/or requested circulation: 98% av.Imo. preceding 12 mo.; 98.5% for Vol. 7, Issue 5. 16. This statement printed in: Nov./Dec. 1996 issue. 17. I certify that the statements made by me above are correct and complete. Signed by: Jeff Elgart, Director of Circulation, 9/26/96.

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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). NOV. 21-24: Fall USHGA Board of Directors meeting; San Diego, CA. All members are encouraged to attend! Please send your agenda items in writing to the USHGA office. Contact Karen Simon at USHGA headquarters for information and reservations: (719) 6328300, ushga@ushga.org. NOV. 22-DEC. 2: So. Cal. Sky Camp. Fly Marshall, Crestline, Elsinore and Soboba with Advanced Tandem Instructor Joe Gluzinski. Work on Para II, III & IV ratings and special skills. Registration includes free airport service from Ontario (20 mins. from Marshall LZ) guide service and all transportation. Camp at Perris Airport with full-service bar and restaurant, free camping, hot showers. Tandem bunkhouse and hotel accommodations available with reservations. Limited availability. DEC. 8: Reserve Clinic. $75 registration includes comprehensive course outline with discussions on safety equipment, types of reserves, the decision process for deployment, down-planing, PLF's and deployment from simulator with reserve repack. Reserves repacked in order of deposits received. DEC. 12-14: Basic ICPwith Ed Pittman. $300. DEC. 15-16: Advanced ICPwith Ed Pittman. $200.

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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. 1997: Andean Flying Adventures and

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. 1-800727-2354. 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. DEC. 1996/JAN. 1997: Andean Flying

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UroATE ~ / · · .. CAGE NEWS AND NOTES

he "cage" is a new hybrid glider designed by Jean Louis Darlet of the French company Nervures. The glider uses an integral suprone harness attached by a single hang point beneath a lightweight aluminum structure (a.k.a. "The Cage") , which controls all canopy suspension lines simultaneously with light control movements, similar to a hang glider. With only two wings and limited exposure so far in the U.S. , the cage has been well received by instructors. Cage wings are now flying with instructors Thom Switzer of Skytimes Paragliding, Bob Ost of Blackwing Paragliding, Dixon White of Airplay Flight Park in Washington and Flagstaff, Arizona, and Bay Area Advanced pilot Ron Thompson. Previous articles on the cage appeared in the July/August issue of Paragliding magazine and in Cross Country Nos. 40 and 41. The address of the European web page for cage enthusiasts is http://www.univpau.fr/ ~puiseux/Cage. htm. Another "cage page" is in preparation by Skytimes Paragliding. One of the most often-asked questions about the cage is, How do you clear an asymmetric collapse? Normal, small collapses recover quickly and automatically without any input from the pilot, except keeping the cage horizontal and steering to maintain direction. Larger collapses are countered by shifting one's weight toward the wing which is inflated and pushing the cage handle upward on the collapsed side. If the collapse persists (as in a cravate or a massive collapse) and the wing enters a spiral, the solution is to pull big ears while continuing to hold weight toward the open side. Once the spiral turn is stopped and the wing is flying straight, a cravate can be pumped out with the big ears handle. It is important to note that flying the cage with a partial collapse is relatively easy, whereas in a conventional paraglider the pilot can at times become unbalanced and a large effort is required for weight shift if a rotation develops. Also, the twisting-riser phenomenon that can occur with conventional paragliders does not occur with the cage. The overhead handle allows quick, sin-

gle-handed application of big ears with perfect symmetry. Using big ears in order to recover from a spin or to stabilize the wing is a solution not typically used with conventional paragliders, since it requires both hands and a greater amount of effort to locate the proper lines. An experienced pilot will undergo collapses less often with the cage, provided that he does not over-control but allows the cage to move along with the wing as it readjusts itself in turbulence. This is a very important feature of the design that is different from conventional paragliders: The single-point attachment of the pilot allows the wing to

"equilibrate" without causing the pilot to start oscillating and transmitting those movements back to the wing. Paraglider pilots unfamiliar with the cage system are sometimes concerned that there are no conventional brakes. It is important to realize that while in normal flight with the cage all lines are controlled simultaneously; in pull-up, pull-down, landing flares , or collapse situations the rear lines and front lines (i.e., lines attached to the perimeter of the cage) can be manipulated selectively. Pat Denevan of Mission Soaring summed it up in an interesting way: Do you want to pull two strings attached to the back of your canopy, or control all lines simultaneously? A hands-on clinic to introduce advanced pilots and instructors to the cage system is scheduled for November 23 and 24 in the San Diego area (concurrent with USHGA BOD meeting) .

PAGOJET NEWS

he Pago jet now employs a three-bladed, silent propeller. The 44-inch composite prop runs off direct drive and produces low noise and more thrust. It is probably one of the most advanced propellers on the market. The Pagojet is a power pack for paragliding that provides enough thrust to launch from flat ground. It packs small

Air California Adventure Year-round flight tours, one to ten days, paragliding adventures in Southern California and Mexico. Family packages available for non-pilots. First-class hotel, meals, and transportation provided. Tours - Equipment - Sales - Training Certification - Tandem - Powered Paragliding. Call for details, or send e-mail:

http://www.imconn.com/paragliding/

So. California (619) 670-5322

PARAGLIDING

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't like the response thresholds of the variometer 4010 Real Time

40i!O Profe!i!iional

Same as 4010

plus: v

v 2 Altimeters 4030 v Speed Display 6P§ Acce!i!i v 3 Flight Clocks Same as 4020 v Temp. Display plus: v 20 Memories v · GP 5 in te rf ace (with more data than before)

Barograph

(via NMEA cable)

v v

Polar Recording

Option Mode (allows user to program more features)

Speeds-to-Fly v 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/naherzirvllyteclhome.htm

All major credit cards accepted

enough to be checked as baggage on commercial airlines, yet snaps together in 10 minutes. The Pagojet operates for five hours on a single tank of fuel, has been flown to 12,000' MSL, and is lightweight, quiet and very reliable. Pagojet USA of Las Vegas, Nevada offers sales, training and service not only for the Pagojet but a trike-based powered paraglider as well. Their school, the British School of Paragliding, offers paragliding and trikeflying lessons and flights year round. For more information contact: Pagojet USA, P.O. Box 50382, Henderson, NV 89016-0382 (702) 896-6000, fax (702) 436-0634.

MOTOR BACKPACKS UNDER

$4,000

ly Products is pleased to introduce the first "two-in-one" motor backpack. By swapping the outer frame and prop you can transform it from a medium-size unit (Power 90) to a larger unit (Power 110) for pilots up to 265 lbs. Both units use the same engine and reduction gear, with easy 10minute attachment to either size frame and prop. The props employ the latest noisereduction technology. The engine is the easy-starting Solo 210. The fuel tank is made of impact-resistant plastic and has either an eight- or 12-liter capacity. With the 12-liter tank you can fly for over four hours without refueling. The harness is a comfortable, full-size Woody Valley with optional reserve parachute pocket and quick-release buckles. The twopiece frame is made of welded, highstrength aluminum with a baked-on, hightemp epoxy paint. The units all weigh less than 37 lbs. Options include a 12-volt electric starter, noise reducer, custom harnesses and performance mufflers. There is also a trike option. Affordable parts and components are also available for kit builders. Complete, readyto-fly units start at $3,895. Dealer inquiries are invited. Contact: Wings and Things, 951-2 Old County Rd., Belmont, CA 94002 (415) 574-8895.

RILEY PULLEY DEFECTI ANNUAL INSPECTION Riley has discovered a potential problem

with a few of their pulleys used throughout the paragliding community on speed systems and for brake line routing. They have had a bad batch with axles that can be pushed out by slight hand pressure using a pen or other pointed object. Unfortunately, some of these pulleys have already been shipped to the end users. In the interest of safety, Riley, Flight Design and North American Paragliding, Inc. recommend that all pulleys on Flight Design gliders with serial numbers 512015 through 605295 have this simple test performed on them: Take a hard object, narrower than the axle diameter, and holding the black pulley case in your hand push the axle. If the axle is defective it will easily move in the pulley. If a defective pulley is found, call North American Paragliding, Inc. at (509) 9255565 with the glider serial number, date purchased, and the dealer from which you purchased the glider. An exchange will be arranged as soon as possible for all pulleys in question. If you find a defective pulley on a glider other than one from Flight Design please contact your dealer directly or North American Paragliding, Inc. at the number above and we will also assist you in any way possible. Every type of aircraft must be inspected periodically for airworthiness. Prior to every flight you inspect your paraglider for obvious damage and problems that may be apparent. Equally important is to have an annual inspection (or bi-annual in some cases) done by a factory-certified specialist. North American Paragliding, Inc. and Flight Design wish to remind pilots that winter is the ideal time to have this done. If your glider has not had a factory/DHV-certified inspection, or if your reserve has not been repacked in the past year or more, please contact North American Paragliding, Inc. at (509) 925-5565 to make an appointment.

PARA.GUIDE ECUADOR - DIEC. 26,1996mJAN.11,1997

oin the Pro-Design crew for their fourth annual tour of this beautiful country. The countryside of Ecuador offers some of the most diverse flying in South America. Fly

7,000-foot mountain sites and ridge soar warm beaches, all in the same day. Last year we were able to fly every day of the tour and still had plenty of time to explore Ecuador. This tour offers more than just flying. Enjoy the culture and people of South America, great food and beer! The tour includes airfare, ground transportation, commuter flight (to the beach), lodging, breakfast, guides and advanced instruction. Spouses receive free tandem flights. There will also be a mini-instructional tour from Jan. 10-17 (beginners welcome). Contact John Yates at 1-800YATES-16 or Bob Ost (415) 588-1975. We will e-mail you the itinerary on request.

POWERED PARAGLIDING ALTITUDE RECORD ccording to a newspaper article in Chamonix, Jacky Bessat launched on July 22, 1996 from Mont Paccard, below the Chamonix Valley, with his powered paraglider rig. Launch was at approximately 4,000'. He was flying with a 100-pound rig: a 34 m2 paraglider and a power pack with a prototype five-foot diameter prop and a carburetor tuned for altitude. After struggling to pierce through a layer of moderate to strong turbulence around 12,000' he entered smooth, 1,200-fpm thermals. The upperlevel winds blew him toward Mont Blanc, over which he arrived at 18,939', nearly 3,000' above the summit of the highest mountain in Europe! He landed back at the standard LZ in Le Fayet and commented that the weather conditions were absolutely exceptional, the kind that only occur two or three times a year in the Alps.

FIRST WORLD AIR GAMIES LAUNCHES WEB PAGE ou can now soar on the World Wide Web by visiting the new Aerosports '97 First World Air Games home page. The page features hang gliding, paragliding and other exciting air sports. The site, dedicated to the largest competitive gathering of air sport participants in history, will provide up-todate information about the games, competitors and the various featured sports. The home page features exciting 30-second quick-time video clips as well as fullmotion video, photographs and a wide

PARAGLIDING

array of colorful graphics. There is descriptive information about the Games, the ten different aviation sports and the organizing committees. The site will be updated on a monthly basis. The Web address is: www.worldairgames.com The First World Air Games were conceived by the Federation Aeronautique Internationale (FAI) to elevate the status of air sports around the world. In 199 5, the FAI Council met in Montreal, Canada and selected the Republic ofTurkey to host the Games from September 13-21, 1997. For more information contact Capitoline/MS&L at (202) 467-3900 or see the web page.

HANDSmflREE, INTIEIRFERENCEm FREE RADIO MICROPHONE

he EarMike 515/575 combines an invisible mike and earphone in a compact ear piece. The EarMike features not only hands-free operation but high-quality

transmission. By converting vibration from the eardrum directly into the electrical signal, no environmental noise is absorbed to create interference. Operation of the EarMike is extremely simple: Just plug it into the speaker/mic outlet of the main unit and press the PTT button on the control unit when transmitting. An extendible cord enables the control unit to be hooked in any position, and a separate PTT switch (with a lock) can be fitted through your sleeve and attached to your finger with velcro. The ear piece is washable. The 515 is for Icom, Yaesu, Alinco and others; the 575 is for Kenwood. The introductory price is $89.95 plus $4.95 S/H. Contact: Ikaros Sport Aviation, 38-11 Ditmars Blvd. #110, Astoria, NY 11105 (718) 777-7000 (phone/fax).

IDAHO STATE RECORD

n August 24, 1996 Othar Lawrence of Ketchum, Idaho flew a 100-mile outand-return at King Mtn., ID. This is an Idaho state record (if not an unofficial national record). Othar launched his Edel Sector at 1: 15 PM in perfect light-and-variable conditions. He then flew north 50 miles to Dickey Peak, returning to the King LZ for a 7: 15 PM landing. During the flight he reported very strong lift which took him to almost 18,000' MSL with cloudbase at 21,500'.

NEW UP DISTRIBUTORS

aiichi Kosho Co., Ltd. and its subsidiary, UP Europe, announce that Hill Country Paragliding of Tow, TX and Parawest Paragliding of Whistler, BC Canada will be their new distributors. Hill Country is better known through its sister company, MoJo's Gear. Dealer inquiries are Continued on page 43.

.II.· 1ilNl SOlliiNGt!

HHT PRl[H &HHT ~fRVl[fl rn~rnmfR ~RTl~tR[Trn~ G~HRH~THDI rnmm~~ILHTI~~ ~PHIHLl~TI

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YAESU FT11 R, 5 watt . . . . . $305.00 KENWOOD TH22, 5 watt . . . $269.95 F/C Fingerswitch & Headset . . $89.00 5/8 TELESCOPIC ANTENNA . $20.95 5/8 GAIN DUCK ANTENNA . $17.95 EAR TALK . . . . . . . . . . . $84.00 VC22 YAESU Vox/PTI . . . . $58.95 MOBILE, 50 watt . . . . . $299-375.00 TUNE UP w/Warranty Intact . . $35.00 MAXON 2550 . . . . . . . . $349.00 ICOM V68, 137-174mhz . . . . $249.00 ALINCO . . . . . . . . . . . . $CALL

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1996

FLY BAJA MEXICO!

$19 9 PER WEEK-END $699PERWEEK INCLUDES: • EXPERT INSTRUCTION • RESORT ACCOMMODATIONS • GROUND TRANSPORTATION

., Max pilot kg

Propeller cm.

Fly Winter Office

115

Reduced 8 95 4 90

Motors Summer Office

Piano 5 Pietro , Ci vitello de/ Tronto Via de/ Pion Perduto 64010 I TE) Italy Tel:0039 337 652 734 Costelluccio di Norcia 06046 (PG) Italy Tel/ Fox : 0039 743 821169 Tel / Fox :0039 861 919227

GOLD SAFE PILOT AWARDS STEVE EPPERLY

1ST DIAMOND SAFE PILOT AWARDS CHARLES SMITH

BRONZE LILIENTHAL AWARDS STEVE EPPERLY JOHN TABOR

DIAMOND LILIENTHAL AWARDS DIXON WHITE

Region 5 AEED, MIKE: Jackson, WY; T. Bartlett/Peak PG BESSIRI, MICHAEL: Boise, ID; R. Liggett/Boise PG HILDEBRAND, CHIP: Jackson, WY; T. Bartlett/Peak PG O'NEAL, SHANDY: Jackson, WY; J. Hunt/Peak PG SMITH, TED: Teton Village, WY; S. Harris/Thermal Explorations WATSABAUGH, BRAD: Jackson, WY; T. Bartlett/Peak PG Region 7 BOLING, RON: Mishawaka, IN; B. Fifer/Traverse City HG PG CHEW, SCOTT: Grosse Pointe, MI; B. Fifer/Traverse City HG PG DANIELKIEWICZ, ANGEIA: Grosse Pte Prk, MI; B. Fifer/Traverse City HG PG FLAHERTY, PAUL: Grosse Pte Prk, MI; B. Fifer/Traverse City HG PG

BEGINNER RATINGS Region l CAMERON, RAY: Pacific City, OR; L. Pindar/Over the Hill PG DAVIS, KIM: Chelan, WA; J. Gluzinski/Air America PG DAVIS, LISA: Chelan, WA; J. Gluzinski/Air America PG DEVLIN, GERALD: Centralia, WA; M. Chirico/Chirico's Fright School HINGER, PHIL: Brewster, WA; C. Mulack/Chelan PG KUNKEL, DAN: Bellevue, WA; M. Chirico/Chirico's Fright School SIMON, DANIEL: Vancouver, WA; R. Liggett/Boise PG SPANGLER, LESLIE: Seattle, WA; W. Anderson/Chandelle STIPAK, BRIAN: Portland, OR; L. Pindar/Over the Hill PG TRACY, DOMINIC: Omak, WA; B. Hannah/PG Washington WITROSKY, RICHARD: North Pole, AK; T. Hamler/Golden Eagle PG Region 2 AMBROSE, STEVE: Las Vegas, NV; K. Biernacki/Upper Limits BODNAR III, PETER: San Luis Obispo, CA; H. Murphy/Surf the Sky BOWERS, DAVID: Truckee, CA; R. Leonard/Adventure Sports BOYD, PAUL: Felton, CA;]. Lucas/Glidell COULTER, MARK: Mount Shasta, CA; E. Hern/Skyn4hi PG GALVIN, KIM: Alameda, CA; W. Anderson/Chandelle GALVIN, MIKE: Alameda, CA; W. Anderson/Chandelle HARIS, IAN: San Luis Obispo, CA; H. Murphy/Surf the Sky HOU, CHIYEH: Pleasanton, CA; K. Schluerer/Glidell KITCHEN, DONALD: San Leandro, CA; K. Schlueter/Glidell LANGSCHWERT, THOMAS: Santa Clara, CA;]. Lucas/Glidell LOCHMAN, JEAN-PIERRE: Sausalito, CA; W. Anderson MARTIN, M.D., KENNETH: El Cerrito, CA; G. Sternik/Skytimes PG REED, ERIC: San Francisco, CA; R. Ost/Blackwing PG RODRIGUES, STEVEN: Cupertino, CA; J. Lucas/Glidell SCHUERMANN, LARRY: S Lake Tahoe, CA; R. Leonard/Adventure Sports STEEN, STEPHEN: San Francisco, CA; K. Schlueter/Glidell SUCHOMEL, MICHAEL: Berkeley, CA;]. Greenbaum/Airtime SF VINCENT, NEVILLE: Hayward, CA; K. Schlueter/Glidell YARNELL, MARK: Reno, NV; R. Leonard/Adventure Sports Region 3 BALDWIN, CHRIS: Visalia, CA; G. Sternik/Skytimes PG BEUERLE, STEPHEN: Newport Beach, CA; J. Gluzinski/Air America CHRISTENSEN, CAL: Winchester, CA; J. Gluzinski/Air America GRUELL, RON: Ventura, CA; R. Liggett/Boise PG HALL, JEFF: Rncho Sta Marg, CA; R. McKenzie/High Adventure PRUETT, RICH: Santa Monica, CA; T. Switzer/Skytimes PG ROBINSON, ROB: Kula, HI; G. Sternik/Skytimes PG SCHNACKE, GARY: Ewa Beach, HI; Steve Amy/Pro Flyght HI SZEMBORSKI, ROBERT: Coronado, CA; C. Steffich Region4 BAILEY, MICHAEL: Denver, CO;]. Smith/Colorado PG DAY, GARY: Wheat ridge, CO; J. Smith/Colorado PG DELMISSIER, PETER: Sandy, UT; S. Harris/Thermal Explorations ENGQUIST, SUSAN: Denver, CO; W. Laurence/Fly Away PG GALE, CHARLES: Colorado Spgs, CO; W. Laurence/Fly Away PG PETRANILLI, ANTHONY: Denver, CO; J. Smith/Colorado PG SOMERS, LEONARD: Littleton, CO; W. Laurence/Fly Away PG VIRTUE, R.W.: Snowmass Vig, CO; D. Jackson/Aspen PG WEST, JOHN: Morrison, CO; W. Laurence/Fly Away PG WEST, KELLY: Morrison, CO; W. Laurence/Fly Away PG

NOVEMBER/DECEMBER

1996

Region 8 ATWOOD, JONATHAN: Charlestown, NH;]. Nicolay/Morningside FP MIDDLETON, CURTIS: W Brattleboro, VT;]. Nicolay/Morningside FP MOORE, ALISON: Bristol, CT; L. Linde/Eastcoast PG Region 9 CARPENTER, RICHARD: Manassas, VA; L. Linde/Eastcoast PG KREIDER, TODD: Lancaster, PA; L. Linde/Eastcoast PG PIERCE, WILLIAM: Arlington, VA; M. Fink/Silverwings Region 10 HASKINS, TERENCE: Plantation, FL; G. Brightbill/Enchantment PG HUNT, MICHAEL: Indiatlantic, FL; D. White/Dixon's PG KIMBRELL, STAN: Florence, AL; B. Fifer/Traverse City HG PG MUSON, JESSE: Miami Beach, FL; J. Smith/Colorado PG VERNER, JAMES: St Petersburg, FL; K.Hudonjorgensen/Above & Beyond WILLIAMS, LES: W Melbourne, FL; D. White/Dixon's PG Region 11 CADEN, LINDA: Houston, TX; C. Bowles/Hill Country PG LAUREN, JEAN: Austin, TX;]. Johnson/Quiet Flight LUEDTKE, CHARLES: Dallas, TX; C. Bowles/Hill Country PG Region 12 DULOS, PHILLIPPE: New York, NY; L. Linde/Eastcoast PG ERKURT, MURAT: New York, NY; L. Linde/Eastcoast PG HARDING, PAUL: New York, NY; L. Linde/Eastcoast PG KYLE, STEPHEN: Ocean City, NJ; L. Linde/Eastcoast PG MACIAG, DARIUSZ: Brooklyn, NY; L. Linde/Eastcoasr PG ROMAINE, JR, HENRY: New York, NY; L. Linde/Eastcoast PG WEISS, JEFFREY: Wrightstown, NJ; P. Renaudin/GMI PG Region 13 BIRCH, IAN: Bermuda; J. Nicolay/Morningside FP GRIGNON, WILF: Canada; L. Linde/Eastcoast PG HEON, SUMIKO MORITA: Japan; J. Greenbaum/Airtime SF MYERS, GREGORY: Japan; Steve Amy/Pro Flyght HI PIETSCH, CHRISTINE: Germany; W. Laurence/Fly Away PG WARD, CRAIG: Australia; J. Greenbaum/Airtime SF

NOVICE RATINGS Region l ADAMS, WALLY: Seattle, WA; M. Chirico/Chirico's Fright School BUCKLEY, GERALD: Juneau, AK; J. Kreinheder/Alaska PG CALDWELL, CLYDE: Kent, WA; M. Chirico/Chirico's Fright School CAMERON, RAY: Pacific City, OR; L. Pindar/Over the Hill PG COURSON, BRAD: Olympia, WA; D. Raybourn/HG PG School Oregon CUMMINGS, R TAGGART: Seattle, WA; S. Rich/Alpine Descents DAVIS, KIM: Chelan, WA; J. Gluzinski/Air America PG DAVIS, LISA: Chelan, WA;]. Gluzinski/Air America PG FEDERSPIEL, RYAN: Bend, OR; P. Pohl/Sky Hook Sports FREDRIC, SANDRA: Kirkland, WA; K. Baier/Airjunkies JOVLE, JIM: Seattle, WA; B. Hannah/PG Washington KAUFFMAN, DAVID: Waldport, OR; L. Pindar/Over the Hill PG KOEHLER,JEFF: Mansfield, WA; C. Mullack/Chelan PG KUNKEL, DAN: Bellevue, WA; M. Chirico/Chirico's Fright School LANKTON, DAVID: Porrland, OR; S. Roti

PALMITER, SHERRY: Chelan, WA; C. Mulack/Chelan PG PESEK, DOUGLAS: West Linn, OR; L. Pindar/Over the Hill PG PICKETT, BRUCE: Federal Way, WA; B. Hannah/PG Washington POPE, EDWARD: Seattle, WA; D. Sharp/The Soaring Center SARGENT, JOHN: Portland, OR; L. Pindar/Over the Hill PG SHALLMAN, RICHARD: Richland, WA; M. Eberle/North America PG SIMON, DANIEL: Vancouver, WA; R. Liggett/Boise PG SPANGLER, LESLIE: Seattle, WA; W. Anderson/Chandelle TRACY, DOMINIC: Omalc, WA; B. Hannah/PG Washington VAN DOZER, JOHN: Bend, OR; P. Pohl/Sky Hook Spores WITROSKY, RICHARD: North Pole, AK; T. Hamler/Golden Eagle PG Region2 BODNAR III, PETER: San Luis Obispo, CA; H. Murphy/Surf che Sky BOUDOURES, MARK: Pacifica, CA; R. Osc/Blackwing PG BOYD, PAUL: Felcon, CA; J. Lucas/Glidell CHAMBERS, MRON: Bakersfield, CA; B. England/Aerial Action COULTER, MARK: Mount Shasta, CA; E. Hern/Skyn4hi PG DELANEY, MICHAEL: Menlo Park, CA; G. Scernik/Skycimes PG DERIVAUX, CHARLES: San Jose, CA;J. Lucas/Glidell FENTRESS, MIKE: Lotus, CA; J. Gluzinski/Air America GALVIN, KIM: Alameda, CA; W. Anderson/Chandelle GALVIN, MIKE: Alameda, CA; W. Anderson/Chandelle GEIST, JIM: Stanford, CA; K. Schluecer/Glidell HARIS, IAN: San Luis Obispo, CA; H. Murphy/Surf the Sky HARTENSTINE, TROY: Palo Alto, CA; G. Scernik/Skycimes PG HARTENSTINE, TROY: Palo Alto, CA; G. Scernik/Skycimes PG HOU, CHIYEH: Pleasanton, CA; J. Lucas/Glidell KITCHEN, DONALD: San Leandro, CA; J. Lucas/Glidell LANGSCHWERT, THOMAS: Santa Clara, CA; J. Lucas/Glidell LOCHMAN, JEAN-PIERRE: Sausalito, CA; W. Anderson LYONS, RON: San Luis Obispo, CA; H. Murphy/Surf the Sky MARTIN, M.D., KENNETH: El Cerrito, CA; G. Scernik/Skycimes PG OLSON, KEVIN: Suisun, CA; C. Smith/Aspen PG PFEIFFER, GENE: Los Gatos, CA; Scott Amy/Pro Flyghc HI RZAD, PAUL: Fremont, CA; D. White/Dixon's PG SAMUELSON, DENNIS: Santa Rosa, CA; W. Anderson/Chandelle SCHUERMANN, LARRY: S Lalce Tahoe, CA; R. Leonard/Adventure Spores SUCHOMEL, MICHAEL: Berkeley, CA; J. Greenbaum/Airtime SF TA, HUNG: Milpitas, CA; K. Schluecer/Glidell URAKAN, PERNILLA: Palo Alto, CA; K. Schlueter VINCENT, NEVILLE: Hayward, CA; K. Schlueter WOOLEY, JASON: Berkeley, CA; C. Steffi.ch Region 3 BALDWIN, CHRIS: Visalia, CA; G. Scernik/Skycimes PG BAWEL, DAVID: Granada Hills, CA; T. Truax/Sky Sports BENEDETTI, FRITZ: Makawao, HI; Scott Amy/Pro Flyghc PG BENEDETTI, MARNE: Makawao, HI; Scott Amy/Pro Flyghc PG COOPER, JACQUE: Santa Barbara, CA; T. Truax/Sky Sports DE BARROS, MAGNO: Garden Grove, CA; J. Gluzinski/Air America FRANK, UWE: San Deigo, CA; T. McClement/NAS GRUELL, RON: Ventura, CA; R. Liggett/Boise PG HALL, JEFF: Rncho Sta Marg, CA; R. McKenzie/High Adventure KALEDA, ARCHIE: Lahaina, HI; Scott Amy/Pro Flyghc HI KNOX, SHARON: Kihei, HI; Scott Amy/Pro Flyghc HI MARKS, MD, GREGORY: Carpinteria, CA; T. Truax/Sky Sports PG MERTES, LUC KENNA: Goleta, CA; T. Truax/Sky Spores PAINE, MARK: San Diego, CA; K. Baier/Airjunkies PRUETT, RICH: Santa Monica, CA; T. Swiczer/Skytimes PG ROBINSON, ROB: Kula, HI; G. Scernik/Skytimes PG RODGERS, CASEY: Santa Barbara, CA; T. Truax/Sky Spores RUSNAK, PETER: Kihei, HI; Scott Amy/Pro Flyghc HI SCHNACKE, GARY: Ewa Beach, HI; Steve Amy/Pro Flyght HI SMITHERMAN, MIKE: Vista, CA; S. Gressicc/Skydance SPIVEY, BENSON: La Jolla, CA; P. Somerset/UP San Diego SZAFARYN, LEN: Long Beach, CA; J. Gluzinski/Air America SZEMBORSKI, ROBERT: Coronado, CA; C. Steffi.ch VOORHEES, CHRISTOPHER: Rancho Santa Fe, CA; S. Hassell/Airtek PG WALKER, ANDREW: Kailua, HI; R. Zakotnik/Two Can Fly WATKINS, JR, WILLIAM: Wailuku, HI; Scott Amy/Pro Flyghc HI

WEST, RICHARD: San Diego, CA; S. Hassell/Airtek PG WILKINSON, GREG: Santa Monica, CA; T. Boyse/LA Paragliding WILLIAMS, YUKO: Laguna Beach, CA; S. Hassell/Aircek PG Region4 BEASLEY, BRIAN: Englewood, CO; W. Laurence/Fly Away PG BOROCZ, MATTHEW: Telluride, CO; S. MacLow1y/PG Telluride BRADY, WALKER: Draper, UT; S. Mayer/PG Utah CANTLAY, IAIN: Salt Lake City, UT; K.1-Iudonjorgensen/Two Can Fly CHAVEZ, RANDY: Bloomfield, NM; D. White/Dixon's PG COLLINS, SCOTT: Littleton, CO; W. Laurence/Fly Away PG COOPER, JERRY: Boulder, CO; G. Banks/Parasofc ENGQUIST, SUSAN: Denver, CO; W. Laurence/Fly Away PG GALE, CHARLES: Colorado Spgs, CO; W. Laurence/Fly Away PG GOODWIN, WILLIAM: Golden, CO; J. Smith/Colorado PG HAMRAH, TIM: Flagstaff, AZ; D. White/Dixon's PG HEAP, KEVIN: Parker, CO; G. Banks/Parasofc HESSELINK, GIJS: Sale Lake City, UT; S. Mayer/PG Utah HESSELINK, KLAAS: Sale Lake City, UT; S. Mayer/PG Utah HOOPES, STEVE: Sale Lalee City, UT; K.Hudonjorgensen/Two Can Fly KIPPEN, NICOLE: Sale Lalee City, UT; R. Zakocnik/Above & Beyond MAY, BURIS: Flagstaff, AZ; D. White/Dixon's PG MAYER, GREGG: Sandy, UT; K.Hudonjorgensen/Two Can Fly MC CLURE, KEVIN: Littleton, CO; R. Leonard/Adventure Sports MRAZEK, IVAN: Park City, UT; D. Sharp/The Soaring Center RADMAN, PETER: Sale Lake City, UT; D. Sharp/The Soaring Center SHERIDAN, HALLIE: Laleewood, CO; S. Berk SHIRLEY, JERRY: Denver, CO; J. Smith/Colorado PG SMITHSON, ALLEN: Cottonwood, AZ; D. White/Dixon's PG SOMERS, LEONARD: Littleton, CO; W. Laurence/Fly Away PG TOMCHEK, MICHAEL: Dillon, CO; J. Smith/Colorado PG VIRTUE, R.W.: Snowmass Vig, CO; D. Jackson/Aspen PG WEST, JOHN: Morrison, CO; W. Laurence/Fly Away PG WEST, KELLY: Morrison, CO; W. Laurence/Fly Away PG Region 5 AEED, MIKE: Jackson, WY; T. Bartlett/Peale PG ANDREW, RICHARD: Idaho Falls, ID; F. Gillette/Magic Valley Gliders BESSIRI, MICHAEL: Boise, ID; R. Liggett/Boise PG DOSHIER, DENNIS: Twin Falls, ID; C. Santacroce/Sun Valley PG GROGGETT, SCOTT: MHAFB, ID; M. Bell/Sun Valley PG HILDEBRAND, CHIP: Jackson, WY; T. Bartlett/Peale PG O'NEAL, SHANDY: Jackson, WY; J. Hunt/Peak PG ONUFER, CHRIS: Teton Village, WY; C. Warren/Winddance OTHMER, KURT: Missoula, MT; P. Swanson/Sports Exchange SCALES, LAURA: Ketchum, ID; N. Scales/Sun Valley PG SHOQUIST, PAUL: Jackson, WY; T. Bartlett/Peale PG SMITH, TED: Teton Village, WY; S. Harris/Thermal Explorations STANFIELD, LEILA: Laramie, WY; K.Hudonjorgensen/The Soaring Center WATSABAUGH, BRAD: Jackson, WY; T. Bartlett/Peak PG Region 6 SCHUMACHER, BRUCE: Lincoln, MO; S. Hassell/Aircek PG Region 7 AUSTIN, HANK: N Muskegon, MI; M. Haley/Airplay PG BOLING, RON: Mishawaka, IN; B. Fifer/Traverse City HG PG CHEW, SCOTT: Grosse Pointe, MI; B. Fifer/Traverse City HG PG DANIELKIEWICZ,ANGELA: Grosse Pee Prk, MI; B. Fifer/Traverse City HG PG FLAHERTY, PAUL: Grosse Pee Prk, MI; B. Fifer/Traverse City HG PG FUNDERFURG, KRISTEN: Indianpolis, IN; S. Mayer/PG Utah HINZ, HERB: Shelby Twn, Ml; A. Palmaz/Aspen PG KRAMER, TERRY: Fort Atkinson, WI; B. Kushner/Raven Sky Spores MATHER, SHAWN: Indianapolis, IN; S. Mayer/PG Utah MC GOVERN, BILL: E Moline, IL; K.Hudonjorgensen/Above & Beyond NEDERVELD, ROSS: Rockford, MI; B. Fifer/Traverse City HG PG RASMUSSEN, JIM: Madison, WI; D. White/Dixon's PG SMITH, BRENDON: Plain, WI; K.Hudonjorgensen/Thc Soaring Center STEPHENS, ANDREW: Hinsdale, IL; K. Baier/Airjunkies PG TAYLOR, BRIAN: Cassopolis, MI; B. Fifer/Traverse City HG PG

PARAGLIDING

Region 8 ACTON, ED: Plymouth, MA; J. Nicolay/Morningside FP ATWOOD, JONATHAN: Charlestown, NH; J. Nicolay/Morningside FP MIDDLETON, CURTIS: W Brattleboro, VT; J. Nicolay/Morningside FP MOORE, ALISON: Bristol, CT; L. Linde/Eastcoast PG SILVA, TONY: Jericho, VT; R. Sharp/Parafly PG Region 9 BRUNER, FRED: Arlington, VA; M. Eberle/North American PG CARPENTER, RICHARD: Manassas, VA; L. Linde/Eastcoast PG KING, JOHN: Midland, VA; R. Sharp/Parafly PG KREIDER, TODD: Lancaster, PA; L. Linde/Eastcoast PG KWIECINSKI, RICHARD: Springfield, VA; S. Hassell/Airtek PG LUPO, JOE: Pittsburg, PA; B. Fifer/Traverse City HG PG Region 10 DELOR, JUAN: Miami, FL; J. Casaudomecq/Aerolight USA HASKINS, TERENCE: Plantation, FL; G. Brightbill/Enchantment PG HUNT, MICHAEL: Jndiadantic, FL; D. White/Dixon's PG KIMBRELL, STAN: Florence, AL; B. Fifer/Traverse City HG PG TOHAMA, TAKESHI: Estill Springs, TN; M. Eberle/North American PG VERNER, JAMES: St Petersburg, FL; K.Hudonjorgensen/Above & Beyond WILLIAMS, LES: W Melbourne, FL; D. White/Dixon's PG Region 11 BACCALA, LORIS: Dallas, TX; D. Broyles/Kite Enterprises CADEN, LINDA: Houston, TX; C. Bowles/Hill Country PG MAISAH, RUMAH: Houston, TX; C. Bowles/Hill Counuy PG Region 12 BAKER, JAMES: Cohoes, NY; T. Nelson/Thermal Dynamics DIAMOND, ERIK: New York City, NY; L. Linde/Eastcoast PG DULOS, PHILLIPPE: New York, NY; L. Linde/Eastcoast PG ERKURT, MURAT: New York, NY; L. Linde/Eastcoast PG FARRE, KATHRINE: Somerset, NJ; L. Linde/Eastcoast PG HARDING, PAUL: New York, NY; L. Linde/Eastcoast PG JOHANSSON, KJELL: Somerset, NJ; L. Linde/Eastcoast PG KYLE, STEPHEN: Ocean City, NJ; L. Linde/Eastcoast PG MACIAG, DARIUSZ: Brooklyn, NY; L. Linde/Eastcoast PG OCHJAROEN, PAT: Bloomfield, NJ; L. Linde/Eastcoast PG ROMAINE, JR, HENRY: New York, NY; L. Linde/Eastcoast PG ROMAINE, JR, HENRY: New York, NY; M. Bell/Monte's Flying Circus WEISS, JEFFREY: Wrightstown, NJ; P. Renaudin/GMI PG Region 13 BIRCH, IAN: Bermuda; J. Nicolay/Morningside FP BREITENLECHNER, STEFAN: Bermuda; L. Linde/Eastcoast PG DUFOUR, ERIC: Canada; D. Hase/Pterodactyl Parapente GRIGNON, WILF: Canada; L. Linde/Eastcoast PG HEON, SUMIKO MORITA: Japan; J. Greenbaum/Airtime SF MYERS, GREGORY: Japan; Steve Amy/Pro Flyght HI ROMUNDT, GRANT: Canada; D. Hase/Pterodactyl Parapente TREMBLAY, JACQUES: Canada; D. Hase/Pterodactyl Parapente TRUEBA, ELY CHAHIN: Mexico; S. Mayer/PG Utah WARD, CRAIG: Australia; J. Greenbaum/Airtime SF

INTERMEDIATE RATINGS Region l CRABTREE, LELAND: Bellevue, WA; B. Hannah/Paraglide WA DECKER, DAVID: Seattle, WA; B. Hannah/Paraglide WA JACROUX, PAUL: Bellevue, WA; M. Daniel/Para-pilots KOWING, TERRY: Renton, WA; M. Chirico/Chirico's Fright School PANTELICH, MICHAEL: Issaquah, WA; M. Chirico/Chirico's Fright School SHALLMAN, RICHARD: Richland, WA; M. Eberle/North American PG TRAYLOR, HUW: Lynnwood, WA; B. Hannah/PG Washington Region 2 ABICHT, DON: S Lake Tahoe, CA; R. Leonard/Adventure Sports APP, FRANK: Oakland, CA; J. Lucas/Glidell BOOKOUT, KENNETH: Pleasant Hill, CA; G. Sternik/Skytimes PG

NOVEMBER/DECEMBER

1996

BOYD, STEVEN: Tahoe City, CA; Scott Amy/Pro Flyght HI BYRNE, DANIEL: Daly City, CA; D. Sondergeld/Observer CARTER, DAVID: Campbell, CA; D. Wickham CHORNEY, DAVID: N Las Vegas, NV;J. Greenbaum/Airtime SF GARRITY, BUTCH: Redding, CA; D. Mills/Free Ride GLISSMEYER, CHAD: Redding, CA; J. Yates/Pro Design GORDON, DREW: San Francisco, CA; D. Sondergeld/Observer GOURSOLLE, KITTY: San Leandro, CA; J. Greenbaum/Airtime SF HAWES, BRIAN: Las Vegas, NV; K. Biernacki/Upper Limits JOLICOEUR, JUNE: Tahoe City, CA; R. Leonard/Adventure Sports KRIEGER, SCOTT: Martinez, CA; A. Whitehill/Chandelle LEVINE, BARRY: San Francisco, CA; J. Hodges MILLER, JOHANN: San Francisco, CA; J. Greenbaum/Ainime SF NEPHEW, JILL: Santa Cruz, CA; A. Bendavid/Pelican Soaring Center WILSON, BRUCE: Palo Alto, CA; J. Lucas/Glidell Region 3 BROCE, D STUART: San Marcos, CA; T. McClement/UP San Diego BROCK, GARY: Newport Beach, CA; J. Gluzinski/Air America BROWN, IRENE: Kula, HI; D. Saxby/KetchLtm Air DE BARROS, MARCELLO: Garden Grove, CA; J. Gluzinski/Air America HADZICKI, JAMES: San Diego, CA; M. Salvemini/Airtek PG HADZICKI, JOSEPH: Coronado, CA; M. Salvemini/Airtek PG HALL, JEFF: Rncho Sta Marg, CA; R. McKenzie/High Adventure NOVOTNY, LADIO: Mission Viejo, CA; K. Baier/Airjunkies SCHAUB, DAYID: Manhattan Beach, CA; T. Boyse/LA Paragliding SOFFICI, ALEX: Santa Barbara, CA; K. deRussy/HG PG Emporium SPORRER, BOB: Santa Barbara, CA; T. Truax/Sky Sports WEISE, CARSTEN: San Clemente, CA; M. Salvemini/Airtek PG Region 4 ALLEY, JOHN: Sandy, UT; D. Sharp/The Soaring Center BAME, GERALD: Littleton, CO; W. Laurence/Fly Away PG COMFORT III, HARTLEY: Salt Lake City, UT; K.Hudonjorgensen/The Soaring Center KESLER, ERIC: Englewood, CO; D. Jackson/Aspen PG MCALISTER, ALEXANDER: Salt Lake City, UT; KHudonjorgensen/Two Can Fly PETERS, CHRIS: Aurora, CO; W. Laurence/Fly Away PG ROSE, ROGER: Louisville, CO; W. Lamence/Fly Away PG ROZEMA, KEN: Salt Lake City, UT; T. Zakotnik/Above & Beyond SMITH, WILLIAM: Albuquerque, NM; C. Smith/Aspen PG Region 5 AUSTIN, ST CLAIR: Jackson, WY; C. Santacroce/Sun Valley PG PREVOST, DENNIS: Jackson, WY; F. Gillette/Magic Valley Gliders REED, MICHAEL: Jackson, WY; D. Sharp/The Soaring Center WHEELER, DAVID: Teton Village, WY; F. Gillette/Magic Valley Gliders WIEBE, LINDON: Philipsburg, MT; D. Covington/Big Sky PG Region 6 DILLON, MIKE: Shawnee, KS; J. Gluzinski/Air America Region 9 KELLEY,JONATHAN: Mentor, OH; C. Smith/Aspen PG Region 10 BACHMAN, ROB: Southern Shores, NC; L. Linde/Eastcoast PG Region 11 GOODWIN, BRUCE: New Orleans, LA; H. Murphy/Surf the Sky WACHT, LYNDA: Arlington, TX; D. Broyles/Kite Enterprises Region 12 DUBACH, BRUNO: Summit, NJ; L. Linde/Eastcoast PG Region 13 DROUIN, MAY: Canada; G. Derouin/Rocky Mm PG HEON, JON: Japan; J. Greenbaum/Airtime SF JARNEHAG, FILIP: Sweden; L. Linde/Eastcoast PG PODGAJNY, PAUL: Canada; R. Leonard/Advenrure Sports SANDSTROM, KJELL: Sweden; L. Linde/Eastcoast PG

ADVANCED RATINGS Region 1 BERGSTEDT, BRYAN: Bellevue, WA; M. Chirico/Chirico's Fright School DONALDSON, JIM: Seal Rock, OR; S. Roti HILL, D BRADFORD: Vancouver, WA; S. Roti KLEMOND, PAUL: Seattle, WA; C. Mullack/Chelan PG MARCY, DONALD: Seattle, WA; M. Eberle/North American PG NANCE, ANCIL: Portland, OR; S. Roti NUTTER, D.D.S., DAVID: Vancouver, WA; J. Gluzinski/Air America PINDAR, LARRY: Gresham, OR; S. Roti SALTVEIT, JOHN: Portland, OR; J. Gluzinski/Air America SHIPMAN, MARK: Wenatchee, WA; B. Hannah/PG Washington WATSON, FRANKIE: Bend, OR; P. Pohl/Sky Hook Sports YOUNG, GEORGE: Bend, OR; P. Pohl/Sky Hook Sports Region 2 HARRISON, BRUCE: Redding, CA; D. Mills/Free Ride HENNESSY, MIK: Freedom, CA; D. Bingham JOLICOEUR, STEVE: Tahoe City, CA; J. Gluzinski/Air America PG MARTENSSON, JOHAN: Los Altos, CA; J. Wilde MCCUTCHEON, DAVID: S Lake Tahoe, CA; R Leonard/Adventure Sports RYAN, DICK: Milpitas, CA; D. Bingham SCHLEGEL, ANDREAS: El Cerrito, CA; J. Wilde SHOOK, BRIAN: Kings Beach, CA; R. Liggett/Boise PG TRUDELL, JAMES: Stanford, CA; J. Lucas/Glidell YOUNG, STEVE: Belmont, CA; A. Whitehill/Chandelle Region 3 HAGGARD, ROY: Nuevo, CA; J. Gluzinski/Air America HARRIS, MICHAEL: Cathedral City, CA; R. McKenzie/High Adventure HASSELL, SEBASTIAN: San Diego, CA; F. Hill/Airtek PG HILL, FRANK: Encinitas, CA; M. Salvemini/Airtek PG WRIGHT, WILLIAM: San Diego, CA; J. Ala/Alazzurra

Region 5 SMITH, GREG: Ketchum, ID

TANDEM ONE RATINGS IAN BOWIE KEVIN BIERNACKI STEVE JOLICOEUR DAVID MCCUTCHEON BRIAN SHOOK SEBASTIAN HASSELL FRANK HILL OLIVER TITTMANN LIZZVOPITZ

TANDEM TWO RATINGS PETER REAGAN

TANDEM INSTRUCTOR RATINGS LAN DO-CHIRICO MIKE EBERLE LARRY FRIEND KLAUS SCHLUETER DAVID JEBB GARTH CALLAGHAN JON HUNT

Region4 ALEXANDER, TOM: Aspen, CO; J. Stenstadvold/Aspen PG BROWN, J: Albuquerque, NM; K. Mayfonh/Paradox PG KNAPP, KEN: Aurora, CO; G. Banks/Parasoft SMITH, MIKE: Arvada, CO; W. Laurence/Fly Away TITTMANN, OLIVER: Salt Lake City, UT; KHudonjorgensen/Two Can Fly ZAKOTNIK, RENEE: Draper, UT; T. Zakotnik/Above & Beyond Region 5 FIFER, TRACIE: Jackson, WY; C. Stockwell ONKEN, ANDREA: Missoula, MT; D. Covington/Big Sky PG ONKEN, TODD: Missoula, MT; D. Covington/Big Sky PG OPITZ, LIZZV: Ketchum, ID; D. Bridges/Sun Valley PG WARREN, CHRISTINE: Teton Village, WY; T. Zakomik/Above & Beyond Region 8 MANSER, ROLF: Windsor, CT; L. Linde/Eastcoast PG TRIPOVICH, WALTER: S Burlington, Vf; K. Baier/Airjunkies Region 12 KENT, THOMAS: Oceanport, NJ; L. Linde/Eastcoast PG Region 13 AMENDOLA, ALDO: Argentina; M. Salvemini/Airtek PG GUILLERRO, MARIO: Mexico; C. Santacroce/Sun Valley PG HALE, CHALONER: Mexico; G. Derouin/Rocky Mtn PG KOVACS, ZOLTAN: France; J. Lucas/Glidell LUND, TOMAS: Sweden; L. Linde/Eastcoasr PG PAX, GARY: Neth Antilles; C. Stockwell STEIN, GUILLERMO: Mexico; C. Santacroce/Sun Valley PG

MASTER RATINGS Region4 HUDONJORGENSEN, KEN: Sandy, UT SMITH, CHARLES: Aspen, CO

PARAGLIDING

Paragliding. INifERY.IEW.S

Dave Bridges learned to paraglide in Southern California, spent three and a half years as a tandem instructor in Sun Valley, and is now two-time US. National Paragliding Champion. Paragliding contributing editor Steve Roti interviewed Dave by e-mail just prior to his move to Europe to pursue international competition. PGM: Why do you fly paragliders? Dave Bridges: To be able to fly off any hill, climb thousands of feet in the air, touch cloudbase and fly many miles with an aircraft chat fies in a backpack. It is still a concept chat seems magic to me. PGM: How did you get into paragliding? Dave Bridges: I first saw paragliding in 1987 while on a climbing trip in the French Alps. It was like, "I have to do chis!" after first seeing it. I took a couple of lessons with French-speaking instructors (my French is rotten) and basically scared myself silly. I sort of gave up on paragliding until I ran into some folks in Southern California in 1990 who were getting into the sport from a skydiving background. They seemed reasonably sane and the spore was starting to look a bit more refmed by then, so I decided to pursue it. Mark Wright and Tony Domenico were pretty much my first instructors. PGM: Tell us a Little more about your early flying in Southern California. Dave Bridges: My first flying experiences in So Cal were flying Soboba in pretty low-tech Excaliburs. We would regularly launch in 20+ mph winds at 3:00 in the

afternoon; after all, chose were just about the only conditions chat we could soar in. I often look back on chose days and chink how nuts we were to be flying in such ridiculously strong conditions. Rob McKenzie was really the only person flying

Marshall Peak when we sort of "discovered" it for ourselves. I started going to school at Cal Scace San Bernardino (which is right at the base of Marshall) and flew there daily for about two years. The So Cal conditions are so consistent that I was able PARAGLIDING

BY STEVE ROTI

and continually provides different opportunities for X-C. I was lucky to have access to such a great site and people like Mitch McA!eer, Cary Mendes and Seth Foerester - all of whom pretty much caught me the fundamentals of X-C flying. Elsinore and Marshall are still two of my favorite sires. PGM: How much hang gliding have you

done and what motivated you to learn to hang glide after you were already a paraglider pilot? Dave Bridges: The speed and performance is what initially attracted me, and having to spend a winter in So Cal watching hang glider pilots making epic flights in 20-25 mph winds while I was on the ground. Hang gliders are truly magical to fly really fun. To me, hang gliding and paragliding are just two slightly different means of doing the same thing. I really enjoy the feel of flying hang gliders, the way they coordinate rums is just amazing. I am now an Advanced-rated hang glider pilot. PGM: Has your hang gliding experience improved your paragliding in any way? Dave Bridges: The ability to move around more quickly and sample a !or more air taught me to broaden my search areas when looking for thermals. It also taught me to feel our individual thermals a bit more thoroughly. Paraglider pilots tend to get obsessed with incredibly small parcels of air sometimes; there is usually a lot more going on around us (thermal-wise) than we are ever aware of.

photo by Gene Bridges

to rack up a massive amount of airtime in a pretty short period of time. During chat time period I also became quite infatuated with flying at Elsinore. My first real X-C flights were there. The "E" has some pretty interesting meteorology NOVEMBER/DECEMBER

PGM: What other sports do you do besides paragliding and hang gliding? Dave Bridges: I have been pretty passionately involved in rock climbing and mountaineering for almost 12 years now. I have been on a few Himalayan expeditions but

1996

right now I am mostly interested in doing hard alpine routes. PGM: In an interview earlier this year Dick Jackson told us about his paraglider flight off Cotopaxi. Have you flown from any high mountains? Dave Bridges: I really have never flown off anything big. I am usually climbing stuff that is hard enough to where I wouldn't even chink of canying the extra weight of a paraglider. To me, climbing and flying have always been two separate sports, and I have never managed to successfully merge the two. I am also kind of scared that I might be too tempted to fly off something big in questionable conditions ifl had schlepped a glider all the way up there. PGM: Where do you live and what do you

Continued on page 44.

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REGION I BILL BOLOSKY -

NOMINEE I believe that the primary mission for the USHGAand for local clubs is to provide inexpensive, minimally regu1ated access to as many highquality flying sites as possible, on a long-term basis. In these days of increasing population pressure, liability considerations and environmental concerns, only a politically and legally aware and active USHGA has a chance of longterm success. While recently on a national level USHGA has been making great strides in helping local clubs keep threatened sites from closing, I think that we need to be more proactive in securing guaranteed, long-term access to sites before they're in danger of being lost. This involves working with government agencies to be written into use plans, working with private companies and individual landowners to secure long-term leases for sites, and, when possible, arranging for the purchase of sites by clubs, flying businesses or individual pilots. Only by acting now can we guarantee that we'll have good places (or any places) to fly in 20 years. In addition to lobbying and leasing and buying sites, we need to improve our image with the general public. There's no better way to get a politician to write free flying into the use plan for public land than to have the local people and business owners say that they want us around. Hang gliding continues to have a terrible reputation with the public at large, primarily because of the safety problems we had in the 1970's. Fortunately for us, paragliding has a much better image. We need to convince people that hang gliding is as good to have in their neighborhoods as paragliding, and that, in fact, the two NOVEMBER/DECEMBER

sports go hand in hand. Within our own ranks, we need to continue to build the bonds between both kinds of pilots; if we fight with one another we will never achieve our common goal of continued site access. I'd like to emphasize that I feel it's important that we keep the expense and regulation of sites to the absolute minimum, consistent with continued longterm access. The only two valid reasons that I see to regulate a site are to satisfy the landowner, and for the safety of the people there. I'm worried that the recent increase in red tape associated with the sites around Seattle (all imposed by the government) will become a trend. There's nothing that a bureaucrat likes better than "administrative procedures," and we need to be careful to keep them to a minimum. Similarly, I believe that we need to avoid having hang and paragliding become like skiing, where the cost to participate for a day is in the $20-$100 range. We benefit from our modest numbers and close-knit community. As the sports grow, USHGA and the local clubs need to strive to maintain the friendliness and low cost structure that we currently have. I first flew a hang glider in 1987, and have been addicted ever since. I've served the past two terms as the treasurer of Cloudbase Country Club in Seattle, and prior to that was Cloudbase's Safety Director. As Treasurer, I arranged the reincorporation of the club, and moved the club's money into investments that earn a higher rate of return than our savings account had been. During my time in office, Cloudbase's bank account has increased in size by about 40%. I'm an Advanced-rated hang glider pilot, Basic Instructor and Observer. One of these years I'm going to learn to fly paragliders, but so far I've had so much to learn about hang gliding that I haven't had the chance.

REGION II RAY LEONARD - INCUMBENT It's election time again so it's an oppor-

1996

tunity to thank the pilots for their past support and it seems like a good idea to let those in Region 11 know what we've been doing. Our USHGASite Committee, which I chair, has assisted existing sites and new potential sites throughout the country. We've created a handy site guide useful for traveling that should come out soon. As for future growth it seems that aerotowing is bringing hang gliding to a whole new group of pilots who enjoy the convenience and luxury of being dropped under those booming cu's. Paragliding is still growing at many local ski areas and the future looks pretty bright in that endeavor. Locally, we continue to support competition and those up-and-coming pilots by running our Wild Wild West Regionals. There is certainly a lot more that can be done, and I hope to continue as Regional Director to represent our interests nationally.

REGION III KEN BAIER- INCUMBENT I started hang gliding in 1973, learning by towing standard kingpostless Rogallos with my water-skiing friends. Fortunately, one of them flew airplanes and was able to relate the concept of airspeed to me. With that valuable bit of instruction I managed to survive and become an air junkie. Afrer achieving my degree in Public Administration-Recreation at the University of Arizona, I moved to Southern California with the sole intent to fly a lot. During the '80's I flew in the Owens Valley, became an Instructor, got my Master rating, and attended the first USHGA tandem clinic. So, I learned to fly, but I also was there to watch the development of hang gliding.

In '87 I watched a paraglider glide quickly to the beach at Torrey Pines. It reminded me of early hang gliding so I wished the pilot good luck! Two years later while managing the flight park at Torrey it became apparent that paragliding was on the rise. Fred and Claudia Stockwell came, and after our first lesson my hang gliding friends and I all scratched our heads and smiled. Learning this new sport was fun, and I thought it would boom in the U.S. like it did in Europe, so off I went to Salt Lake to learn more and become an instructor. I quickly developed intermediate syndrome in paragliding, as most hang glider pilots do. The Europeans solved that problem for me at a meet in Salt Lake by proving how little I knew! Once again I went on an airtime binge to develop some skills, ultimately gaining my Instructor, Tandem Instructor, Master, and Administrator ratings. I also started my own paragliding school called Airjunkies in San Diego. Deja vu. Here I was watching the devel-

opment of another flying sport. I could see history repeating itself so I got involved in the politics. At 1orrey we developed a plan so paragliders could fly with the hang gliders. I got involved with the APA, attended the meetings, became a Director, the Vice President and President for a day when we made the decision to join the USHGA. Since then I've been attending the USHGA meetings as an Honorary Director. I'd like to see the USHGA simplify most of its programs. Hang gliding and paragliding are recreational pursuits and the programs need to help the pilots fly and not restrict them from flying. We also need to focus more on maintaining our sites, and I think that means actually owning the ones not on public land, otherwise we soon won't have places to fly. TIM HALL-NOMINEE I have been a hang glider pilot and USHGA member for 14 years. I have been a paraglider pilot for three years. I have

, Advanced ratings in both hang gliding and paragliding. I have held Observer, Instructor and Tandem ratings, and have competed in hang gliding and paragliding competitions. My interest in our sport is as a pilot. I have no financial connection to the hang gliding or paragliding industries. I will work toward making a Board of Directors which is more responsive to the membership, preservation and expansion of our sport, pilot safety, and improving the public image of our sport. I recently attended the Board of Directors meeting in Colorado and competed against Ken Baier to serve out the remainder of Marcus Salvemini's term. Prior to making their selection, the Board of Directors asked us

several questions. One of the questions was what we thought of the Board's consideration to possibly eliminate the ethics clause in the USHGA bylaws, which requires Board members to disclose conflicts of interest. Ken Baier chose not to address the issue, stating that it was too controversial for him to comment on. I told the Board I felt that maintaining such a bylaw was essential to maintaining the membership's confidence in the Board, and the Board's accountability to the membership. When asked why I wanted to be Regional Director, I answered that I felt I could bring the voice of the pilots to the Board. A Board member informed me that the most important part of my job would be to bring bad news back to the pilots, rather than bringing the pilot's views to the Board. The Board apparently did not like my answers, as I was not elected to the position. I feel that if we have more pilots on the Board, who are not connected to the industry, we might not have as much bad news to take back to the pilots. I hope

you agree with me, and that you will vote for me to be your fair and unbiased representative.

REGION IV MARK FERGUSON - NOMINEE I started hang gliding in 1989 and paragliding in 1991. Flying has always been a passion with me. I have been to many hang gliding and paragliding competitions and fly-ins. I have also competed in paragliding for the past four years. I have attended the past three BOD meetings. Our sport is not growing as it should be. We need growth to keep existing sites and to acquire new sites. The USHGA (us, the BOD) needs new members. People get involved because they are excited. They catch that excitement from us. Look at our growth level over the past few years. Look at our average age. Attend one of our BOD meetings and observe. Is it any wonder?

As Region IV Director I will make it my obligation to promote and encourage excitement at our BOD meetings. I will support all ventures that generate excitement for our sport. I will bring your ideas, feelings, opinions and desires to the BOD (you are USHGA). I am easy to contact. I can be reached almost any weekday at Ball Variometers.

MARK MOCHO · - NOMINEE

REGION VII BILL BRYDEN -

INCUMBENT

REGION VIII RANDY ADAMS - INCUMBENT I've been a pilot for 16 years and a Regional Director for six years. I'm a member of the Western Massachusetts Hang Gliding Club, Skyriders,

Connecticut Hang Gliding Association and the Vermont Hang Gliding Association. My objective as your Regional Director is to give voice to our local pilots at the national level. I've passed out questionnaires and visited local clubs seeking opinions and concerns. I hold a regional meeting each year to improve communication in the region. In the next two years I will concentrate on preserving and protecting sites and making hang gliding safer and more enjoyable in New England.

REGION IX GEOFF MUMFORD - NOMINEE I am an Advanced-rated hang glider pilot and active Observer whose primary interest is in promoting the safety and growth of the sport of hang gliding within Region 9. Although my roots are in foot-launched flight, I am experienced in both platform towing and aerotowing and will continue my efforts to facilitate tow operations in Region 9. As a private pilot, I have seen the value of immediate and exhaustive accident review as a means to promote safety within the general aviation community and through similar accident reviews I believe we will continue to advance the safety of towing. Serving on the Board of Directors of the Maryland Hang Gliding Association for two years I have gained a great deal of experience in the management of hang gliding activities at the local level and feel confident that I can now apply that knowledge to advance the sport for our Region. In addition, I have learned a great deal from flying sites outside our Region both nationally and internationally and have actively shared those experiences back here at home. The Regional Directors are troubleshooters and problem solvers. As a basic research scientist I understand the importance of applying reasoned analysis in the solution of problems. As a legislative and federal affairs officer, I understand the art of negotiation. As a Regional Director I would bring my professional skills to bear in the decision-making processes of the Board and the formulation of any policy affecting Region 9. I hope you will endorse my efforts with your vote in November. MARC FINK- NOMINEE As Thomas Suchanek intimated in a

recent issue of Hang Gliding, I believe that Region 9 is the best area in the country for hang gliding! I'm a "biwingual" pilot and have promoted both paragliding and hang gliding in the area for the past decade. I've served at one time or another as an Observer and Instructor in both sports. My primary concerns are the development and retention of flying sites and the safe nurturing of new pilots in both paragliding and hang gliding. I also would like to foster more X-C competition in the Region, perhaps bringing a WTSS meet here someday. If elected I will do the best job that I can, although I won't pretend for a second that I could come even close to filling Bill's shoes. I'll do the best I can to listen to the Region's pilots and represent them at the national level. Finally, ifI do get elected, I'll reveal which sport, paragliding or hang gliding, I really prefer.

REGIONX G.W. MEADOWS -

INCUMBENT

REGION XII PAUL RIKERT -

INCUMBENT

PAUL VOIGHT - NOMINEE Hello, Region 12! My name is Paul Voight, and I'm an airco-holic. I'm running for what will be my fifrh term as Director, and it's time again to solicit your vote with wit, humor, and bribery.

But first ... a news flash. The bad news is that Region 12 has lost a Director's position, going from two slots to one. While our Region's membership numbers have dropped slightly, Region 1 (the Northwest) enjoyed escalating numbers due to a booming growth in paragliding. As a result, portly "slot allocation czar," Randy Adams, gleefully whacked my slot, and gave it to Region 1. The good news is you now only have to vote once every two years, which should end the confusion of years past. The bad news is, you must choose between your previously unopposed Directors, Paul Rikert and myself The good news is, we're both good and you can't lose! Besides ... whoever loses is likely to be successful at being elected by the Board as a "Director at Large" ... Mr. Rikert for his excellent work as Chairman of the Bylaws Committee (which no one else wants to touch with a ten-foot pole), and myself by virtue of my "fun-to-havearound" personality. Therefore, this year, I'm asking you to vote. You have to vote, and you actually have to make a choice. For those who don't know me, my qualifications are many and varied. I've been flying since 1972, and making a living in the business since 1980, which makes hang gliding's best interests my best interests. I go to all the Board meetings and provide as much "voice of reason" input as they can possibly stand. I vote as a pilot, and am resistant to excessive rule making and complexity. I work on the Safety and Training, Towing, and Tandem Committees, as these are areas of interest to me. I also chair the Financial Redistribution Committee which, during my tenure, has made great advancements in the allocation of funds to appropriate causes. I enjoy serving on the Board, and quite frankly, would feel uncomfortable if I wasn't present on the Board to help steer things in the right directions. I'll thank you now for your time, as that's about it for my campaign pitch. What did I say earlier? ... Wit? ... Humor? ... And ... oh, yeah, bribery. Well, ifI've successfully convinced you to vote for me, let me know someday, as there is certainly a beer in it for you.

PARAGLIDING

BRITISH COLUMBIA LET'S GO FLYING! "It looks awesome. Got the sodas?" "Yup, and the ice and gas, and the boys have been loading hang gliders and paragliders. Do we have a driver?" "Yes, we do. All we have to do is pick him up at his house. He's all ready and waiting." "Great, let's not turn him on to flying like the last ones; we need drivers. See you in five." It's about 5:00 PM on an ordinary summer weekday. About an hour later the paragliders start peeling off, and the hang gliders a bit later. Hooting and hollering starts as wings soar over launch, before we fly off in different directions to play for the evening. Forry-five minutes to an hour and a half is typical for an evening flight, day after day when a high

On the weekends, or when we can get out in the afternoons, it's X-C time. The first hop south is about 20 km, and it goes on from there with always a landing field within range (200 miles is the record). Flights of 100 km are common. Along the way, the proverbial sky is the limit, with parts of it lifting at 1,000 to 2,000 fpm, and sink traveling in the opposite direction at similar speeds virtually ultimate conditions. Things typically settle down in the evening as heat is given off, and pilots often spend many happy hours soaring the skies of Mount 7 in smooth glass-off conditions. Please understand that my outlook as a hang glider pilot is tempered by the fact that my son and most of my friends fly paragliders.

MOUNT? The massif of Mount 7 rises almost 6,000 feet above the valley floor, immediately adjacent to the town of Golden, and towers over the community of Nicholson where the 40-acre LZ lies at a 4: 1 glide from launch. The main launch site is a 10-km drive up a gravel

Photo by Eric Oddy

SAFETY GUIDELINES FOR FLYING AT GOLDEN transcribed by Lowell Skoog For several years the organizers of the Canadian Paragliding Championships have published safety guidelines for pilots. Many pilots arrive in Golden a few days before the meet to get acquainted with the site. It's a good idea to become familiar with the guidelines before you fly, rather than learn about them after you've already had a scary practice day.

that direction. This is especially so over rocky terrain where thermals are stronger, or if you are on the lee side of a peak. Vertical rock cliffs, like those along the peak immediately south of Mount 7 (Mt. Kapristo), have been known to occasionally release "bullet thermals'' that can rip the control bar out of a hang glider pilot's hands.

There is no guarantee that you will be safe even if you follow all the guidelines. On the other hand, each of these safety guidelines has arisen because of a bad scare or accident. I have added a few observations of my own.

7) Continually keep an eye on the wind direction aloft and on the ground, as indicated by the lakes, ponds, cloud drift, thermal drift, etc. Golden is known for sudden changes in wind speed and direction. Be especially observant if there are storm clouds crossing the valley. Gust fronts of 50-70 km/h (30-40 mph) have been experienced up to 20 km (12 miles) away from storms in the valley.

1) Do not take off if the average wind speed is over 20 km/h (12 mph). Winds aloft may be even higher. When deciding whether to fly or not, bear in mind the performance differences of various gliders and differences in the level of risk various pilots are willing to assume. Also be aware that wind speeds in the valley may be higher than, lower than, or in a different direction from those at peak-top level. 2) Do not drift behind any of the peaks in a thermal unless you are at least 150 m (500 feet) above them and your angle with respect to the peak is less than 30-45 degrees. If you leave the thermal into a headwind and sink, you may be unable to glide out to the valley. 3) Try to get up to 3,000 m (10,000 feet) MSL at Mount 7 befure gliding across the gap to the next peak, Mt. Kapristo. If you are much lower you may be unable to get up on the next peak. Also, if there is a wind in the gap you may be unable to glide out. (Eleven thousand feet is even better. This altitude can often save you from having to scratch low around Mt. Kapristo, which can be a nerve-wracking experience.) 4) Depending on where you are along the range, think about heading out to the valley once you are down to 1,800 m (6,000 feet) MSL. In some places the road is a long way away from the peaks, and the ground along the way is covered in trees. In other places you can land on logging slashes near the base of the mountains, but you may have to bushwhack several kilometers out to the highway. (If you land between Golden and Parson make sure to fly all the way out to the main road. There is a subsidiary road closer to the peaks, but it runs parallel to the main road fur miles. Landing by it can leave you with a long. frustrating walk.) 5) When you feel your glider enter a thermal, pick up speed to avoid being swled; thennals can be 5 mis (1,000 fpm) or even stronger. Several pilots have

already been stalled by thermals. 6) It is a good idea to always leave enough room between you and the hill to be able to eecute a stall in

8) Expect the unexpected. It is not unusual to hit sink of 5 mis (1,000 fpm) for several minutes in certain places along the range. In particular, be conservative past Parson, where there are low front ridges or peaks that create massive turbulence at times on the main range. 9) At Spillirnacheen and beyond there is a main back range and a front range. Strongly consider not flying the back range unless you are very high (above 3,500 m or 11,500 feet), as it may be impossible to glide out over the front peaks, and there is little or no place to land between the two ranges. 10) When landing, favor the road edges where possible (as opposed to crop 6.dds), but be aware that wires 6:equently cross the road in some places. Be alert if you see power poles along the road or hidden in the trees on either side. 11) Intermediate landings on peak tops are prohibited during the competition; you may be unable to relaunch. and walking down could take 12 hours or more. You are strongly advised not to attempt such landings unless you have radio contact with other people. Finally, helicopter retrieval will be at your expense. 12) Flying with radios is advised. Please limit your transmissions to short statements hourly or less regarding your position. 13) (More of my suggestions) Fly with a tree self-rescue kit and extra food and water. Be patient. It is not uncommon to arrive at the paraglider launch at midday and find winds too strong to launch. I once waited until after 9:00 PM just to fly down. Be prepared to walk back to the hang glider launch to catch a ride down. Leave enough time and bring a flashlight. The 1:200,000 scale map of Banff, Kootenay and Yoho National Parks, published by Parks Canada, provides a good overview of the Golden area.

road. The name "7'' comes from a pattern in the snow that appears each spring. Mount 7 lies at the head of the Beaverfoot Range. On a larger scale this is the westernmost range of the chain known as the Rocky Mountains. They are aptly named, for they present bare, rocky faces extending for many miles. Geographically this is the Columbia River Valley, bordered by the Beaverfoot on the east and the Purcells to the west. The valley runs southeast to northwest, so the Beaverfoot range absorbs the maximum amount of heat from the sun during the hottest part of the day. The valley floor is at 2,600' MSL, the Lookout launch is at 6,370', and the high paragliding launch (which is reached by a pleasant hour's walk from another four km up the access road) is at 7,600'. The peak is at 8,300', making it the highest in the Beaverfoot range. The Columbia Valley is freeway-straight for several hundred miles, so when you get high, route finding is simply not a problem. The airport, which is uncontrolled, is on the far side of town from 7, and there are no low-level airspace restrictions in the immediate vicinity. Mount 7 is known in Canada as our premier flying site for both hang gliders and paragliders. A great deal of work has been done to enhance the launch sites on the mountain in recent years. There arc now launches covering almost 180 degrees at the Lookout, and there is a good 4WD road above the Lookout to the upper parking area. From this parking area there is an easyto-follow trail to the high paragliding launch, which is an open scree slope just at the upper limit of the tree line. There is also a lower launch that provides early spring flights before the Lookout is accessible. It has some limitations, but some of our very best flights have been made from this launch. Mount 7 Paragliding and one or two other businesses ferry pilots up from time to time, and the local pilots will always help when they can. Otherwise, you do need 4WD, brakes that really work, and you should keep your load within the limits of the vehicle. Some 2WD vehicles do make it up the road, but it is risky. The road must be dry and the driver should be familiar with this sort of thing. It is possible to experience an adventure on this road. SITE REQUIREMENTS Maps, VFR charts and other relevant information are available and on display. Since NOVEMBER/DECEMBER

things are still developing, the location changes from year ro year, but it is advertised on a bulletin board at the Nicholson LZ, the Tourist Information Centres in town, and at the municipal campground office. Temporary out-of-country HPAC membership and insurance are required, and are available at this location for just $15 for three months. In quiet conditions, during the evenings and in the fall, flying the site is straightforward, but in the spring or during hot July afternoons conditions can be as strong as anywhere. Talk ro the locals or someone familiar with the site. If conditions are good there will be someone around. If there are no other pilots to be found, this is an indication that perhaps it is not a good time to fly. Realize that someone who has flown the site for years may be comfortable launching in conditions that you will not be. Judge conditions for yourself accordingly. We encourage you to buy our T-shirts which generate funds. (Of course, they are the most awesome to be found anywhere.) Fly safely. WEATHER Conditions are best here when the airflow is out of the north. This coincides nicely with the fact that X-C landing fields extend indefinitely to the south, while they end abruptly 15 miles to the north at Donald. Major weather systems generally come up from the south, and conditions arc always more challenging when the upper airflow is from that direction. Fronts and squalls can also come from other directions at times. The locals can fill you in, but know that at times it can appear that a total change has occurred almost instantly. It has not. You just have not noticed or realized that it was com mg. COMMUNICATIONS Many pilots have radios, many use them, and many of them work! There is an uncontrolled airport in town, used primarily by helicopters, private fixed wings and sailplanes. They all use the aircraft band, and I personally like being able to talk to them, particularly the sailplane pilots who use the same frequency we do (123.40). A group of regular Calgary pilots and a number of others also use the aircraft band. Many others use the FM two-meter band. Correctly set up and licensed, both systems work well, and there are generally both in the air on any given day. The site has recently acquired a fairly powerful aircraft base station, and

1996

there are plans to add a similar FM base. You can thus get weather reports from pilots up and down the range during your flight. Cellular phone coverage is in place along a corridor following the Trans-Canada Highway all across the country, and Golden, being on this route, benefits from this. Cell coverage is gradually being extended down the valley. RECORDS A number of world-record flights have been made from this site, including a world opendistance hang gliding record of almost 200 miles set in 1986, a record that stood for many years. The world open-distance paragliding record was set here in 1991, and the 25-km paragliding triangle record in 1994. Almost every Canadian record flight for both hang gliding and paragliding has been made from Mount 7, including the 200-km hang gliding out-and-return. Some of these records have currently been bettered elsewhere, but the opportunity definitely exists for exceeding them again from 7. ANNUAL EVENTS Three competitive meets are held at Mount 7 each year - two hang gliding and one paragliding. The Golden Classic is a weeklong hang gliding meet held in July. It is also often the Canadian National Hang Gliding Championships, typically held every second year. The Western Canadian Hang Gliding Championships is a three-day event held on the Canada Day long weekend, which is the last weekend of July/first weekend of August. The Canadian National Paragliding Championships are also held on this July/August long weekend. This is the newest and best attended meet with more than 100 competitors. This is also the weekend of the annual Golden rodeo, so it's a lively weekend in town. Cowboys and pilots view each other as equally nuts, so everyone gets along just fine! WHERE IS GOLDEN? Golden is three hours west of Calgary, a city that supports an international airport, on the Trans-Canada Highway. Highway 95 runs south from Golden, past Invermere to Cranbrook 250 km away. Cranbrook is close to the U.S. border, with Kalispell being the closest town across the border in Montana. To the east on the Trans-Canada the village and ski area of Lake Louise is an hour away, and Banff is another 40 minutes. To the west is Rogers Pass, with the small

Photo by Eric Oddy

town of Revelstoke 90 miles away on the west side of the pass. There are Greyhound buses on the highways, but the rail lines that parallel them don't carry passenger traffic. THE SEASON The season is governed above all by the road. There is winter here, and it is typically the end of May before the road is passable to the Lookout. Access to the upper paragliding launch takes even longer. At the other end of the season, snow and ice preclude wheeled vehicle access by mid-October. There is some snow machine access for paragliders in between these times, and there is the availability of a snow-cat for both paragliding and hang gliding. Anyone seriously considering this should make contact with us before setting out. EQUIPMENT Mount 7 Paragliding is right in Golden and handles primarily Apco and Sup-Air. Rocky Mountain Paragliding is in Canmore, a twohour drive east, and they handle Edel. Muller Hang Gliding and Paragliding is a three-hour drive east at Cochrane, just outside Calgary. Willi Muller has been in the business for as long as it has existed. He handles Wills Wing, Apco and Aircotec, and over the years has handled several other lines. Between Willi, Vincene and Chris they can help you with just about anything in paragliding and hang gliding. They maintain a large stock of equipment and spares, and if you call in the afternoon what you need can be in Golden on the bus by the next morning. GOLDEN -AMENITIES AND CREATURE COMFORTS You can be as economical or as luxurious as

you want in Golden. There is a pilot tradition of camping in the municipal campground, which is within walking distance of everything, including the bottom of the Mount 7 road. You can tent it or RV it in this campground. Then there is everything from very basic motels to home-style bed and breakfasts to a couple of four-star hotels. Restaurants abound - from tasteful vegetarian to gimme-that-hunk-of-steal{ types - and for those who like a supper composed of <lessen only there are some of those too. Mind you, I'm skinny and have a sweet tooth, and have to keep up my launch weight somehow. If you call in advance a number of these places will happily stay open late for a group returning to town from an X-C retrieval. I can often be found (or avoided as you wish) by frequenting (or not) the Chocolate Moose, La Cabina, Sisters & Beans, Katrina's, the Mad Trapper Pub, or Packer's Place. There is much more here than it may appear at first sight. Apart from domestic basics, you can get your body massaged, your radio and antennas fixed, certain electronic repairs made, your harness sewn, your vehicle repaired, and gain access to the Internet. There is a hospital, and if they cannot repair your body the routine is to send it to Foothills Hospital in Calgary which is as good as you can get anywhere. When the need arises, there is an emergency rescue team. You access it by calling the RCMP, which coordinates everything, including the helicopters. GOLDEN - OTHER ACTIVITIES There is actually much more to do in Golden than fly, and these things are worth mentioning, especially for the non-flying friends and families who often accompany visiting pilots. Whitewater sports are a big item. The Kicking Horse River is the main attraction, which has sections ranging from mildly exciting to severely extreme, and there are six or more rafting outfits that offer daily trips. If you have your own boat, kayak or whatever, the whitewater is there. Just be sure to talk to some local river runners first,

as there are some no-nos, and people who ignore them tend to drown. Hunting and fishing abound during their seasons, as do snow-machining, all forms of skiing, rock climbing, mountain biking, every kind of mountain activity and horseback riding. On the less adventurous side there is an excellent 18-hole golf course, a swimming pool, and canoeing in the Columbia River, which is like a trip back in time with Tom Sawyer and Huckleberry Finn amid the waterfowl and all kinds of wildlife. There is a movie theater, and bars that have loud rock bands and other entertainment that go with these kinds of places. A VISITOR'S PERSPECTIVE FROM A LOCAL Golden's pilots never have to go anywhere else. We see visiting pilots from all over the world, and listen to what they have to say. Basically it is all superlatives. By far the majority of us are not out to win competitions or set records; we just go flying and compete with ourselves. However, if you are an ordinary mortal there is a good chance that when you fly Mount 7 you will exceed your personal best. Time and time again we hear the exultant visitor exclaiming about airtime, altitude, climb rate, distance and scenery- the sheer quality of the flying. As someone who has really never flown anywhere but 7, I simply have to take their word for it that there is no need to. For me, heaven on earth is in the air over the Columbia ranges. Viewed from the air over Golden, the mountains to the west gleam magnificently from an enormous expanse of glaciers and snow fields that stretch beyond the horizon. To the east, rocky peaks protrude from snow-covered ranges. To the south, the lakes of Windermere and Columbia beckon you to fly a little farther. To the north is the rocky spine that you have already flown over. Immediately below you is a craggy spine interspersed with alpine meadows that beckon the paraglider pilot to drop in and visit for a while. The Columbia's wetlands glisten in the valley below, and settling down into them on a fine summer evening is descending into bliss if it is anything. Useful Phone Numbers Mount 7 Paragliding (Eric Oddy) - (250) 344-5653 Eric Oddy-(250) 344-5833 Discovery Centre - (250) 344-6068 Chamber of Commerce Tourist Information Centre - (250) 344-7125 II

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RELEASE, WAIVER AND ASSUMPTION Of RISK AGREEMENT In consideration of being granted membership in the USHGA, I , - - - - - - - - - - - - - - - - - - - for myself, my personal representatives, heirs, executors, next of kin, spouse and assigns, do agree as follows: A. DEflNmONS - The following definitions apply to terms used in this Agreement: I. "PARTICIPATION IN THE SPORr means launching (and/or assisting another in launching), flying (whether as pilot in command or otherwise) and/or landing (including, but not limited to, crashing) a hang glider or para.glider. 2. "HY SPORTS INJURIES' means my personal injury, my bodily injury, my death, my property damage and/or any other personal or financial injury sustained by me as a result of my PARTICIPATION IN THE SPORTand/or as a result of the administration of any USHGA programs (for example: the Pilot Proficiency System). 3. "RELEASED PARTIES' means the following, including their owners, officers, directors, agents, spouses, employees, officials (elected or otherwise), members, contractors, sub-contractors, lessors and lessees: a) The United States Hang Gliding Association, a California Non-profit Corporation (USHGA); b) Each of the person(s) sponsoring and/or participating in the administration of my proficiency'rating(s); c) Each of the hang gliding and/or paragliding organizations which are chapters of the USHGA; d) The United States Of America and each of the city(ies), town(s), county(ies), State(s) and/or other political subdivisions or governmental agencies within whose jurisdictions I launch, fly and/or land; e) Each of the property owners on or over whose property I may launch, fly and/or land; D All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where I PARTICIPATE IN THE SPORT. 11 AII persons involved 11 include, but are not limited to, spectators, hang glider and/or para.glider 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 HY SPORTS INJURIES, however caused, even if caused by the negligence (whether active or passive) of any of the RELEASED PARTIES, to the full extent allowed by law. C. I WILL NOT SUE OR MAKE A CLAIM against any of the RELEASED PARTIES for loss or damage on account of HY SPORTS INJURIES. If I violate this agreement by filing such a suit or making such a claim, I will pay all attorneys' fees and costs of the RELEASED PARTIES. I ACKNOWLEDGE that the non-participant third party liability insurance obtained by USHGA does NOT provide coverage for HY SPORTS INJURIES. D. I AGREE TO INDEMNIFY AND REIMBURSE the RELEASED PARTIESlisted in paragraphs A. 3. d) and A. 3. e) above for their defense and indemnity (to the limited extent that the defense and indemnity are not otherwise covered by collectible insurance) in the event that someone suffers personal injury, bodily injury, death, or property damage as a result of my negligence (whether active or passive) or willful misconduct in connection with my PARTICIPATION IN THE SPORl E. TERMINATION. I can terminate this Agreement only by either (I) sending written notice of termination to the USHGA National Office postage prepaid return receipt requested, in which case the termination will not be effective until one year after I cease being a member of the USHGA or 30 days after I place the written notice in the mail, whichever is later; or by (l) signing and returning to the USHGA National Office a later version of the Official USHGA Release, Waiver and Assumption of Risk Agreement. However, even if I terminate this Agreement, all of the terms of this Agreement will continue to apply to HY SPORTS INJURIESwhich I suffer in whole or in part before the termination of this Agreement. 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. SEVERABLILITY. 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 foll 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 NEGLIGENCE Of THE RELEASED PARTIES, TO THE FULL EXTENT ALLOWED BY LAW. I have read, understand, and agree to the above RELEASE, WAIVER AND ASSUMPTION OF RISK AGREEMENT.

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Oate MR-17/91

Impressions ofaPWC "Venezuela is the Hawaii of paragliding."

- Andre Hediger

• \

article and photos by James Johnston

enezuela looked nothing like what I had expected when I first looked down on the dry, brown land from the window of an airplane, a geography more reminiscent of Southern California than the Amazon jungle for which the country is famous. As I watched the arid mountains that border the Caribbean shoreline pass below me I experienced my first intuition that many of the events of the following weeks would prove to be different from my expecranons. I had come to Venezuela to compete in the first Paragliding World Cup of the 1996 season, an event that was in itself a surprise since the organizers had only requested a pre-PWC to promote their already-successful Venezuelan Open, an international competition which I had wanted to enter

based on the tales I had heard of huge lift, terrific cross-country and unparalleled hospitality. When the PWC organizers decided that Brazil was unable to fulfill its commitments for a PWC in 1996, they passed the challenge on to Venezuela, and I found myself arriving to prepare for flying in my first Paragliding World Cup. My friends Jose and Javier Casaudoumecq (formerly of Aerolight Venezuela and now Aerolight USA in Miami) had given me a list of people to meet, but I arrived in Caracas on the weekend and everybody was in La Victoria for one of the seven weekends of the Venezuelan National Series. Since La Victoria was also the site of the PWC, I took a taxi on an hour-and-a-half ride to the town and installed myself in the official hotel where hang gliders sat unwanted on the cars out-

side and a large topographical map of the area lay punctured with colored pins in the lobby. Everybody was out flying, so I went for a walk around the small city which was dirty and noisy and offered little of interest other than the numerous fruit juice stores which would serve a huge glass of dozens of different juices for about 50 cents. Back at the hotel I lay in my generic air-conditioned room and hoped that the flying would prove to be more inspiring. It certainly did. The next morning I was taken to a restaurant owned by a hang glider pilot for coffee and empanadas, and then traveled up to launch with a whole entourage of local pilots. Paragliding is very popular in Venezuela and very sophisticated. They have numerous professional schools and distributors, a large flying population, and an enthusiastic contingent of competition pilots who meet every weekend during the peak of their cross-country season. Combine this with the fact that you can fly 365 days a year in Venezuela and you begin to comprehend why they have so many excellent pilots and why they are arguably the most advanced flying nation outside of PARAGLIDING

HERE: A gaggle ofparagliders during a "ground start. " BELOW LEFT: The "hotel LZ." BELOW RIGHT: The author over La Victoria.

Europe. And these facts do not even take into consideration Loma Lisa. Loma Lisa is che premier X-C sire in Venezuela and the place where they hold the majority of their competitions. It is a lee-side launch into an ugly, closed valley with few LZ's and only one way our - up and away. Thankfully chis is usually acco mplished through a five-minute ride co cloudbase where you begin to realize the scope of the terrain that lies before you, a 100-mile square chunk of tall, jungle-covered mountains, mostly separated by bare valleys with small rural towns and extensive cultivation. With the exception of the major valley that runs ease-west and which forms the northern border of this mountainous area (and in which the town of La Victoria lies), the val leys are deep and narrow, wich launch on Loma Lisa at 2,500 feet and cloudbases ranging up co 12,000 feet, a scenario which allows for incredible cross-country flying and which is further enhanced by the face char the coastal range which forms the other side of the La Victoria valley blocks the area from the Caribbean winds . This face, coupled wich the vast experience of che local pilots, NOVEMBER/DECEMBER

allowed the PWC organizers to set some of the most complicated tasks in paragliding history, and on this first day ac Loma Lisa I free flew while the locals raced on a 35mile triangle with goal at a hotel swimming pool and salsa bar. Thar evening I hooked up with local instructors Orlando and Marie, and moved from the hotel co their house in the jungle at che base of La Victoria's ocher major flying site, Placeville, where I flew for the first few days. With the arrival of other pilots from Switzerland, Denmark and Liechtenstein at the jungle house/flying hostel we hired a van and driver, and with Orlando as our guide and Marie on che radio, flew a variety of excellent tasks over the next days as Orlando tried co secondguess che organizers. These trial flights also offered a small caste of the complexity of things to come, when one of che Danish pilots landed ac a baseball camp outside one of the main valley's notorious ghettos or "barrios." These barrios lie randomly along this main valley outside the small cities - rural shanty towns occupied by poorer Venezuelans (who could not afford paragliders). When Maces (the unfortunate Danish pilot) put down outside one of the barrios he was immediately surrounded by dozens of kids, and, perhaps a little culturally unprepared for the situation, made the mistake of not keeping a good eye on his gear while he packed his glider, and soon found himself without his radio and gloves. Somewhat upset by the incident, a couple oflocals offered co help him by caking him to che local police station where he was promptly arrested for not having a passport. Miraculously, Marie and Orlando managed to find him several hours lacer and convinced che policia to let him go, bur the incident clearly illuscraced the curiosity of the public and the unpredictable nature of che authorities . WHICH CULTURE IS SHOCKING WHICH? The official practice days for the event began, and more and more pilots continued co arrive, an avalanche of mirrorwrapped and fluorescent-clad foreigners who soon began co tax local organizers with cheir sheer numbers, as it became obvious that the number of entries would far exceed the permicced PWC limit. The organization had not had enough rime to notify pilots that their entries had been denied,

1996

and this resulted in nearly 240 competitors from Europe, Japan, the USA, South America and New Zealand lining up for the cue on the first day of the event. Two races would be flown and then the field would be split in two with an A and a B comp, with an exception being granted to raise the PWC limit to 100 pilots for the A comp. The cop-ranked 35 pilots were guaranteed entry as were the cop 10 women pilots, and so with 200 pilots racing for 55 vacant spots, competition was guaranteed co be intense. Meanwhile, these adrenal hordes from our affluent societies walked the poor streets of La Vicroria and created a strange scene among the common people of South America, often appearing more like they had descended from outer space than other continents. And when they did indeed descend from the heavens it was a natural thing for crowds to appear, with a healthy curiosity. Some pilots, however, continued to act with little forethought, and peccy theft reared its ugly head once again at random landing wnes. John Pendry decided co cake maccers a step further when he lose a camera, and offered the local authorities 50 dollars for its recovery. The policia immediately cook

Pendry with them on a drunken jeep ride co a small town where chey promptly began kicking in doors and menacing people with machine guns. After visiting several houses and a bar, and administering a couple of beatings, they recovered che camera from the terrorized citizenry. A pale and shaken John Pendry returned to La Victoria co cell us chis wild tale and I got the distinct impression that he regretted instigating che whole affair. The practice days gave us the PWC flavor with so many different pilots in the air

and the ridiculous organizational antics of the French Team on the ground. I was trying to go faster and faster bur was getting lower and lower, and found myself quickly on rhe ground. One day I failed to even make it ro cloudbase over launch, having left the main thermal too early, and then found myself sinking into the inhospitable valley in front of launch. AB I prepared to make a landing on the side of the slope I saw another pilot on an orange Pararech working his way up beneath me, and figuring that if he could do it, I could do it too, I found myself scratching my way back up in a tight, rowdy thermal. After much work I made it back up to the saddle, and then, ro my dismay, was sucked in through a narrow venturi and deposited firmly into the rotor on the lee side. AB my glider collapsed and began to spin I looked down and realized that I had less than 300 feet of clearance, and that a special time had come reserve time! It's amazing how much time can slow down when things get hectic, and as I made the long reach for my handle and watched the lines and deployment bag stretch out I went through the longest second of my life. And, of course, since I had let go of the brakes my glider reinflated,

and at the same instant that I diverted my attention to deal with that, I received an almighty rug berween rhe shoulders and looked up to see my mighty 40-squaremeter Pro Design steerable floating above me. By collapsing the glider with the brakes I came down under both canopies in a slow and stable configuration, and while anticipating a PLF I found myself landing on tippy roes and standing upright on the steep side of the mountain. This was in strong rotor conditions (downhill gusts of up to 20 mph) and with 20 pounds of ballast, which leads me to believe that this method of collapsing the glider with the brakes, and having a reserve with a line length equal to that of the paraglider, is the best procedure for an emergency deployment. Another key factor is knowing that it is rime to throw your reserve; a good ground check will save your life. (On a

weird note: The previous night I experienced a premonition of trouble and changed helmets, double-checked all my equipment, and told my girlfriend to call me at the hotel the next evening - something I never do! Believe in your intuition.) Practice was over for me, and since I wouldn't be able to get a reserve bag for three days I took off to the beach. (Carry a spare bag or get it attached to your reserve.) During this time it seemed that the competition \ itself was threatened, as a number of pilots had violated a military no-fly zone and the Venezuelan Air Force shut all the flying down while organizers desperately placated their power-hungry egos. Arriving at the end of the week I felt relaxed and ready to fly, bur a little intimidated at the thought of my first PWC day being the first flight after my first reserve ride!

PARAGLIDING

DAY ONE: LOMA USA TO VILLA DE CURA TO LA VICTORIA, 4 TURNPOINTS, 50 MILES There was a pilot's meeting at 7:30 AM, and by the time all the dust and confusion had settled it was 11:00 AM with nearly 250 pilots on launch. Xavier Murillo, the PWC delegate and tireless "meet head," briefed us on the task, and I launched the moment the window opened, hoping to beat the crowd. Arriving at the house thermal I finally looked up, and all I could see were gliders, specks of colored confetti filling the sky above, below, and all around me in the largest start in competition paragliding history. It was a five-mile leg to the start photo at a racetrack that was located two valley systems away, and about 20 miles past that I found myself on the ground with a group of pilots, put down by a thermal pause while others scratched in the mountains and waited. The lift could go from 2,000 fpm to zero with no apparent warning, and obvious-looking triggers might produce nada while dark fields in shadow kicked off boomers that snaked and twisted in tropical indifference. Sometimes it just seemed like luck, and while the event's eventual winner, Dietmar Karg, proved that the result was no fluke by consistently placing at the top of the field, others were not so lucky, and many big names (including Hans Bollinger) would find themselves foiled by Loma Lisa's often unpredictable behavior. On this day more than 40 pilots made it to goal, which was made all the more difficult by having to get high enough to make a desperate glide over the city of La Victoria to take the last turnpoint photo before having to dash back to the lift band and onto the goal line. DAY TWO: LOMA USA TO THE AIRPORT AT SAN JUAN DE LOS MORROS, 3 TURNPOINTS, 53 MILES The last chance to make the cut. The start was a road bridge five miles south of launch under a heavily cloud-covered sky, made all the more interesting by the numerous maniacs exiting the clouds in full-blown spiral dives as the 250 competitors jockeyed for position. The time on my vario was a few minutes slow, and so I was treated to the sight of the whole field blasting away at full speed while I vainly searched for the nearly invisible start signal. NOVEMBER/DECEMBER

One of the most significant impressions flying in a World Cup made on me was how fast all the European pilots fly- life or death on the speed bar indeed! There is no hanging back in a PWC, these guys (and girls) have come to race, and there is no messing around. With the advantage of having almost the entire field strung out in front of me, I saw many pilots low and having difficulty trying to cross the massive jungle-dad Monkey Mountain, and when I saw a prototype UP go into a negative spin in front of me, I decided to follow a good cloud stteet on a less-direct course to the south of the mountain. I finally made it across the southern shoulder of the mountain where I ran into another pilot who had the same idea. It was Zubby, a Swiss friend of mine with whom I had been partying hard. It was groovy to run into a comrade amongst those wild skies, and working together we leap-frogged through tremendous lift to the first turnpoint at the antennas at San Juan De Los Moros, where I made the mistake of dashing to the giant rocky outcropping while Zubby hung back, wanting more lift from the mountains. Before I knew it he had passed over me with a group of other pilots, and I scratched up against the rocky walls while watching them disappear toward the next turnpoint, a road bridge 12 miles away. Finally I caught a good thermal and soon found myself 8,000 feet over the airport, heading for the last turnpoint, while gliders below me came streaming into goal! Afrer taking the final photo I turned and headed back to San Juan, only to sink out in the dying thermals of the day just three miles from goal after nearly four hours in the air. I landed back in the mountains on the edge of a huge tobacco plantation and helped a couple of locals herd cattle as they showed me the way back to the road. As I tried to sneak past the main hacienda a figure came out on the balcony and called down to me, asking my race number and telling me to come up for a beer. That was how I met Ernesto, the owner of this 450year-old ranch, and when I arrived at the house I discovered that he was throwing a carnival party and that pilots had been literally dropping in all day. Ernesto was stoked, since the added flavor made his the party of the season. I swam in the pool, drank beer and chowed giant steaks while we waited for the retrieval van to arrive and for the remaining pilots to come down

1996

out of the hills. Checking the statistics for my flight I discovered that I had been in 2,400 fpm lift and 2,500 fpm sink! No wonder the thermals had felt strong at doudbase! On the two-hour ride back to La Victoria that night, in the back of a pickup truck, I wondered ifI had ever been happier, and when I made it to the pool-side bar of our hotel at nearly midnight I announced the flight that day to be the best of my life. The USA's own Will Gadd had been reassuring my girlfriend while she waited for my eventual return, and he laughed at my obvious ecstasy, declaring that this was what it was all about - happy to have sunk out three miles from goal on a day when over 100 pilots made it! DAY THREE: GROUND START, LOMA USA-GUACAMAYA, 5 TURNPOINTS, 92 MILES The competition was now split into two, and I found myself relegated to the B comp. The organizers decided to set the most challenging task in PWC history, which four pilots would complete in an astonishing time of a little over three hours. The B comp would start half an hour after the A's and race a slightly smaller task, and the two ground starts with over a hundred pilots in each provided spectacular entertainment for the spectators. Our B comp task took us over the formidable Monkey Mountain twice, once in each direction, and highlights of my flight included catching the convergence to well over 12,000 feet MSL (1 OK AGL), two major negative spins, catching a thermal 15 feet off the ground and saving myself a 20-mile walk, watching another competitor relaunch directly behind high-voltage cables which he cleared by five feet, and finally getting attacked by a Venezuelan raptor which tore three holes in my leading edge! Another 4hour, 50-mile flight for me, and I was so mentally shattered by all the drama I had been witnessing that I puked when I hit the ground, much to the amusement of the hundred or so kids who had surrounded me on landing. On this day an unfortunate Japanese pilot crashed on Monkey Mountain and had to spend the night under the jungle canopy, since a helicopter could not retrieve him until the next day. DAY FOUR: LOMA USA-BELEN-SAN FRANCISCO AIRPORT, 4 TURNPOINTS, 65 MILES

LEFT: An enthusiastic ground crew helps the author after landing. BELOW LEFT: Xavier Murillo, PWC delegate and tireless "meet head. " BELOW: v'iew from the air en route to Belen.

This turned out to be a day that would be dominated by towering cumuli. Crossing the range that separates Belen from the San Juan Valley one flies miles over jungle-covered mountains with no roads and a long way out. My GPS seemed indispensable as I was constantly sucked into the moving cloudbase, and found myself in the lead group at the last turnpoint before the OD'ing conditions put us all on the ground, with the pilots behind flying through pouring rain. Will Gadd reported that he had been ridge soaring for 20 minutes in the downpour, while one German pilot encountered such major cloud suck that it fried his vario! At one point Xavier Murillo came on the official channel to reassure us that there were no thunderstorms in the area, while we flew around virga and lightning bolts! I guess he couldn't hear the thunder from where he was. DAY FIVE: LOMA USA-VILLA DE CURA-ZUATA-LA VICTORIA, 52 MILES To my surprise I found myself in eighth place in the B comp, and was hopeful for a

good final day, but alas, my vario decided to quit since I had been unable to find fresh nine-volt batteries, and after a difficult battle to the start photo I ended up flailing and landing before long. This task would prove to be flown in the lightest and most difficult conditions of the week, but as seemed the norm in the A comp, a number of pilots made goal. And since we had flown the maximum number of valid tasks for a PWC outside of Europe, the competition was over, two days early thanks to the fantastic Venezuelan flying conditions. The next day was an informal "expression session" at which some of the Euro pilots demonstrated their radical flying skills which included some outrageous wingovers and Andy Heidegder's famous loops. The flying was over but the partying would continue until the break of day, as would the scoring and results. Xavier Murillo endured an unbelievable array of problems with the scoring system, including a virus that wiped out all the computers at the HQ, but in the end he and the Venezuelan organizers managed to release a

set of results that declared Dietmar Karg, a full-time strawberry farmer/part-time PWC pilot from Austria, the victor on a stock Nova Xenon, a result which would be final despite a later realignment in the standings. Many thanks must be given to Xavier for his tireless work, and to Elena and all the Venezuelans for their fantastic efforts. On a more personal note I would like to thank Orlando and Marie, and Jocky, Kat and the entire British Team for their support and help. Venezuela is, without any doubt, the big surf, and a great place for a PWC in February, long before any of the European sites are worth a darn. To be at a PWC, whether as a competitor or just free flying, is to be in the company of some of the finest pilots in the world. The general standard of flying was staggering, and the sky gods proved their superiority with their mind-boggling speed. Since example is the finest method of teaching, it is impossible to ever view cross-country flying quite the same agam. But Venezuela would have been unforgettable regardless of the PWC. It will forever remind me of towering cumulus clouds and long glides over jungle-covered mountains, a special place where you can ride 2,000-fpm lift from valley to valley for hours, and land out at a small village in the company of dozens of curious children. Venezuela is empanadas in the morning and freshly squeezed juices, and the most friendly and enthusiastic local pilots I have ever encountered. Venezuela is a cold beer at the LZ beside the pool at the hotel, and the first thermal off Loma Lisa that always takes you to cloudbase in five minutes or less. It is a carnival party in a 16th-century hacienda, the look on a peasant child's face as he carefully examines your vario. Words cannot truly describe the wonderful experience of paragliding in Venezuela, but February and March of any year can. To any dedicated cross-county pilot I can only recommend a pilgrimage to Venezuela, "The Hawaii of Paragliding." Hasta luego!

Ifany pilots are interested in experiencing paragliding in South America, Andean Flying Adventures and Pro Design USA will be offering tours to the continent for the fourth consecutive year. See the calendar ofevents in this issue or call J-800-YATES- J6 for more information. • PARAGLIDING

oumay have seen other pilots fold-

i1:1g their gliders neatly and droppitig quickly away, or you may have done the sameyourself, perhaps many times. Many pilots regard the B-line stall .;ts a fun and undemanding way to lose altitude, much like big ears. However,· as. glider designs have changed, this imptession has become increasingly suspect. This article will take a look at what happens during aH-line stall and why you.might wanttorethink placing this maneuver in your bag of tricks. The B~line stall is effected by pulling down symmetrically on the B-risers, usually with hands clasping the quick-links. As the risers are pulled slowly there is first an increase in sink rate, then,, with more pull, a loss offorward speed and a rapid descent (inqeasingupto ,..z,ooo fpm). The reqYVf;l)' involves releasing the risers symmetrically and deliberately, neither too slowlfnOraH.:tt once (th,e conse. quences ofwhich are explored below). But there is. more to the story; When you pulLdowni,hoseB-risers and drop straight down, Je,ti are infact stalling your glider. As with anys(all, recovery is neyer .a done

deal;' , i,

.. ·· ..... · ·...

L~t's c~:gipare t4e B,.fo1¢ stalltb a full

stall.Jna£~W stll.il•theglide(initjafly thrashes ~r,qy.nO.overh.ea\iand then may stabilize. overliead~ Thetimi1c1g ofthe . release;befol'e,stabili.zatfon·i~;therefore a . gridcal"o~~em,JfthetitniniJsabit off -,-.say, !l~lei1Se While t~egtid¢r is behind t~ii:pilo,t•.•· 'there ta.nbet1,.,fo1maticsuxge on,~elea,s~,i lµ.,co~trast,jh.e gfi4er .often reacts, ¢OJf;!;~~iiar71y 4wing a. !3::line stall, ·. usµally par@ng over¥e;i4.Theexit also appearsmµch.r;iore1;iyHized,andit,usual* Iyis. But itca.n go wro~g. Ju~t askjoe 'Gluzinskka SoudxerntJalifornia inSttuc~ tor, apouttti$ fir~t p,ragH<;iingre11enre. deploy~ent,. He wilkteltyou h9w ··o.etril.yedh,eJelt.when)·.$ttpposedlyrnelcc ·1ow m~*f;lY:,\"turqedln.toa dangerous ne~a:tivf spi~; > , · ..• As thi{~xrunple al~~tsus,thet'e areat ·least several )'Vays a recovecy can go wrong as a.· resuk ?fincorrecq>,ilodnput. The simplest involves, relea~ingthe dsers asym~ ·. metrically: Whis cau~<: a neg~tive spin when 01)(? $icle of th~ wjgg restunes flight

> .·

can

before the. tjtlwr can reestabHsh .Hying speed. Then again, onec:an.rdease too slowly, in which case ,the glider may not be.persu~cki;l to resume flight, entering into a corisfant stall i11s:tead. Some ofthe

latest.surge-resistant.designs·arit.ei,pd::ially.! puet~.tlie.•high~r.a9dp<:>tenti~lyfatal prone to this problem. Piloruhoµld ·· ..•. Tc lo;i.dsitrtposedoll.fewertfnsionedlines, always· check their owner'.s man tial agaiijstU ~p1ri1[diving on its· own c.an provide a . advice such as mine, bu1:the.b¢sfvvay9utrL gop~r;i.te ofdescenrbut sventtJallycauses is usually to push the speed bar oft\'Ve.tk: ·.• d.itzi:ness m:ostpilois. ·: .... the A--dsers by symmetticallygraspJrtg ·. ' ~j Jith :sµc:hheaJdiYalti;rnatives, I sug". them and then. twisting one'sh~nds(i . ti )estt~~tB~lirie}tallsJayi theb: place 01)· .·. Ap abruf)t release ofthe tfsers. C3.lJ llisoi} I ~spm,e· glide ts . ~amelywhen at cloqck .. be dangerous since this sentls ~Ls~o9*t.t'.l; 3[ ~~(frf:S.tF?Pgsu¢k, tho,~~~n4~ otfe~t the B~line attachments. as diecii1~~e($1iq': .(} [ .ap.(;)ye:t~e;gro.µ.lJ.nf this;~hµaii,or~the ·• ; · de111y decelera.tes and.hegi~s'iheij~i ;....• .·reqp:r~~ is .thciJiil§t;~frpur,wotr;es; surge.Adda turbulent ait~as~raq4,1evep:/J ·:~Aaft:9ff;iesp~rati9n,rnay he itr9i;qer.··• .· • with ideal pilotinputi the,glid~r.cali<, :/ ti Rt:µlt~~Js al}Yati~,etter,toJp~ly/oresight .. begin spinning. 1. ~aye heard§~t~is;ha.p~ ) / :iilJ'.dift>if the'situadon.Jo begifrwitb; •. . ..· pening• even tli.e s~otjcl:t .aita,t'fortei >( / rea~?ll Jhis,yqu.mayhav,e ··· Pines, where aP. .upfortµnaJe pi}ofpl,lt,his)j 'gµ~~~<.i,J~!\.t}ipetsop/d\yui~li~~ Brline·•< · brand new glider sin the sitltys~aaft~ra, . ) .$tijlls,e~peciaiji tlea.r.llte;gi:pl,i11q.lhaven't . flubbed· B~Hne stall recove,:y.,.· : •· .•. t 4tio'e ~~ ill t~el~t!;l,o~p}e,µftears. This This .brihgs •. us to the ~ffo4tt>fi,1Jd¢r < pe~it1l8:e ~h¥rret~r ;yqu.stallcy~ur, glider, · •• design. I already menti9gecl tll~t.some /\ ';j y6u fose conti:of The outc:6fue1theri · ·.· ;

Jir

,Lt

~n:a·' ,.

}~~¥t11g

> Y. ·. ; UJs

·~~;~6~il~•:.:tllilllli/ aspect conipetition~type gU~#;J~h:f¢li., ,;J · .·. . · · .· · ······ .· : ·•·· · ·. · · ····· · ·• ·· · • maynoteventendto sitdocileJyoy~~~siid;J t?i:.)11Jk~9¥1(kas)6ee1/Jly.l11gparagl~rsfor; while the stall is held, pr~ferriirgJt1$t~aij,tCU /ireilY.~arS>,te(f~'!i1ngjl«ragl(dingJforft11e i i to thrash and spill like aJ,~<>ncc;>,:lr:lZ~~(~Jf 'je~rtJ1 §,fcFra11tis~o,,IJ,rr~!Jor4gean1,{ .•· · (. . cases, and others, the best.,Uf~tPil!iye,J9ra,.J 1,ff#,flitngf{t.nefprt(m.BitJb1in/tspen; 'bit,t:. quick descent is big, big ears; 'With Spec;d:)f m&/tru1t,ab/y.i6.5 riJilesfr&.r/1. Chei/J,.r, with. . .

bar.appliedafter·theearsare,~gJttq;prey,~lli]. . !!f~tJff~t/e}/itlJrfpot>Jp#{ngffenf.roDpig,j; . a frontal collapse. Thi~ rnet~g~ pr~wJ4tra.J. fflfc.f#tet;yearfolti.tke 'fftJ1tn.t{m< peh~Y: t{lsP .·. · good,quick descent (depeni:141~; of: ;, ;J, rrt#~qgfcl'~agrdci~11,t~Jroiti}t:v1arfdo Co{kg/ course,.on the glider)as ;well~s.he«ld1y- )f tJn4htt/ta,w.web fiies'. flitcWfff:page·ii at · speed. If a faster des~elltiis ;'. /( i ! http:l/mnnperi,/,l(}4 rqm/J&ynit4ngljoih~ required, slow 360's can be f19wn, ~11it:ijl ; , ·hqrne.btnt 111 · • · · diving with big ears is not re.ce>inm.et19:e~::; f'

l ·. ·

lUlWdlU

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Continued from page 13. welcome. For more information contact: Hill Country Paragliding/MoJo's Gear, RT 1 Box 16F, Tow TX 78672, 1-800-664-1160, fax 1-800-261-6656, NJSTANFORD@aol.com, or Parawest Paragliding, P.O. Box 1097, Whistler, BC Canada VON IBO, (604) 932-7052 (phone/fax), parawesc@whistler.net, http: I /www.whistler. nee/ resort/ activities/ par awest

A Guide to Powered Paragliding Video & Magazine The full color periodical covers 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 documentarv, covering the 3 dav meet in Baja, Mexico and much more. Please call for more information.

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Continued ftom page 22. do for a living now? Dave Bridges: I presently live in Ketchum, Idaho. I have been working for Edel USA as a sales rep and factory pilot for three and a half years now in Sun Valley. Right now I'm in the process of moving to Europe to pursue competition paragliding more extensively and live with my girlfriend Lizzy Opitz.

PGM: During how much ofthe year can you do tandem paragliding instruction in Sun Valley? Dave Bridges: I typically work as a tandem instructor mostly in the winter. In the summer we travel to demos, competitions and fly-ins almost non-stop and don't do much tandem flying.

PGM: Idaho is a state ofboth mountains and desert. Can you describe some ofthe typical kinds offlying that take place at Idaho sites during different times ofthe year? Dave Bridges: Idaho has some of the best flying in the U.S. From excellent flatland flying to world-class alpine ranges, it covers a really broad spectrum. In the winter in Ketchum we are limited to flying at the Sun Valley ski resort which can offer incredible flying at all times of the year, but in the summer literally hundreds of sites open up. King is probably our most remarkable site with almost 75 miles of unbroken mountain range.

PGM: What impact has it had on your life to be the US. National Paragliding Champion? Dave Bridges: Winning the Nationals twice has certainly given me a lot more self-confidence as a competition and X-C pilot. A lot of opportunities to compete internationally have also opened up. Other than that not a lot has changed.

PGM: In a sport where the weather is fickle and luck plays a factor in competitions, how did you win the US. Nationals two years in a row? Is Chelan particularly well-suited to your style offlying? Dave Bridges: I really enjoy the low stress quality of flatland flying. The endless LZ's and total lack of mechanical turbulence really allow me to push myself I think my strongest quality that has allowed me to be successful in Chelan has been consistency. I definitely am not the fastest pilot or best at

Take it easy and get into the sport sl@wly. Fly as much as possibl« b,ut don't be in any hurry to start flying in stronger co.rtditions. The more experi@l'lrfil/: you can get, the better equi/]p«d you will be to d«al with bigg«r air. You have the reS:t ofyour life to fly.

get a bit easier. The ironic part of this year's meet was that, even with the good conditions, we were crossing lower than ever before. On one of the really tough days I spent almost an hour groveling on the rim of the flats trying to get up. Basically we got up by being patient and working junk forever until we finally got into a wellestablished thermal on the flats. Being with a couple of other gliders and all of us working together to get up was key that day. Thanks Josh and Zach!

PGM: Do you have any particularly memorable flights ftom Chelan that you'd like to tell us about? Any lessons that you learned there?

Dave Bridges: This year was most remarkable because of the lack of wind. In 1995 it seemed like we were fighting some pretty strong winds a lot of the time, and the long tasks that year made it seem more like survival flying. This year the conditions were quite consistently good and made for some of the best comp days that I have ever seen.

Dave Bridges: The amazing thing about Chelan is that I have had so many good flights there that it is hard to name any particular flight as being outstanding. They all are. I think one of the most incredible things about flying there is the ability to make some frighteningly low saves. You are never too low there. On a few occasions I have been on final glide, rocking up in my harness to land, and blundered into zero sink and stuck with it until, before I !mew it, I was in 1,000 up cruising toward cloudbase. Experiences like that just blow me away.

PGM: How about the competition itselfwere the Nationals more competitive this year or last year?

PGM: Do you intend to compete in any PWC events or in the World Championships next year?

Dave Bridges: I think this year they were more competitive. The reasonable tasks and good conditions made for some great racing on several days. Pilots like Chris Muller, Othar Lawrence and Rob Whittall were flying really fast; I certainly had to push myself to keep up. Having six tasks also forced us to fly well over a long time period. I think everyone had a better time this year with so many pilots making goal so often. Typically, U.S. paragliding meets have had a pretty low percentage of pilots at goal. It wasn't enough just to get to goal this year; you had to get there quickly.

Dave Bridges: I hope to do most of the PWC's next year and wouldn't miss the World Championships for anything. Making the U.S. World Team has been one of my biggest goals in paragliding.

climbing in thermals, but I manage to get to goal a lot of the time.

PGM: How did the flying conditions at Chelan this year compare with conditions last year?

PGM: Many pilots had trouble with the river crossing at Chelan and weren't always able to get back up onto the flats? How did you handle the crossing? Were you ever low on the east side ofthe river, and ifso, how did you get back up? Dave Bridges: The river crossing is almost always the crux of flying X-C from Chelan. Once you get up on the flats things seem to

PGM: What gear do you fly with when you goX-C? Dave Bridges: Well, besides the basic equipment I usually fly with water, a first aid kit, and usually a map. Up until just recently I haven't flown with a GPS but I am now getting into using one. Knowing your groundspeed and having a good vector toward goal is pretty valuable information.

PGM: Do you use ballast, and ifso do you ever drop it in the air? How do you decide when to use ballast and how much to use? Dave Bridges: I fly my Edel Sector with 10 liters of water always. It's a 23.5-meter (projected) glider and I hook in at 210 lbs. It seems to be about the ideal weight to fly PA RAG LID ING

that glider with. I think most of the newergeneration gliders fly best near the top end of the weight range. You have better handling, more stability and better speed. I almost never drop it in flight; the extra weight doesn't really compromise the sink rate enough to matter.

sive. Uncertified comp gliders are practically a necessity for pushing the performance level of this sport.

PGM: Another competition pilot told me that the biggest difference between him and you is your ability to stay up in light lift. How do you do it? What are your flying tactics and strategy for flying in light lift?

Dave Bridges: Having two certification standards can be a bit confusing for the general public and a bit expensive for manufacturers, but as long as you understand what each certification standard represents there really is no problem. Typically AFNOR certification is a bit easier to acquire, with the DHV testing being a really thorough check of a glider's reactions in maneuvers. It is an absolute minimum to have at least one form of certification. A glider with both AFNOR and DHV is an excellent choice since it not only is an extensively tested wing, but gliders with both types of certification typically come from the larger, more reputable manufacturers.

Dave Bridges: I think that maybe in my years of flying I have acquired enough patience to stick with the really light stuff even when it gets frustrating. Maybe I got this from climbing expeditions. It seems like there is a point when you get low enough that you will turn in just about anything, but a lot of pilots don't realize that zero sink or even light down is upward-moving air. Sometimes hanging out in lifr like this will buy you enough time to stay in the air. A lot of times you have just missed the cycle and need to wait for the thermal to develop again, or a new cycle is building. Sometimes working the zero will give you enough time to see something else happening. In light lift it all comes down to "stay in the air no matter what."

PGM: What do you think about flying uncertified gliders for recreation? For competition? Dave Bridges: I think it is a ridiculous notion for recreational flying. Staying safe is the most important issue for any pilot and flying a well-tested and certified wing is the foundation for that. However, the top few percent of competition pilots can handle flying uncertified protos. They have the experience and the active flying skills to keep a really hot glider together. For me, flying in my first international competitions in Europe this spring was really eye opening. Almost every competitor was flying a relatively hot, tuned and twealced comp glider; no one was taking big collapses, no one was spinning (unintentionally), and no one was falling out of the sky under canopy. The general level of pilot skill was quite impres-

N OVEMBER/0ECEMBER

PGM: What do you think ofhaving two glider certification standards: AFNOR and DHV? Which has more relevance for the average pilot?

PGM: You've done a lot ofparaglider inspection and testing over the years. What do you recommend to pilots when it comes to glider maintenance? Dave Bridges: Some quick tips for extend-

ing the life of your glider: don't sunbathe it (i.e., pack it up ASAP after flying); don't ever try to clean it; definitely never get it wet; and pack it up in large, loose folds. Another good point is, don't thrash it around on launch. Most of the wear a glider gets is from launch and landing. Every time you pull your glider up and beat it back down on the hard earth before finally launching you take a bit of its life away.

PGM: Paragliding has changed quite a bit in the years that you've been involved in the sport. How much more do you think it will change? What will paragliding be like 10 years from now? Dave Bridges: I see a continuing trend to what is going on now: Recreational gliders will continue to get better and better with continually improving security. The new sport-class wings that we have today are easily outperforming the twitchy high-performance wings of only three years ago. This is such an excellent trend, being able to get so much performance with a great level of safety. I am really excited to see what we will have in 10 years as this continues.

PGM: Ifyou could give one bit ofadvice to a new pilot to extend his or her flying career, what would it be? Dave Bridges: Take it easy and get into the sport slowly. Fly as much as possible but don't be in any hurry to start flying in stronger conditions. The more experience you can get, the better equipped you will be to deal with bigger air. You have the rest of your life to fly. Ill

Tell the world your head is in the clouds, by wearing great new clothing and accessories from the United States Hang Gliding Association!

eagle t·shirt #TE.AO U4.95' 1 lb

standard polo #POL $24.oo 1 lb blue, green & burgundy

earth polo #POLE $27.00 1 lb spruce & olive

stone washed caps #CSW U7.95' 1 lb blue, green & berry black fleece lined jacket #JKFL $75'.00 2 lbs

woodblock t·shirt #TWB U6.95' 1 lb brown, blue

classic t-shirt #TCLA U4.95' 1 lb

Address _ _ __ _ _ _ _ _ _ __ __ _ _ City _ _ _ __ _ _ __ State_Zip _ _ _ _ _ Phone No.L___),_ _ __ day (_

Qty Item # Size Color Logo Price per Total ........................................................

desert polo #POLD $35'.00 1 lb black only

I I

golf caps ;'CG $12.00 1 lb red, blue & purple

_ )_ __ __ eve.

wool jacket #JKWL $70.00 3 lbs

M L XL

A/8

M L XL

A/8

M L XL

A/B

M L XL

A/B

M L XL

A/B

Subtotal

Colorado residents add 3.0%

Shipping

Total

Shipping (USA only) Orders up to $35 .................................................................................... add $5 Orders $35 to $70 ................................................................................ add $6 Over $70 ............................................................................call, fa x or e-mail Outside the USA ............................................................call, fa x or e-mail _ Check/Money order enclosed _Visa

_Mastercard

Card No . _ _ _ _ _ _ _ _ __ _ __ __ _ Exp. date _ _ Signature. _ _ _ _ __ __ _ _ _ Mail to: US Hang Gliding Assn., Inc

hoz:t alJtU.e denim

#DB1'S8 t30.oo l lb ladies sleeveless denim #DENL $27.00 1 lb available in small also

long sleeve denim #DERLS

135.00

1 lb

P.O. Box 1330 Colorado Springs, CO 80901-1330 1-800-616-6888 fax (719) 632-6417

e-mail: ushga@ushga.org Please allow 6 weeks for delivery.

logo a

~----------i;·+·••••,•)'•f-----------~ .......................................

Performance Flying, by Dennis Pagen by Steve Roti

The subtitle of this book is "Hang Gliding Techniques for Intermediate and Advanced Pilots." "So what," you might ask, "why should I read a book about hang gliding?" The answer is obvious as soon as you start reading the first chapter - the vast majority of information in this book applies equally well to paragliding even though it is written from a hang gliding perspective. Let's look at a few examples from the book.

JFERFORMANCE IliLYI by DENNIS PAGEN

terrain turned upside down as a cave roof. Wherever you expect water to drip from such a ceiling (the hanging points) is where we are most likely to find thermals." These are just a few of the hundreds of tidbits of knowledge and advice contained in Performance Flying. Other chapters include: The Art of Flying Wings and Things Advanced Techniques Using Speeds-To-Fly Cross-Country Flying Competition Flying Towing Aloft Further Adventures Design Concepts Aeromedical Factors

On judging conditions, from the chapter "Perfecting The Pilot": "The pilot who figures out the day as soon as possible is the pilot who excels ... Every flying day ask yourself: Will cloudbase rise? Will conditions overdevelop? Will the wind shift? Is an inversion likely? Is it soarable yet? The last question perplexes many pilots, but in reality the only way to develop judgment on soarability in iffy conditions is to experiment by popping into the air. If you always wait until you're sure it's soarable in a fun-flying situation, you'll sometimes sit on the hill while others get up and you won't develop light lift skills or judgment... It's amazing how many pilots at large gatherings put down roots at launch when other pilots are out front thermaling. If they want a sure thing they should take up hog ra1smg." On effective coordinated turns, from the chapter "Maximizing Turns": "You may note that your glider turns more easily in lift and is less responsive in sink. The reason for this is that increasing lift simulates an increased wing loading while sudden sink decreases our wing loading. This has great importance when we are trying to

Performance Flying

HANG GLIDING TECtiNlQtJES FOR· INTERMEDIATE AND ADVANC~D PIU)TS

negotiate the varying lift and sink in thermals." On looking for lift, from the chapter "Excelling in Thermals": "High ground is almost always better for producing thermals than surrounding lower areas. Of course, the low area may harbor volumes of heated air sheltered from the wind, but when it releases it invariably runs up a hill or mountain if such a bump is nearby. The more undifferentiated terrain and air, the more subtle the triggers will be. On the flat desert, a difference in ground cover, a slight rise or even a telephone pole or tower can serve as a thermal trigger." "We often make analogies to help visualize thermal triggering: Imagine the

includes many quotes from top hang glider pilots, which adds a personal touch to the book. I've come to think of this book as the collected lore of 20 years of flying, thousands of pilots, and millions of flights, all distilled through the mind of Dennis Pagen into 342 pages of diagrams, photos and well-organized text. Unless you're a speed reader it's not the kind of book that you'll sit down and read cover to cover, but it is one that you'll keep coming back to for more information. I've read some of the chapters more than once and I learned something new each time. Hang gliding and paragliding have many similarities, and that's particularly true at the intermediate and advanced piloting levels, which is the audience this book is written for. If you're an intermediate paraglider pilot and you want to learn more about thermaling and cross-country flying, this is the book for you. Unless you're a national paragliding champion, I guarantee that you'll pick up many useful tips by reading it. You can purchase Performance Flying for $29.95 by calling the USHGA office at 1-

800-616-6888. 1111 PARAGLIDING

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.

COMPACT 33 - SupAir Race, 34m reserve, wired helmet. Speed sysrem, split A's, 20 hours, excellent UV $3,000. Call Butch (916) 266-3308.

IT MOCKS ME - From my closet! Apco Prima 24, harness, reserve, <10 hours $2,800 OBO. Stacey (818) 833-9934.

DEMOS - Apco Spectra 30, 5 hours $2,100. Apco Sabra 25, 10 hours $1,750. (501) 851-4094.

ITV NUNKIE 100 - Great intermediate glider, 40 hours, durable mylar sail (yellow/pink). Still looks & flies like new, ITV speedrisers included. Pilot weight 165-198lb. Only $1,050. Call (207) 883-5008.

· · - --·- - - - - - - - - - -

PARAGLIDERS

EDEL ENERGY XL -- Great shape, asking $1,400. UP Pickup, large, only 5hrs, asking $2,000. Second Chanez Air Rocket w/new Quatum 440 reserve $800. Call Chris (201) 750-1911.

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-------·------------

ABC AIRSPORTS - Best quality, best prices. AT Lazer, demo large $1,999. AT Shadow 25, 20 hours $999. Pro Design Compact 33, great shape $1,700. (805) 688-0343 http://www.silcom.com/-ybajulaz

EDEL ORION 24- Excellent first wing, 154-198lbs, 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 fullface helmet (new). Must sell all $1,450. Cary (510) 278-1642.

NOVA PHOCUS 29 - Great condition, 10 hours, like new, l 80-220lbs, Intermediate to Advanced. Grear deal ($3,200 new) ONLY $2,000. Call Raoul (970) 920-2850.

A BEGINNER'S DREAM - New Edel Quantum, large, yellow, with few flights. New deluxe Edel Pro Vector harness. New large Lara gold reserve. Includes many extras: was $4,000, sell $3,200 OBO. (714) 7212827.

- ---·------------------

NOVA SPHINX 125 - 80 hours, perfect shape $1,000. Edel Super Space 27, 85 hours, perfect shape $1,000. Flyrec 410 & 420, new, at cost. (970) 9273258.

APCO SENTRA 28 - dO hours, w/Top Secura harness & Airbag! Best performance with standard rating $3,500 OBO! EDEL Quanrums-medium <I hour, large flown once, $2,500 each! Harnesses available. (970) 728-4098. APCO SPECTRA 27 - Blue and white, 155-200lbs, new in box $1,900. (718) 204-9774. APCO SPECTRA 27 - Great intermediate, <15hrs, Secura harness with reserve $2,000. Secura harness with reserve, hardly used $325. Brauniger alto vario $125. (818) 891-7317.

EDEL SECTOR M - . Good condition, goes well $2,000. Call Othar (208) 725-0443. EDEL SUPERSPACE II 25 - Low hours, great shape w/harness $1,600. Helmet w/mike, Ball 19e, flighrsuir (med), Aerolite 22 reserve, all excellent. Ned (907) 243-5322. EDEL SUPERSPACE II - Superb condition, -lOhrs, size large. I need a smaller glider. Scott (718) 2913344. FIREBIRD COMANCHE 26 - 1992, 40 hours, Pro Comfort harness, reserve $600. David (410) 614-1529, david.linden@qmail.bs.jhu.edu FLIGHT DESIGN B3 - Advanced, l 98-270lbs, 3 flights since annual, speed system, -60 hours $1,000 OBO. (208) 387-0208.

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:

MERAK 31 - In perfect condition, 65 hours, w/XC risers. (970) 927-3258.

PRO DESIGN COMPACT 29 - With SupAir ladies harness and Edel reserve. Great for small pilot $2,500. Piccolo Plus vario, like new $300. Call Karen (801) 561-3830. PRO DESIGN COMPACT 33 - Great condition, w/harness, has '96 riser upgrade with split A's & speed $1,500 OBO. Call Alex (801) 582-8958. RETURN TO COLLEGE - Time to sell those rays! Profile 24 1994, pilot weight 132-176, purple, split A's, trim, speedbar. SupAir Race harness medium, w/Airtech PDA 20 reserve. Five short sled rides and approx 10 hours kiting in grass $2,700. (505) 7923312.

Number of months: _ _ _ _ _ _ _ _ __ SECTION

O Paragliders

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

O Towing O Schools & Dealers O Ultralights O Publications & Organizations o Wanted O Harnesses

19_ _ issue and run for _ _ __

Begin with

consecutive issue(s). My O check, o money order is enclosed in the amount of$ _ _ _ _ _ __ NAME: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ ADDRESS: _ _ _ _ _ _ _ _ _ _ _ _ _ __ CITY: - - - - - - - - - - - - - -STATE: - - - - - PHONE:_ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Number of words: _ _ _ _ _ _ @$.50 = _ _ _ __ Number of words:

@$1.00 = _ _ · - · - -

NOVEMBER/DECEMBER

1996

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

pleasure

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RITMO II 3 I - l 95--265lbs. Brand new, only 3 flights. Too big for me. Great beginner/motorized glider $1,490. (915) 379-1522.

USED POWERED PARAGLIDERS - We buy and sell all brands. Hugh Murphy (805) 544-8190. EMERGENCY PARACHUTES

RITMO XL - I 95-265lbs, low hours, good condition. Excellent beginner/motor glider. Only $1,100 withour harness. (303) 932-8626 evenings and weekends. SELLING PG EQUIPMENT - Pro Design Compacr 35, yellow wing with 25 east coast hours. Woody Valley model Eta Beta foe harness w/new easy foam backboard. Pro Design reserve SC120, Uvex white helmet XL. All used I hour. $3,000 for package. Call (908) 508-8632 days, (908) 713-0757 evenings. TURBO'S DEALER DEMOS - Low hours! Contest 50, few hours $2,295. Challenger C, 75 hours $995. Nova Xenon 28, <25 hours $2,395 (advanced pilots), Profil 30m, <50 hours $ I ,895. Pro Design Fly2 36m tandem, <30 hours $2,295. Paramotors. Your Orange County Paramotor dealer (714) 495-8051. WANTUM QUANTUM? - Edel Quantum L. Yellow, rainbow bat. Super clean, low hours, with or without harness and backpack. (505) 294-8697. WILLS WING 125 - Also Wills harness & PDA reserve. Perfect beginners wing, great for paragliding school. Wing has been very well cared for. Take the whole package for only $2,000. Rick (619) "/94-0238. POWERED PARAGLIDERS 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/ 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. LA MOUETTE 210 - New, never assembled $3,950. Training available from USHGA and ASC certified instructor. FREEDOM FLIGHT, Kure R. Andersen (206) 863-8711. LA MOUETTE ZR250 - Tandem powered paragli<ler. Complete, 8 hours, w/ADVANCE tandem trainer canopy 38.5m. $6,500 OBO must sell! (805) 527-6076. NEW AND USED MOTORS -- Call Scott at Paraborne (903) 636-9111. PAGOJET - With Ailes deK Brizair 28, harness, bag, alum. crate, new reserve, new Alto vario 3010. Low hours, excellent condition $6,950 OBO. (414) 4520300, (414) 452-0285. PRE-OWNED POWERED PARAGLIDERS & sell all makes. Tom (520) 634-2364.

I buy

ADVENTURE SPORTS LOFT - The repair center for Air America Paragliding. Reserve repacks, repairs, modifications. Master Rigger Scott Christensen (909) 657-2676. HARNESSES WOODY VALLEY MODEL - ls now introducing its full line of unique Italian paragliding and hang gliding harnesses in the United States. For info call Eastcoast Paragliding at (914) 64 7-33 77. Dealer inquires welcon1e.

SCHOOLS & DEALERS 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 rared 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, rowing,

soaring, maneuvers, tandem special clinics. BACKPACK MOTORS. Poor flying conditions? Enjoy the spectacular Grand Canyon or Sedona, mom-cross tours, skiing. Great lodging bargains, camping or luxury accommodations. Dave Bridges, US National Champion says, "Dixon's srndents are extremely well-trained and competent pilots." Dixon's Paragliding, 1500 E Cedar #10, Flagstaff A2 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.

More than 3,000 paragliding enthusiasts read our magazine every month. That's more than 6,000 eyes seeing your ad. - - - - --

NOVEMBER/DECEMBER

1996

USHGA certified paragliding & hang gliding instrucrion. 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. AIR CALIFORNIA ADVENTURE - Year round flight tours, one to ten days, paragliding adventures in Southern California & Mexico. Family packages available. First Class hotels, meals & transportation provided.TOURS-EQUIPMENT-SALES-TRAININGCER TIFICA TION-TANDEM-POWERED PARAGLIDERS. Call (619) 670-5322 for details. Check out our web site: http:/ /www.imconn.com/ paragliding/ AIRTEK PARAGLIDING - In sunny San Diego. Year-round thermal & ridge soaring, beginner duu 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 Peale USHGA tandem instructor: Rob McKenzie. By appointment year round (909) 883-8488. MAGIC AIR- Paragliding and hang gliding. Located in Northern California. Lessons, sales, service. USHGA certified towing instruction. Landing and thermal clinics. (707) 965-0411, (707) 963-3455.

NORM LESNOWS FLYING CIRCUS - Foor launch, ridge soaring & towing paragliders & hang gliders. Windwalkers Paragliding Club associate. Stationary winch towing. Contact Norm for more information. (810) 399-9433.

Our advertising has a two-month lead time: plan ahead. --------------------~

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

NORTH CAROLINA

LEARNTO~ PARAGLIDE~

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, the WHISPER. Dealer inquiries welcome. Call Bill at (616) 9222844. Visit our paragliding school in Jackson, Wyoming. Call Tracie at (307) 739-8620.

at Kitty Hawk Kites Outer Banks, NC Lessons Daily Towing & Foot Launch Year Round Sales & Service CALL TODAY! 800-334-4777 919-441-4124 E-Mail Address hang-glide@outer-banks.com

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

UTAH

PARAGLIDING UTAH - lntermountain West test & demo center. Chief flight instructor KEN HUDONJORGENSEN. USHGA/UHGA certified school. Year-round lessons, tandems, new & used equipmenr 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 the Mountain. Professional site guides for 2,000-5,000' mountain launch sites. Free camping at launch. Dealer for all major brands. 12665 S Minuteman Drive #1, Draper UT 84020. (801) 576-6460, fax (801) 576-6482.

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

KITE ENTERPRISES--· HANG GLIDING AND PARAGLIDING. Instruction by Dave Broyles, the most experienced scooter tow instructor in the US. Foor launch, payout winch tow and powered paraglider instruction too. Training, sales, rentals and repair. Edel, PacAir, Wills Wing, UP and DK Whisper. Dallas, Fort Worth and north Texas area. 211 Ellis, Allen TX 75002. (972) 390-9090 nights, weekends.

AIRTIME OREGON - Instruction, equipment and accessories. Flight Design, UP, etc. (541) 998-1220.

VIRGINIA KITTY HAWK KITES -

NEW MEXICO

See North Carolina.

WISCONSIN

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

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.

RAVEN SKY SPORTS - Largest and most popular in the Midwest. Training hills and winch towing for paragliders. Sales & Service! PO Box 10 I, Whitewater WI 53190. (414) 473-8800. PARTS &ACCESSORIES

NEW YORK EASTCOAST PARAGLIDING CENTER Professional, year-round instruction, rowing 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, Airwave, 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: lkaros l@aol.com

OVER THE HILL PARAGLIDING - Oregon/SW Washington. Sales, service, beginner-advanced USHGA certified instruction. Nova, Firebird, Apco, AT, Pro Design, SOL, Ball, Flytec, HES Quantum parachutes. Service: full service shop, FAA rigger repairs/mods. Out of state pilots: We have great thermal, coastal and Gorge 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://celeport.com/-othpara/

ALTIVARIO FLYTEC 3010 - Good condition, 5 memories, adjustable sink alarm, dual altimeter, airspeed option $275. Thomas, home (310) 395-1656, work (213) 236-9282. AT, EDEL Pro Design, North American Paragliding and more! Call Kenruckiana Soaring for your best prices. (812) 288-7111. Be sure to check out our display ad.

Jan./Feb. classifieds 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 I, Box 16F, Tow TX 78672.

deadline: November 20

PA RAG LID ING

"FLY" Above All!

BUSINESS & EMPLOYMENT OPPORTUNITIES

GARMIN GPS 38 - $159. Many other flying accessories available. Call Chad at (805) 569-1667 for more info or visit our web site: http://bodytrends.com/para.htm HAVE EXTRA EQUIPMENT -- That you don't know what to do with. Advertise in the Paragliding classifieds, $.50 per word, $5 minimum. Call USHGA for details (719) 632-8300, or fax your ad with a visa/me, fax (719) 632-6417, ushga@ushga.org.

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 communications. Your instrument is protected with a 90 day mfg warranry with repair service available beyond the warranty. Currently available for Yaesu, !com, Alinco, Kenwood and other compatible radios. Available for full face or open helmets. $89 +$3.50 shipping, MC/Visa, dealer inquires invited. Kentuckiana Soaring, 425 N Taggart Ave., Clarksville IN 47129. (812) 288-711 I, 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 warranry. Great for paragliding too. ONLY $169. Mallettec, PO Box 15756, Santa Ana CA, 92'/35. (714) 966-1240.

Windsok. Made of 1.5 oz. ripstop nylon, UV treated, 5'4" long w/1 l" 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.

FAX your classified ad, membership renewal or merchandise order:

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

COME TO CANADA! - For Paragliding & Hang Gliding USHGA Instructor Certification. ICP's held by High Perspective's Michael Robertson. Get certified the RCR way! Also, we are expanding & looking for instructors to hire. Contact: Michael Robertson-High Perspective, RR 5, 865 Conc.7, Claremont Ont. Canada LIY 1A2. (905) 294-2536, fax (905) 2948495, email: flyhigh@inforamp.net PARAGLIDING INSTRUCTORS WANTED Eastcoast Paragliding Center is looking for paragliding instructors to join its team. For info call Lars Linde at (908) 747-7845. PARAGLIDING INSTRUCTOR WANTED - For growing paragliding program. Raven Sky Sports (414) 473-8800. PUBLICATIONS & ORGANIZATIONS

"NO FRILLS FLYER" AIR-TO-GROUND Paragliding radio package. Includes: (2) new Motorola 1 watt, 1 channel hand-held radios pre-programmmed w/USHGA 151.625 or l 5 l.955mhz w/batteries, chest pack radio case, Stubby antenna, earpiece/microphone, voice activated adapter. Complete package only $700 inclL1ding shipping. Contact Troy (704) 837-3526, fax (704) 837-1015. Sorry, no NC sales. WINTER HOLIDAY CLEARANCE SALE - On new and used gear!!! Everything is priced to sell! Yaesu transceivers, Flight Design A5s, Cirro powered paraglider, Flight Design A4s, XCPro harness, back supports, Flight Design B4VT, Avocet watches, Flight Design B3s, Renschler SOL-7, Flight Design A3-24, Joffa helmets, Brauniger Classic varios, boots, anemometers, videos and more! Call North American Paragliding (509) 925-5565 for these great clearance

Can't afford new equipment? Find great bargains in our classified ad department. 1996

PARAGLIDING: THE COMPLETE GUIDE· - By Noel Whittall. The most complete guide to paragliding on the market. Over I 00 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 (719) 632-6417. SOARING -· Monthly magazine of The Soaring Sociery of America, lnc. Covers all aspects of soaring flight. Full membership $55. Info. kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 88241. (505) 392-1177.

VIDEOS & FILMS FLY HARD: Viking Films newest release. Rob Whittall, Chris Santacroce & a vintage Buick convertible full of paragliders. Outrageous flying at several west coast flying sites. Meet HG aerobatics champion 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. Rock-n--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 (719) 632-8300, fax (719) 632-6417, please add +$4 domestic s/h (+$5 for two or more videos). Great to impress your friends or for those socked-in days. MISCELLANEOUS TIUPPlN' TO FRANCE? - Hundreds of sites-alpine, coastal. Topo area map, GPS coordinates, hazards, favorable conditions. Phone contact for local club. Phone/fax (561) 225-0545 after 6pm. VIDEOS & BOOKS - Call USHGA for your Merchandise order form (719) 632-8300, fax (719) 632-6417, email: ushga@ushga.org ---- - -

November 20th is the deadline for the January/February 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 GLIDER MISSING: FLIGHT DESIGN AS SPORT 26 - Blue. #51209!0. Please call (509) 97-5-5565 if you have seen/have this glider. IKAROS (KOREAN) PARAGLIDER - Stolen from SAN BERNARDINO, CA rental car on June 6th, 1996. Pink upper, white under with blue hawk design on right bottom, left 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, camelbak, windmeter, etc.) $200 reward for information leading co 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.

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DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE CLASSIFIEDS. CLASSIFIED ADVERTISING RATES The rate for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps. Phone number=2 words, PO Box=2 words, web site or email address~3 words. MINIMUM AD CHARGE $5.00. A fee of $15.00 is charged for each line art logo and $25.00 for each photo. LINEART & PHOTO SIZE NO LARGER THAN 1.75" X 2.25". Please underline words to be in bold print. Special layouts of tabs are $25.00 per column inch. AD DEADLINES:

NOVA PHILOU 21 PARAGLIDER - New, blue/purple, only one in the US (s/n 6105). Also Kenwood TH-22 radio (s/n 60501515). (714) 9792449. STOLEN WINGS are listed as a 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, chis listing will be purged.

INDEX TO ADVERTISERS Adventure Productions .......................... 6 Air California Adventure ..................... 10 Aloft ..................................................... 9 Alpine Marine ....................................... 9 APC0 ................................................... 7 AT Sports ............................................ 27 Cloudbase Paraengines .......................... 9 Edel ................................................. 2,55 Fly Products ........................................ 14 Flying Center of Mexico ....................... 8 Flytec .................................................. 11 Hall Brothers ...................................... 54 Kentuckiana Soaring ........................... 13 Mini Vario .......................................... 22 Mojo's Gear ........................................... 9 North American Paragliding ............... 35 Pacific Airwave ............................... 24,25 Parafly Paragliding .............................. 14 Paragon Productions .......................... .43 Pro Design ............................ Back Cover Skytimes Paragliding ........................... 54 Safari Sky Tours .................................. 22 SOL USA ........................................... 50 South African Paragliding Adventures ... 8 Sport Aviation Publications .................. 6 Sup' Air ............................................... 22 UP Paragliding .................................... 19 USHGA. ............ 6, 14, 18,33,34,42,46,47 Viking Films ...................................... .43 Wills Wing ......................................... 50

Skytimes Paragliding

HAND-HELD WIND METER Monitor changing

In the San Francisco Bay Area.

wind conditions. Responsive to slightest variation In wind veloci1y.

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

Dealer for Pro-Design

(415) 868-1330

AIRSPEED INDICATOR use with optional PATENTED paraglider mounting bracket. Maximize your performance and skill. RUGGED & ACCURATE: Molded of super tough LEXAN ® resin. stainless steel rod. Calibration traceable to National Institute of standards and Technology.

HALL BROTI-IERS PO Box l 010-P Morgan UT 84050 (801) 829-3232 fax 829-6349 MC/Visa/COD

PARAGLIDING