USHGA Paragliding July/August 1999 by US Hang Gliding & Paragliding Association

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USHGA REPORTS

CALENDAR OF EVENTS

INCIDENT REPORTS

THE PARAGUDER EMERGENCY RESERVE CONTROVERSY

by Betty Pfeiffer

UPDATE

CLASSIFIED ADVERTISING

PILOT R.EPORT:THE W.ILLS WING SWING ARCUS by Rob von Zabenz,photos by Mmtin Scheel

sidebars by Mark "Forger" Stucky and Mike Meier

DJSCIAIMER OF \VIARRANTil;'.S IN PUBLICA·

TIONS: TI1e material presented here i$ published as part of an lnfonnation diir ~mination senrice for

BIG SMILES AND BUTfE+FUL MILES

by Mark Sivazlian

CO VER: Richard (Crittet) Kocurek flying a Pro Design Target at Point ofthe Mountain, Utah. Photo by Jason McConathy.

J ULY/AUGUST

1999

USHGA members. TI1e USHGA makes DO warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the matedal do so ar their 0'\\711 risk.

AN AFRICAN PARAGLIDING ADVENTURE by Tony Patt

Gil Dodgen, Managing Editor/Editor-in-Chief Steve Roti, Contributing Editors Dave Pounds, Art Director Will Gadd, Dennis Pagen Staff Writers Office Staff Phil Bachman, Executive Director, phbachman@ushga.org Jeff Elgart, Advertising, jjelgart@ushga.org Joanne Peterson, Member Services, rjpeterson@ushga.org Elaine Elgart, Web Administrator, emelgart@ushga.org Natalie Hinsley, Merchandise Services, njhinsley@ushga.org John Halloran, Administrative Director jghatloran@ushga.org USHGA Officers and Executive Committee: Gregg lawless, President Chris DuPaul, Vice President Russ Locke, Secretary Geoff Mumford, Treasurer

REGION 1: Bill Bolosky, Steve Roti. REGION 2: Russ Locke, Ray Leonard, Scott Casparian. REGION 3: Ken Baier, John Greynald, Gregg Lawless. REGION 4: Mark Ferguson, Jim Zeise!. REGION 5: Frank Gillette. REGION 6: Jeff Sinason. REGION 7: Bill Bryden. REGION 8: Doug Sharpe. REGION 9: Pete Lehmann, Geoff Mumford. REGION 10: G.W. Meadows, Matt Taber. REGION 11: Dave Broyles. REGION 12: Paul Voight. DIRECTORS AT LARGE: Paul Klemond, Paul Rikert, Dan Johnson, Jan Johnson, Dennis l'agen. HONORARY DIRECTORS: Randy Adams, Bob Hannah, John Harris, Steve Kroop, Larry Sanderson (SSA), Ed Pitman, Chris DuPaul, Gene Matthews, Lars Linde, Alan Chuculate, , Ken Brown, Rob Kells, David Glover, Michael Robertson, Greg DeWolf, Tracie Fifer-Welch. EX-OFFICIO DIRECTORS: Art Greenfield (NAA). The United States Hang Gliding Association Inc. is an air sports organization affiliated with the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the lJ.S. at FAI meetings, has delegated to the USHGA supervision of FAl-related paragliding activities such as record attempts and competition sanctions. PARAGLIDING magazine is published for paragliding sport enthusiasts to create further interest in the sport, and to provide an educational forum to advance paragliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos and illustrations concerning paragliding activities. If the material is to be returned, a stamped, self.-addressed return envelope must be enclosed. Notification must be made of submission to other paragliding publications. PARAGLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. PARAGLIDING editorial offices: 31441 Santa Margarita Pkwy., Suite A-256, Rancho Santa Margarita, CA 92688, phone (949) 8887363, fax (949) 888-7464, e-mail: GilDodgen@aol.com. 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 membership. Membership is open to anyone interested in this realm of flight. Dues for full membership are $54.00 per year (of which $15 goes to the publication of Paragliding), ($65 non-U.S.); subscription rates only are $26.00 ($32 non-U.S.). Changes of address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue. PARAGLIDING (ISSN 1089-1846) is published bimonthly Uan./Feb., March/April, May/June, July/Aug., Sept./Oct., Nov./Dec.) by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903-3657 (719) 632-8300. 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.

JULY/AUGUST

1999

SELF-REGULATION? Dear Editor, Ever since recently participating in an instructor clinic I have been pondering something. That is the concept, taken for granted but often repeated, that paragliding is best served by being self-regulated. At the clinic we stressed the need to keep it so. I am not so sure, and wonder if it would be good to question that idea. I have very little data to go on (and my data may be wrong, since they are based on casual conversation while traveling), and drawing causal relationships is probably a mistake, but here goes. In the countries where paragliding is regulated to some extent by the government (for example, Austria, England, France, Germany, Slovenia, South Africa, Switzerland): 1) Licensed pilots have access to a huge number of sites, including all public and private land unless specifically designated otherwise, and site owners are protected legally from liability when pilots injure themselves. 2) Pilots legally must possess a paragliding license and carry liability insurance. The requirements for the license are high (several hours of airtime plus a rigorous written exam, often requiring pilots to attend a special clinic after the basic course). 3) Pilots (in most of these countries) must fly certified gliders (DHV or AFNOR) not exceeding their ability level. In South Africa, for instance, until a pilot attends a maneuvers clinic, he can fly no more than a DHV-2 wing. In many countries gliders must pass a yearly inspection. 4) Paragliding is hugely popular and fairly mainstream (in comparison with the U.S.), the safety record is very good (in comparison with the U.S.), and elite pilots actually win international competitions. In the United States, where paragliding is self-regulated: 1) Pilots do not have access to many sites, including most state-owned land, unless specifically designated for paragliding, and they must enter into negotiations every time they want to fly a site. Local clubs assume this responsibility, usually

VOLUME

10,

ISSUE

with the requirement that pilots (even outof-town pilots) join the club, for a price. (Last year I spent well over $100 joining local clubs, which is okay, but I would rather that there were greater uniformity and fewer helmet stickers and newsletters flying around.) 2) Pilots don't need a license. To fly at established sites they usually need to be members of USHGA, and thus be rated, but at non-regulated sites this is not the case. It spreads the idea that paragliding isn't something for which you need a license. 3) Pilots do not need to fly certified gliders, and many beginners buy DHV 2-3 gliders on the Internet. Most pilots do not have their wings inspected, ever. 4) Paragliding is not particularly popular, Americans view paraglider pilots as insane, foreign pilots view America as the land of gun-toting crazies, the safety record is bad, and elite pilots place up there with the Latvians (with apologies to my Latvian friends) in international competitions. It seems to me that for most potentially dangerous and liability-inducing activities (for example, car driving, restaurant operating, elevator manufacturing) the government in the U.S. does have a limited role, we don't expect voluntary organizations to have the capacity to do a good job at selfregulating, the public trusts in the fact that someone is worrying about the safety of these activities and is thus more tolerant of them, people who engage in these activities take them seriously, and indeed the government does a good job with relatively little bureaucracy at making sure that these activities are safe. Maybe the idea that paragliding should continue to be self-regulating is born from an unwillingness to cede some power from our own community (USHGA) to the more general public, in the form of the public's elected government. But maybe giving up some power is the price to pay for paragliding becoming a popular sport that people take seriously and the public respects as legitimate fun. Anthony Patt Cambridge, MA

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Thcrc are costs a,<,sociatcd with the us<: of this Lrcdir tard. You may cor1ratt the 1s,<,uer and administrator o! chi,., prognim, MfiNA America'' B,rnk, to request ~pecifit mformation ahout the co»t.'. by rnllinµ: l-H00-52)- iM1(1 or by writing ro PO fiox J 5020, \Xldmrn,gton, DE l 9H50 *Certain rc.-.rnnrons apply to th1~ benefit ,ind other~ destrtbcd 1n senr soon after your account 1s opened. Preferred Cud Customer benefits diflcr from P/111mm11 P/11.1 Common Carner Travel Au idt:nt lmur,tnu; uivernge IS up to $150,000; .md there arc add1uo11,d lOSt,<, for Rt:,1..(1,<,try benefit,<,. MBNA Ament .i, MBNA, and Plttt1m1111 PINJ are strviu: rnarks of MBNA America fi,mk, N.A. Vis,, 1s a ti:-derally registered servile mark of Visa U.S.A. Inc, ust"d pur~uarn to l1Lem(· CD 199H MBNA Amerita Bank, N.A ADG-IACE-tJNH AD-OlJ-98-0ll!O

GLIDER REVIEWS

DUST-DEVILED

Dear Editor, I would like to congratulate Paragliding magazine on its recent inclusion of glider reviews. So far all the reviews have been excellent and highly informative. To the majority of recreational pilots who neither have the opportunity to test-fly a variety of wings nor the skills or experience for such critical evaluation, this information is of inestimable value. Previously, we have been forced to rely on notoriously inaccurate, hearsay reports, fellow pilots' opinions and manufacturer hyperbole. Furthermore, information about materials, construction methods, wing coatings and accurate performance and safety data are most beneficial when attempting to select the safest, longest-lasting, value-for-the-money glider during our frequent upgrades. It also puts pressure on manufacturers to continually improve the safety, performance and longevity of their products, and I would love to see these reviews become a regular feature. I have only one suggestion, however, which I feel would increase the value of these reviews even further. Instead oflimiting the reviews to conventional designs, perhaps some of the newer, more radical concepts (such as the Reflex, the Cage, and any new wing featuring the wing chord reefing system) could benefit from such critical evaluation.

wing. I probably had one loop of lines in my hand when I was suddenly given a new definition of the term "rag-dolled." I was carried up into the sky, looking into the big hole inside Merriam Crater. Al; I was being tossed about, some of my lines happened to catch the roof-rack of a parked truck on top of the crater. I was then swung around the truck like a slingshot until I slammed into a different truck, which happened to have the passenger door open. After hitting the open door I came to rest on the ground between the two trucks. I was frantically trying to unbuckle my harness when everyone came running up. I remember exclaiming, "Get this thing off me!" referring to my wing. To the amazement of everyone I was able to move all of my body parts and escaped the incident with just a few bruises. Most of my A-lines had snapped or stretched but there was no other damage to my glider. I learned a tough lesson that day, as did everyone else who was present (although perhaps to a lesser degree than I). The next time I even see a little dust in the air I'll be pulling that glider in as fast as possible or diving on top of it, anything to keep it from becoming airborne. More importantly, I no longer spend unnecessary time buckled into my equipment waiting to launch, especially if a dust devil could pass through. I also learned that every day on the hill, whether flyable or not, is a learning experience.

Dear Editor, It was another beautiful morning at Merriam Crater in Flagstaff, Arizona. I was a Novice pilot with 86 flights and only 10 hours of airtime flying a Pro Design Challenger. Without a tree for miles, the craters are a wonderful place for paraglider pilots to top-land or side-hill land whenever they feel like it. Among other pilots present this day, crater regulars such as Dixon White, Brett Zaenglin, Brandt May and I would launch into a small thermal, get a few hundred feet over launch and then topland. We would then wait until another thermal would come along to re-launch, saving us a lot of turnaround time before the thermals were consistent enough to stay aloft. It was around 10:00 AM when we toplanded after another short ride. While waiting in the launch position, a dust devil started on the access road just beneath us. Since dust devils are fairly common at the craters, no one was particularly alarmed to see this one so early in the day. Someone decided to stand in the eye of the dust devil and try to chase it around. Al; I watched this pilot playfully run about I noticed that he was following the dust devil directly toward me. I had been warned numerous times that dust devils are not to be taken lightly, especially when one is attached to his wing, bur somehow the seriousness of the moment did not strike me. Al; the dust devil Brett Snellgrove Dan Olsen Pukalani, HI approached, I started pulling in my old Jackson Hole, WY ~------------------------------------------------------------"

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"The ARCUS is the best all around paraglider that I have ever flown . It has it all; speed , glide , sink rate , great handling, light brake pressure , excellent thermalling characteristics, quality of materials and workmanship, as well as superior stability. There is no need for a pilot to even own a DHV-2 or DHV 2-3 to get performance anymore. Everybody from new P -2 's to veteran P -4' s will be happy with this glider." Wally Anderson Merlin Flight School

"I found the performance and flying enjoyment of Swing's new ARCUS beyond my expectations. Swing's ARCUS has raised the bar with this newly released entry level glider. All the speed , performance and looks of a performance glider, in a DHV 1 paraglider. Any student choosing this glider will likely wear it out, rather than sell it off for greater performance as they progress down the line. Advanced pilots will rediscover the sheer fun of safe flying without feeling overly restricted . My DHV 2-3 is going to have to share air time with the ARCUS as I ended up buying one for myself. " Rob von Zabern Paragliding Magazine, July 99

"I never expected a beginning paraglider could have such a fantastic combination of great thermalling performance, eye-watering speed capability, rock-solid stability, and carefree maneuvering . The ARCUS is my idea of a flying dream come true ." Mark " Forger" Stucky Paragl iding Magazine, July 99

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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 event. We request two months lead time for regional and national meets.

COMPETITION UNTIL DEC. 31: 1999 Yearlong World Soaring Challenge, for paragliding, hang gliding, sailplanes. No entry fee or registration, $600 first prize. Pilots are scored by how far they fly relative to a site's distance record (750 points for flying 75 miles at a site with a 100mile record, 1,100 points for breaking the record). Flights submitted on the honor system. For more details contact: John Scott (310) 447-6234, fax (310) 447-6237, brettonwoods@email.msn.com, www.keyinc.com/wsc/ AUG. 7-14: Jackson Hole Paragliding Extravaganza, in beautiful and historic T econ Village, Wyoming, Jackson Hole Ski area. USHGA-sanctioned event. Multiple events and classes. Site requires P3 rating, absolutely no tandem flying allowed. USHGA-sanctioned X-C event registration: $200 before July 4, $250 after. Includes Jackson Hole Paragliding Club temporary membership, unlimited rides on aerial tram (4,000' + vertical), T-shirt, daily raffles, parties, trophies and awards, USHGA points. Jackson Hole Paragliding Air Games enny fee: $100 before July 4, $150 after. Includes everything except USHGA points. Events include spot landing, bomb drop, best glide, hike and fly, open X-C and more. Make reservations early O. H. Visitor Council 1-800-782-0011, J.H. Central Reservations 1-800-443-6931 or see J an./Feb. Paragliding magazine). Contact: J. H. Paragliding Extravaganza, Dan Olsen, P.O. Box 12653, Jackson, WY 83002 or Critter Mountain Wear, Richard Kocurek, P.O. Box 975, Crested Butte, CO 812240975 (970) 349-9326, critter@crestedbutte.net. Visit www.JHParagliding.com. Sponsors include: Airea USA, Ball Varios, Critter Mountain Wear, Edel No Limits, High Gear (Nova), Mangy Moose Saloon, Pro Design, Sol USA, Super Fly (Firebird, Gin Gliders, Ozone), USHGA.

AUG. 20-22: Second Annual New Eng/,and Paragliding Competition, West Rutland, Vermont, hosted by the New England Paragliding Club. Competition includes cross-country, soaring, defined tasks, spot landings. Open to all New England and New York State P2 or higher-rated pilots. $25 fee prior to weekend/$45 during weekend. Proceeds go to improving sites throughout New England. Come for the flying, raffie, rodeo, equipment manufacturers, or just plain fun. Contact: Scott Berk (617) 8253188, sberk@animationtech.com. AUG. 21-22: Second Annual Northeast Regional Paragliding Competition, West Rutland, VT. All participating pilots must attend general briefing, Saturday, 6:00 AM. Contact: Scott Berk (sberk@animationtech.com), or Rolf Fuessler (Fuessler@Fuessler.com). AUG. 23-28: Telluride Paragliding Cross Country Open. Class A sanctioned competition. Serial Class - DHV 2-3 maximum (manufacturer's factory skinny lines okay). Sport Class - DHV 2 (no modifications), GPS scoring with photo backup. $275 includes entry into the 26th Annual Telluride Airmen's Rendezvous. Reasonable tasks. Safety top priority. Oxygen provided and recommended. Call Paraglide Telluride at (970) 369-4696 after May 17 for information. SEPT. 2-8: Red Bull Wzngs Over Aspen, Aspen, CO. U.S. National Paragliding Championships and hang gliding aerobatics competition. Open Class and DHV 2-3/Afnor Performance Class for paragliding. $25,000 in prize money awarded down to 10th place in both hang gliding and paragliding. Nightly parties, live music, big fun. Register early to ensure a position. Contact: Red Bull Wings Over Aspen, P.O. Box 10835, Aspen, CO 81612 (970) 618-3038, fax (970) 544-6522, redbullwoa@aspen.com, Aspen.com/ redbullwoa. SEPT. 11-18: Sanctioned paragliding competi-

tion at Snowbird Ski Resort near Salt Lake City, Utah. Practice dates: Sept. 3-10. Fee: $250 before Aug. 10, $280 after. 40 competitors max. P-4 Advanced USHGA rating or equivalent. Required equipment: GPS, camera, radio, gliders must be serial class, DHV 2-3, Afnor Performance or less and in the

tested configuration. Skinny lines and comp harnesses this year only. Launch at 11,000', cloud base at 13,000' to 16,500'. Valley floors at 4,500'. Contact: Ken Hudonjorgensen, Two-can Fly Paragliding, 474 E. Tonya Dr., Sandy UT 84070 (801 )572-3414, khudonj@uswest.net. SEPT. 15-19: North American Powered Ultralight Competition, Shasta, CA. Powered paragliders, paraplanes, trikes. Pylon racing, timed course, metered fuel events, designated course. Cash prizes and trophies in numerous categories. To benefit charity. Entry $50 before July 15, $75 after. Contact: Ed Pitman, P.O. Box 188, Shasta, CA 96087 (530) 359-2392, fax (530) 359-2397, epitman@c-zone.net.

FUN FLYING JULY 24: Santa Barbara, C4 Mardi Gras in the Sky. Pilots compete for prizes by designing outrageous costumes and flying those costumes from Mesa Flight Hill at Las Positas Park. Product demos, food, music, kites and carnival atmosphere with excellent publicity. Pilot registration is $25 without a sponsor. Pilots encouraged to recruit sponsors as this event benefits the Park where foot-launched flight is taught. Sponsorship and vendor queries welcome. Last-minute pilots welcome. Camping available. Contact: (805) 781-8382, robin@calcoast.com, www.flyaboveall.com/icarus.htm. JULY 24-AUG. l: 21st Hang Gliding and Paragliding Fly-In, Mont St. Pierre, Quebec, Canada. Contact: Yvon Ouellet (418) 797 2017. AUG. 7-8: Regional 11 Tow Contest, municipal airport at Hearne, TX. Fun competition and taxi-way party. Hang gliding and paragliding. Awards for spot-landing, X-C, duration, etc. Camping at airport. Contact: Len Smith (281) 693-7311, leonard.smith@stoneweb.com. AUG. 23-28: 26th Annual Telluride Airmen's Rendezvous. Six days of foot-launch free flying fun, with 25,000' ceiling, full launch staff with EMT's, regular convoys to launch, T-shirt, parties (free beer), contests with prizes, film night, banquet, World Hang

PARAGLIDING

Gliding Aerobatics Championships, special guests and much more! Entry $95. Contact Paraglide Telluride after May 17 at (970) 369-4696 for information. SEPT. 4-6: Second Annual Brad Koji Memorial Fly-In, hang gliding and paragliding, in beautiful North Park, Colorado. Aerotowing, foot-launching, scooter-towing. Incredible high-mountain valley set between the Mt. Zirkel Wilderness Area and the Rawah/Medicine Bow Mountains. Straightline X-C competition. Winner takes home the traveling trophy, a gorgeous original bronze sculpture by Tim Denton (currently held by Mike Barber). $35 fee includes T-shirt and Saturday-night barbecue. Great accommodations and camping available. Contact: Joe Nance/CloudStreet AirSports (970) 493-5339, cloud@frii.com. SEPT. 18-19: 9th Annual Pine Mt. Fly-In, Pine Mm., OR. Contact: Raven Young (541) 317-8300. OCT. 1-3: October's Best Fly-In, at Sauratown Mountain near Winston-Salem, North Carolina. The evem's eighth edition welcomes paragliding for the first time at a new slope launch on the mountain's top. Still featuring the East Coast's finesr cliff launch, "flow-through" ramps, a variery of usable wind directions. Aerotowing returns for a second year as does a full-time cafeteria in the LZ. Events start Friday morning with judging Saturday and Sunday. For skill level and other info contact: Doug Rice (336) 994-4377, AppaPhoto@aol.com (hang gliding), or Ben Thomas (336) 723-0824, k4zep@bellsouth.net (paragliding). Web site linked to USHGA.

CLINICS/MEETINGS/TOURS UNTIL SEPT.: Paragliding adventure tours in Turkey. Two to three weeks long, seven sites. Includes travel (in Turkey), retrieval, accommodations, food, national park fees, etc. Custom tours available. Contact: Wild Turkey Adventures, Hakim Mentes, 425 High St., KEW 3101 Australia, tel. (w) 01161-3-9853 8921, (mobile) 011-61-412 617 216, hmentes@ozemail.com.au, www.ozemail.com.au/ ~ hmentes/WildTurkey. htm.

JULY/AUGUST

1999

THROUGH NOV. 1999: "Owens Valley at its Best" Cross-Country. Thermal guide to the Owens Valley with Kari Castle. One- to nineday adventures. Private one-on-one flying, guide service and instruction also available. Hike 'n' fly the peaks of the Sierras and White Mts. Contact Kari for more information: karicastle@telis.org (760) 872-2087. JULY 21-23, 23-25: Safery clinics at Lake McConaughy, NE For the sixth year Parasoft will be conducting maneuvers clinics to practice descent with big ears, B-line stalls, and spiral dives, and recovery from stalls, spins, asymmetries and frontals. Minimum P2 + 50 flights required. Towing will be taught. Contact: Parasoft Paragliding School (303) 494-2820, parasoft@csd.net. JULY 23-25: Thermal Clinic. AUG. 2-4, 5-7: Two Maneuvers Clinics with Chris Santacroce. AUG. 14-21: XC Clinic. SEPT. 11-18:

USHGA-sanctioned competition and record distance attempt at Snowbird. SEPT. 24-26: Thermal Clinic. OCT. 2-3: Mtn. Flying Clinic. OCT. 16-17: Tandem Clinic. OCT. 29-31, NOV. l: Instructor Training Seminar. NOV. 6-7: Instructor Reevaluation Clinic. By Ken Hudonjorgensen and Two-can Fly Paragliding at Point of the Mountain, and Utah mountain sites. Ken Hudonjorgensen is the senior paragliding instructor in Utah at the Point of the Mountain, held the Utah cross-country record for two years and the Utah cup for three. He is one of the firsr Master-rated pilors, one of a handful of Tandem and IP administrators in the U.S., and holds the best official safery record in the entire U.S. Contact: Ken Hudonjorgensen, Two-can Fly Paragliding, 474 E. Tonya Dr., Sandy UT 84070 (801)572-3414, khudonj@uswest.net. AUG. 99: Pemberton and Frazier Valley Alpine tour. Choppers, spectacular views, great soaring and X-C, camping. Contact: Worldwide Adventure Tours (509) 9255565. SEPT. 3-7: New Denver with Mike Eberle and Worldwide Adventure Tours. Incredible mountain flying with camping by the lake in our LZ. A great time is always had by all. Taste Mike's Glop at no extra charge! Contact: (509) 925-5565.

SEPT. 10-12: Advanced Maneuvers Clinic at Lake Shasta, CA. Sponsored by Edel Sky Sports and administered by Phill Hirst (ParaSport). Contact Sonny at (415) 7591177. SEPT. 16-26: Big Air's Third Annual EuroXpedition to Annecy, France. Coupe Icare, wine tasting, soaring and X-C for paraglider pilots of all levels. For a complete trip itinerary and pictures visit www.BigAirParaGliding.com/ BigAirXpedition.htm, or e-mail Info@BigAir Para Gliding.com. SEPT. 25-27: Basic Instructor IP Clinic, by Phil Pohl, Bend, OR. Contact: (541) 3883869. OCT. 21-24: 1999 Fall USHGA Board of Directors Meeting, Colorado Springs. Contact: USHGA Headquarters (719) 6328300. OCT. 22-24: Fifth Baja Thermal Clinic, La Salina Ridge. Air California Adventure and Torrey Pines Gliderport proudly sponsor the most successful thermal clinic in the Northern Hemisphere. $225 includes three days of flying, camping site fees, breakfast, study materials and after-hour fun and relaxation. Contact: David Jebb (858) 452-9858. NOV. 12-21, NOV, 21-30: X-C in the Atacama, Chile, with professional guide and paragliding instructor Mike Eberle. The best X-C flights anywhere and a cultural experience you will fall in love with. Contact: (509) 925-5565.

2000: Flying in Brazil 2000. Wonderful warm weather, flying in an exotic setting. Be part of the Adventure Sports trip to Govenador Valadarez, Brazil. Experienced instructors and guides. Take side-trips to Carnival or any of the beautiful beaches. 12 days, $1,200 for paragliders, $1,400 for hang gliders. Includes room with breakfast and lunch, ride to launch, retrieval and guided tour. Save $100; register by Nov. 15, 1999. Contact: (775) 883-7070, www.pyramid.net/ advspts.

"Paragliding, The Free Flight" Interactive CD-ROM aragliding, The Free Flight is an interactive CD-ROM created by Moscow Studio Computer Graphics and Extreme Arts. It contains 11 films, I 00 photos, 10 original music compositions and an interactive tutorial on aerology and meteorology with 15 3D animated computer models accompanied with music, text and speech. The main body of the disc is an interactive film in three pans - Morning, Day and Evening - and the series of photos and videos correspond with the rime of day (e.g., videos dedicated to flight preparation, launching at low altitude, high-altitude midday thermal flying, etc.). An interactive tutorial contains explanations of meteorological phenomena such as turbulence, venruns, waves, convergence, etc., and a "Festivals and Competitions" section consists of films and photos dedicated to events in Italy, France and Spain. The CD features paragliding, but the animated tutorials are great for any pilot who wants to learn more about meteorology and aero logy. Paragliding, The Free Flight is a new addition to the Adventure Productions educational/training-aids collection. The CD requires a 486DX or higher processor, Windows 3.11 or higher, 8 MB RAM, 4x CD ROM, sound card and mouse. It includes five languages: English, Frarn;:ais, Deutsch, Italiano and Pycckuu. The price is $32.95 plus $4.00 shipping and handling.

USHGA PARAGLIDING RACK BROCHURE he USHGA is proud to announce the arrival of our new four-color paragliding rack brochure. Thanks to the efforrs of Bob Hannah and Jeff Elgart, and wonderful photography contributed by John Heiney, Ancil Nance, Mike Eberle, Fred Weber and Forest Brender, this stunning rack brochure is now available to any and all instructors, schools and dealers to help promote the sport of paragliding. Contact USHGA at 1-800-6166888 to place your order. This is a promotional service of USHGA and the rack brochures will be sold at cost.

NEW FROM ADVENTURE PRODUCTIONS

"Fly Hard" Video

A dventure Productions and Paul ~amilton are now distributing Fly Hard, produced by Viking Films, in an effort to add to their educational/rrainingaids video collection. The videos offered in this collection combine to create an innovative "active-learning" system for teaching, reinforcing, and dramatically improving a pilot's performance. By watching these videos pilots are able to retain a clear sensory image (sight, sound and feel) of the skills they wish to master. Fly Hard is known for its spectacular shots of hot pilots. It is a flying adventure film featuring former paragliding and hang gliding World Champion Rob Whittall, Chris Santacroce and seven-time World Hang Gliding Aerobatics Champion Mitch McA!eer. It includes a flying traveling circus filmed at Point of the Mountain, Lake Elsinore, Torrey Pines, Northern California, Nevada and Sun Valley. You'll see some incredible maneuvers, radical flying, and never-before-seen stunts - rhe srandup, double spiral, and Mitch's hang glider aerobatics show. The video is predominantly paragliding, 35 minutes long and available for $35.95 plus $4.00 shipping and handling.

"Turning Point In Alpine Therrnalling"Video

his spectacular video welcomes paraglider and hang glider pilots to the world of alpine thermalling. Discover some of the techniques used to came the elusive alpine thermal. It features comments from top pilots as well as beautiful film footage and animation to help demonstrate how thermals form and rise. Wonderful alpine flying is set against the backdrop of Europe's most dramatic mountains . The video was produced by Dennis Trott from the "Alpine Flying Centre" in Chamonix Valley, France, in association with Red Wing Pictures, and is yet anoth-

er addition to the Adventure Productions educational/training-aids collection. Turning Point In Alpine Thermalling is 50% paragliding and 50% hang gliding and is in English. It is 35 minutes long and available for $35.95 plus $4.00 shipping and handling. For all of the materials mentioned above contact: Adventure Productions, 6553 Stone Valley Drive, Reno, NV 89523 (775) 7470175 (phone/fax). It can also be purchased from your dealer or ordered from the Adventure Productions Web site at www.adventurep.com.

t may look like a conventional motorized paragliding unit at first glance, but it isn't. The Bug's total weight (frame, twin cylinders, prop and all) is only 18 lbs. It was designed around the current Sup'Air harness line and works with rear, side and front reserve parachutes. A pilot can adapt the Bug to his harness with only a minor modification, rerouting the reserve's bridle to the right side of the harness. The original paraglider attachment points remain unchanged, allowing for true weight shifting, ears, etc. An important safery feature is that the original harness back and side protectors remain in place. The Bug has a direct drive and a 76-cm propeller mounted on a 200cc engine. The tank holds enough fuel for about an hour or more depending on the pilot's flying skills. The Bug's primary function is to help pilots reach thermal or ridge lift after which the engine may be turned off for soaring flight. For more Bug info log onto www. Supair-USA.com and click on the Bug icon.

CLOUDBUSTERS VIDEO he sequel to Henry Haucks' successful video, Therrnik, is now available in English. Cloudbusters features fascinating flying footage and is a source of help and advice to pilots who want to set off on their

)

PARAGLIDING

first thermal and X-C fl ights. Meteorologist Dr. Herbert Pi.impel explains complex weather systems. The film covers active flying techniques and world-record holders Jo Bachmann and Burkhard Martens give rips from their years of experience. T echniques and tactics are covered as well as safety issues. T he film was shot in Casrellucio and the Dolomites in Italy, the Pinzgau Mountains in Austria, and Ga rmisch-Partenkirchen in Germany. Visit www.hhp-film.de for ordering information or e-mail hhp@hhp-film.de.

ALYESKA RESORT SPRING CARNIVAL irdwood, Alaska - On April 17 and 18 the Arctic Air Walkers filled the skies over the Spring Carnival at Alyeska Resort.

Fourteen Air W alkers enjoyed a fun-filled weekend of fl ying and free lift passes. Alyeska Resort is located in Girdwood, Alaska, 40 miles south of Anchorage, Alaska's largest city. Paragliding, including tandem flying, is allowed year-round with exceptions between seasons and duri ng maintenance. The Spring Carnival at Alyeska Reso rt is an annual celebration featuring live music

and special events like the fa mous "Slush Cup ." To add excitement and enhance the carnival atmosphere, Alyeska Resort provides qualified Arctic Ai r Walkers with free lift passes d uring chis event. D uring the ski season (Nov. to May), good ski launches and the ability to ski down the mountain are required. Two high-speed quads (six chair lifts to tal) provide access to launches at 2,800 ' MSL with landing zo nes at 200' MSL. The tram operates year-ro und and provides the only easy access to the summer launches at 2,300' MSL. Both ridge and thermal flying are available at this spectacular paragliding site. Alyeska Resort paragliding requirements include: USH GA Para 2 or higher, AAW

Videotape Available

AEROLIGHT USA, Inc., 1355 N.W. 93 Ct. Unit A-105, Miami, FL 33172 • Tel : (305) 639-3330, Fax: (305) 639-3055•paragliding @aerolight.com, http://www.aerolight.com

YOU WORK HARO ENOUGH WHEN YOU ARE WORKING . YOU SHOULON'T BE WORKING HARO WHEN YOU'RE HAVING FUN.

These things are fun: Top of the stack soaring performance .

Easy, rela x ed ground h a ndling, la unching and flying characteristics. The sec u rity of DHV Certification. The confidence that comes from quality desig n and manufacturing.

T he art of f l yin g .

No hassles w ith service - reliable, available, and still here tomorrow. Low cost of own ership .

s i n

J ULY /A UGUST

1999

~HV 1 - 2 • M , ~ - XL s oz~s

DHV 2 • S s:ze

membership, 75 logged flights.minimum and, during the winter season, good ski launches and skiing ability. All pilots must receive an orientation on their first visit. For more information about paragliding at Alyeska Resort contact: Alyeska Resort paragliding coordinators, Melissa Butterfield or Rob Baker (907) 754-2275; AAW Resort liaison, Clark Saunders (907) 337-1225, tandem flying, Chugach Paragliding (907) 2294641.

USHGA NATIONALS TO FEATURE SERIAL CLASS

he 1999 Red Bull Wings Over Aspen (Sept. 2-8), the United States Hang Gliding Association (USHGA) Paragliding National Championships, will include a Serial Class in an effort to promote safety and make the sport more appealing and accessible to the average pilot. The Serial Class, which has emerged in recent European competitions, requires that pilots fly certified (non-modified) gliders. Some Open Class pilots modify their gliders for more speed and handling, sometimes sacrificing safety in certain conditions. Red Bull Wings Over Aspen organizer Othar Lawrence comments that they want to make competition more appealing to the average pilot, and paragliding more accessible to the general public. Specifically, Serial gliders must be certified DHV 2-3 and AFNOR performance or less prior to their use in competition. Micro-lines are not allowed unless the glider was certified with them. There is no harness restriction in the Serial Class. In an effort to encourage participants to compete in the Serial Class, event management is providing $5,250 of the $25,000 overall cash purse to those who compete in this Class. Explains Lawrence, "If you place third overall you'll get that Open Class money. But if you also happen to be the fastest pilot on a Serial Class glider you'll get an additional bonus of two grand!" Organizers favor the Serial Class since it gives manufacturers better control over the safety of their gliders. Prize money in the Red Bull Wings Over Aspen Serial Class will be: 1st place, $2,000; 2nd place, $1,500; 3rd place, $1,000; 4th place $500; 5th place, $250. Red Bull Wings Over Aspen is sponsored by Red Bull Energy Drink, Aspen Club Lodge, Aspen Paragliding and Expeditions, Aspen Skiing Co. and Parapente Aspen. For more information and registration contact: Red Bull Wings Over Aspen, P.O. Box 10835, Aspen, CO 81612 (970) 618-

3038, fax (970) 544-6522, redbullwoa@aspen.com, Aspen.com/ redbullwoa.

NEW STATE RECORD IN WYOMING ohn Hunt, flying a Pro Design Target, has flown 77 miles for a new state record. arting from Phillips Ridge he flew past the town of Dubois. The actual route of the flight was a big semicircle so the mileage was much longer, but turnpoints could not be verified. The 77 miles is point to point.

PRO DESIGN NEWS ro Design's sales office has moved to Fly Away Paragliding. Due to the increased business of Yates Gear, John Yates has become too busy to run all aspects of both businesses. Fly Away Paragliding will be taking on dealer relations, sales, marketing/advertising and promotional activities. John will continue to be in charge of inventory, shipping and repairs. Fly Away has also expanded its repair facility. With John Yates' 20 years of experience in the sewing industry you are assured the highest quality repairs. Pro Design features full and parrial panel repairs. This means that the damaged potion of your glider is replaced-· no more slapped-on, externally stitched patches that leave your glider looking like an escapee from a mad scientist's laboratory. All sizes of the Target are now available and certified, having passed as DHV 2/DHV 2-3 Full Speed Bar. This means that without applying the speed bar the glider is level 2, and at full extension of the speed bar it's a level 2-3. There is also aversion with a level 2 speed bar. Only the 2/2-3 version will be imported since the 2-3 rating applies only when using the last three inches of speed bar travel. (You can limit speed bar travel if this is an issue.) In addition, the Target is not to be marketed as a first glider. To place orders, for more information, or to arrange for demo gliders contact Bill Laurence at: Fly Away Paragliding, (303) 642-0849, f1yaway@diac.com.

URS IMHOF JOINS TORREY PINES GLIDERPORT

orrey Pines Gliderport is proud to announce that Urs Imhof of Kreuzlingen, Switzerland has recently taken a position with their paragliding instructional staff. U rs started paragliding in 1991 and was the primary test pilot in 1992 for Para Tech paragliding company. Between 1994 and 1996 he operated a paragliding training school, specializing primarily in

certifying advanced pilots and teaching competition flying and safety clinics. Between 1996 and 1999 Urs became the prima1y test pilot for the world's largest paragliding company, Edel, principally for DHV and ACPUL glider certification. He was also responsible for testing and certifying tandem paragliders. Urs also competed in the Paragliding World Championships and the Swiss National Cups. Torrey Pines Gliderport offers instructional paragliding lessons seven days per week with a full-time staff of seven instructors. For more information contact David Jebb at (858) 452-9858, aircal@ix.netcom.com.

MENI RAVIV MEMORIAL FLYING

he Israel Paragliding Association is holding a special memorial and dedication for the late paragliding instructor, Meni Raviv. The Association is hosting all interested U.S. pilots for a week of flying activities in his memory. Round trip flights from Southern California are under $1,000 and hotel rates are $40 plus breakfast per day. The Israel Association will be providing rransportation to and from the different sites. There is a good possibility that after five days of flying in Israel a group will fly to Turkey for three days of flying over the Mediterranean. Contact: David Jebb, Torrey Pines Gliderport, (858) 452-9858, aircal@ix.netcom.com.

FLIGHT DESIGN NEWS Baldy Butte A new site in Central Washington is now .rlavailable for pilots to enjoy. Baldy is a 3,225' MSL site in the Yakima Canyon and is suitable for both hang gliding and paragliding. The base of the mountain is 15 to 20 minutes south of Ellensburg, Washington. Baldy is 2,000 feet above the valley floor and a southern landing zone, and 1,800 feet above the currently allowed northern landing zone. The mountain has launches for all wind directions and two main landing zones suitable for different wind directions. Drive time from the north LZ to the top is about 18 minutes, and drive time from the south zone is about 25 minutes. The road is in good condition, and year-round access should be possible. Ridge and thermal conditions exist all year, but the best thermal season is spring through early fall. X-C potential is high in most directions. For access information contact Mike Eberle at (509) 925-5565, napi@fun2f1y.com.

PARAGLIDING

Quest Air Towing

uesc Air, the famous flight park in cen:'--<!ral Florida, is dedicated to winch-towing paragliders in addition to aerotowing hang gliders. Recently they have redeveloped their wheel system to adapt to the Flight Design Exxtacy, a high-performance carbon graphite hang glider. With the help of longtime paragliding instructor Mike Eberle of North American Paragliding, Inc., Quest has developed a two- to four-day crossover training program designed to get paraglider pilots flying the Exxtacy quickly, safely and efficiently. Contact Quest at (352) 429-0213 for an appointment.

Flight Design Gliders

light Design announces the release of three new paragliders for 1999. The S3vt, A7vt and B5vt all belong to a new generation of paragliders from Flight Design. Newly developed techniques in designing and manufacturing the canopy and new aerodynamic profiles resulc in an increased speed range, reduced sink rate, more safety and great handling. Features include V-tape, double chambers, mature line geometry and innovative wing design. The S3vt is their new entry-level glider and is designed as a "one glider fits all" wing. It features performance, pleasant handling and excellent security. The S3vt comes in three sizes, four color combinations, and is currently available in all sizes and colors. This glider is designed to fit into the new Sport Class category for Standard and/or 1-2 gliders which still offer ex cell en t performance. The A7vt is the new intermediate glider from Flight Design. It has the appearance and performance of a high-performance glider, but can be launched easily and offers great security and stability. The B5vt is Flight Design's new highperformance paraglider, and performance and aesthetics were a priority during development. Although the glider is easy to launch and offers a secure feeling, this highaspect-ratio glider was designed for top performance, a large speed range and sensitive handling for the cross-country pilot. Contact: North American Flight Design, (509) 925-5565, www.fun2fly.com, napi@fun2fly.com.

RED BULL WINGS OVER ASPEN TO RETURN TO ASPEN LABOR DAY WEEKEND ne hundred of the world's finest paragliding and hang gliding pilots will return to Aspen chis September 2-8 for the

JULY/AUGUST

1999

second annual Red Bull Wings Over Aspen. The six-day event will serve as the United Scates Hang Gliding Association (USHGA) National Championships of Paragliding, and is to include cross-country paragliding, hang gliding aerobatics, and skydiving expositions. Athletes will compete for a cash purse of $25,000. Prominent pilots expected to compete include defending champions Andy Hediger of Switzerland and Claire Bernier of France, both top competitors on the Paragliding World Cup (PWCA) circuit. Americans Othar Lawrence, and Chris Santacroce of Carbondale, CO; Mitch McAleer of Lake Elsinore, CA; and Chris Davenport, of Aspen, CO, are all expected to pose strong showings in chis year's competition. Said Lawrence, the 1997 U.S. National Champion, "The sport here is in its infancy. Aspen hosted the Nationals in 1993 and 1994, and it's great to have it back and as strong as ever. If last year's competition was any indication, I'd say paragliding is really gaining some recognition in the U.S. Besides the daily competition, two earlyevening hang gliding and paragliding aerobatics demonstrations will light up the skies over Aspen, highlighted by the Red Bull Aero Team, Europe's number-one paragliding team. The hang gliding event is a fourday freestyle competition open to any experienced hang glider pilot. Pilots will launch from the top of Aspen Mountain and fly 2,500 feet to the valley floor. A panel of five judges will score pilots on maneuvers including loops, wingovers, stalls, dives and spins. Finally, Frank Gambalie, the numberone U.S. base-jumper is expected to make another cameo appearance. Gambalie wowed crowds at last year's event as he released from a tandem paragliding flight. Frank has gained international notoriety, having jumped from countless bridges, cliffs and skyscrapers worldwide. Red Bull Wings Over Aspen is sponsored by Red Bull Energy Drink, Aspen Club Lodge, Aspen Paragliding and Expeditions, Aspen Skiing Co., and Parapente Aspen. Press amenities and credentials will be available at the Aspen Club Lodge. Entry forms, photos and additional information are available online at www.aspen.com/rbwoa.

NEW TANDEM DISTANCE RECORD

n June 8 Will Gadd, U.S. World Team pilot and U.S. distance record holder (179 miles, Firebird Cult) broke the

U.S. Tandem Distance Record with an incredible flight of 91 miles on a Firebird Monster. Will cowed aloft from the Hobbs, NM airport. Visit www.gravsports.com to read the whole story. Will's passenger was newly-signed-off pilot Kim Csizmazia. What a way to start flying X-C!

THE FIREBIRD BOOSTER! uper Fly, Inc. is pleased to announce that they have just received the first shipment of Firebird's new DHV-2 glider, the Booster. The Booster incorporates a revolutionary new accelerator system chat dramatically increases speed while maintaining security and stability. The new SAS (Stability At Speed) system enables the Booster to achieve an accelerated speed of 49 km/h, as tested by the DHV. The combination of V-rib construction and remarkable Firebird workmanship have created a glider chat truly is a standout in chis category. For more information contact: Super Fly, Inc. (801) 255-9595, www.firebirdusa.com.

SUPER FLY NEWS

uper Fly has many new products available chis season. They are now importing Firebird-Gin and Ozone paragliders. In the new PWC Serial Class, the Ozone Proton and the Gin Bonanza are currently in first and second place. Both gliders are rated DHV 2-3. Cross Country magazine has named Super Fly as their U.S. subscription agent. Get news from around the world! Six issues per year are $48. The New Gin Gliders Bolero has achieved a DHV 1 (even accelerated) in all sizes. According to the manufacturer, the Bolero offers uncompromised stability with great handling and performance. With a new ingenious system chat allows the pilot to feel the brakes with big ears engaged, the Bolero is touted as the safest glider available. The company announces chat the glider has already proven very popular in the U.S. with the first three shipments sold out, but more are on the way. The World Champion team of Rob Whittall, Bruce Goldsmith and John Pendry have formed Ozone Paragliders. The Electron (DHV 1-2) is the first masterpiece from this proven team. The Electron sports a perfectly clean sail, a fast trim speed (3 5 km/h), 25 cm of speed system travel (45 km/h) and a big ear riser. Super Fly has taken deposits for numerous Electrons based on the positive experiences that pilots have had during the few short weeks chat the glider has been available. Brett Pendleton

Continued on page 44.

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BEGINNER RATINGS Region 1 BRAY, JOSH: Hermiston, OR; P. Pohl OLSSON, HAKAN: Seattle, WA; E. Oman/Wild Wing PG PUCHTLER, SCOBIE: Seattle, WA; M. Eberle/North American PG REPA, ROMAN: Seatac, WA; S. Mayer/Cloud 9 PG SMITH, SHELLEY: Kitl<land, WA; L. Chirico/Chitico's Fright School VOSEN, WENDY: Beavetton, OR; D. Raybourn/HG/PG School of Oregon ZUBIRIA, SOFIA: Seattle, WA; C. Kahyaolglu/Sun Valley PG Region2 ANNICK, CHATELLANAZ: Fremont, CA; J. Lucas/Glidell GRITTON, ROBERT: Pacific Gtove, CA; H. Murphy/Surf the Sky PG KESTNER, DAVID: Santa Ctuz, CA; J. Lucas/Glidell OLSEN, BRIAN: Las Vegas, NV; K. Biernacki/Upper Limits PIEDER, CADUFF: Fremont, CA; J. Lucas/Glidell Region 3 ANDREWS, BRADFORD: Santa Barbara, CA; T. Truax/Sky Sports BOESENKO, TATIANA: San Diego, CA; K. Hong/Torrey Pines Glidetport BO LARIS, MARK: Los Angeles, CA; L. Szafaryn BOUFFARD, JOSEPH: Goleta, CA; T. Truax/Sky Sporrs BRENDL, STEFANIE: Haleiwa, HI; K. Hong/Torrey Pines Glidetport COHEN, HERB: El Cajon, CA; K. Hong/Torrey Pines Gliderport COLUCCI, EDGARD: Redondo Beach, CA; M. DeBarros/Atmosphere PG FRIEDERICHS, JACQUE: Laguna Niguel, CA; J. Williams/Air America PG JOHNSON, MARK: Encinitas, CA; D. Jebb/Torrey Pines Gliderport LENNANE, TIM: Torrance, CA; T. Nelson/Thermal Dynamics PG LUNDBY, STEIN: San Diego, CA; K. Hong/Torrey Pines Gliderport SANTORO, BOB: Santa Barbara, CA; C. Bastian/Fly Above All SMITH, PATRICK: Murrieta, CA; K. Hong/Torrey Pines Gliderport WICK, LARRY: Oceanside, CA; K. Hong/Torrey Pines Gliderport Region 4 BEYERS, THOMAS: Lake Havasu Cry, AZ; K. Biernakci/Upper Limits HANSEN, CONLY: N Logan, UT; K.Hudonjorgensen/Two Can Fly HANSEN, LARED: N Logan, UT; K.Hudonjorgensen/Two Can Fly KRIVKAJR, MILOS: Salt Lake City, UT; S. Mayer/Cloud 9 PG PRENTICE, DAVID: Albuquerque, NM; W. Smith/Mm Flyers PG VOISIN, DIDIER: Boulder, CO; G. Banks/Parasoft PG Region 5 GOMEZ, ANTONIO: Ketchum, ID; D. Frank/The Papa Tuna Sehl of PG MOONEY, KEVIN: Boise, ID; S. Mayer/Cloud 9 PG MORCH, CHRISTIAN: Jackson, WY; S. Mayer/Cloud 9 PG Region 7 GOIN, JEFF: Naperville, IL; J. Williams/Air America PG WILSON, JEFF: Plymouth, MN; T. Bowles/Southern Skies PG Region 8 LANE, NATHAN: Killingworth, CT; S. Mayer/Cloud 9 PG Region 9 CHASE, DAVID: Dover, DE; T. Bowles/Southern Skies PG GRZESZCZAK, MAREK: Lebanon, KY; C. Bowles/Southern Skies PG MAGDIC, JOHN: Doylestown, PA; C. Bowles/Southern Skies PG WINTERS, DALE: Myerstown, PA; T. Bowles/Southern Skies PG

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Region 10 MARTIN, JR, GARMAN: Defuniak Spgs, FL; C. Bowles/Southern Skies PG MC CRANELS, CHUM: Singer Island, FL; J. Casaudoumecq/Aerolighr USA STUDER, STEVE: Wilmington, NC; C. Bowles/Southern Skies PG WADE, DON: Winder, GA; C. Bowles/Southern Skies PG Region 12 BUONAGURIO, DAVID: Carmel, NY; L. Linde/Ellenville Air Sports EBENFELD, TOBIAS: New York, NY; L. Linde/Ellenville Air Sports LINCH, CLAYTON: West Point, NY; L. Linde/Ellenville Air Sports Region 13 KARG, WOLFGANG: Germany D-99084; K. Hong/Torrey Pines Gliderport NELSON, RALPH: Canada; K. Baier/Airjunkies PG

NOVICE RATINGS Region 1 BRAY, JOSH: Hermiston, OR; P. Pohl OLSEN, KATHLEEN: Astoria, OR; R. Schmaltz/Over the Hill PG OLSSON, HAKAN: Seattle, WA; E. Oman/Wild Wing PG PUCHTLER, SCOBIE: Seattle, WA; M. Eberle/North American PG REPA, ROMAN: Seatac, WA; S. Mayer/Cloud 9 PG SMITH, SHELLEY: Kirkland, WA; L. Chirico/Chirico's Fright School VOSEN, WENDY: Beaverton, OR; D. Raybourn/HG/PG School of Oregon ZUBIRIA, SOFIA: Seattle, WA; C. Kahyaolglu/Sun Valley PG Region 2 ANNICK, CHATELLANAZ: Fremont, CA; J. Lucas/Glidell GRITTON, ROBERT: Pacific Grove, CA; H. Murphy/Surf the Sky PG OLSEN, BRIAN: Las Vegas, NV; K. Biernacki/Upper Limits PIEDER, CADUFF: Fremont, CA; J. Lucas/Glidell Region 3 ANDREWS, BRADFORD: Santa Barbara, CA; T. Truax/Sky Sports BOLARIS, MARK: Los Angeles, CA; L. Szafaryn BOUFFARD, JOSEPH: Goleta, CA; T. Truax/Sky Sports BRENDL, STEFANIE: Haleiwa, HI; K. Hong/Torrey Pines Gliderport COLUCCI, EDGARD: Redondo Beach, CA; M. DeBarros/Atmosphere PG JOHNSON, MARK: Encinitas, CA; D. Jebb/Torrey Pines Gliderport LENNANE, TIM: Torrance, CA; T. Nelson/Thermal Dynamics PG SANTORO, BOB: Santa Barbara, CA; C. Bastian/Fly Above All SIMPSON, ST JOHN: Corona Del Mar, CA; J. Williams/Air America PG VULTEE, FORREST: San Diego, CA; K. Hong/Torrey Pines Gliderpott WICK, LARRY: Oceanside, CA; K. Hong/Torrey Pines Gliderporr Region4 HANSEN, CONLY: N Logan, UT; K.Hudonjorgensen/Two Can Fly HANSEN, LARED: N Logan, UT; K.Hudonjorgensen/Two Can Fly KRIVKAJR, MILOS: Salt Lal(e City, UT; S. Mayer/Cloud 9 PG PAINTER, JAMES: Durango, CO; M. De Vietti/Dixon's Airplay PG PRENTICE, DAYID: Albuquerque, NM; W. Smith/Mm Flyers PG VOISIN, DIDIER: Boulder, CO; G. Banks/Parasoft PG

Region 5 GOMEZ, ANTONIO: Ketchum, ID; D. Frank/The Papa Tuna Sehl of PG MOONEY, KEVIN: Boise, ID; S. Mayer/Cloud 9 PG MORCH, CHRISTIAN: Jackson, WY; S. Mayer/Cloud 9 PG Region8 LANE, NATHAN: Killingworth, CT; S. Mayer/Cloud 9 PG Region 9 CARTER, KERMON: Daleville, VA; C. Bowles/Southern Skies PG CHASE, DAVID: Dover, DE; T. Bowles/Southern Skies PG DENNIS, LARRY: Daleville, VA; T. Bowles/Southern Skies PG MAGDIC, JOHN: Doylestown, PA; C. Bowles/Southern Skies PG WINTERS, DALE: Myerstown, PA; T. Bowles/Southern Skies PG Region 10 MARTIN, JR, GARMAN: Defuniak Spgs, FL; C. Bowles/Southern Skies PG MC CRANELS, CHUM: Singer Island, FL; J. Casaudoumecq/Aerolight USA WADE, DON: Winder, GA; C. Bowles/Southern Skies PG Region 12 BUONAGURIO, DAVID: Carmel, NY; L. Linde/Eastcoast PG EBENFELD, TOBIAS: New York, NY; L. Linde/Ellenville Air Sports KUPEC, IVETA: Brooklyn, NY; H. Comfort/The Soaring Center LINCH, CLAYTON: West Point, NY; L. Linde/Ellenville Air Sporrs Region 13 NELSON, RALPH: Canada; K. Baier/Airjunkies PG

Region 5 IANTUONO, DAVE: Jackson, WY; T. Bartlett/Peak PG JENSEN, LEVI: Moore, ID; F. Gillette/Magic Valley Gliders JOHNSON HI, HARRY: Bozeman, MT; B. Hamler/Golden Eagle PG SAEZ, STEVEN: Jackson, WY; C. Warren/Wind Dance Region 7 PETERSON, ALEX: Long Lake, MN; D. White/Dixon's Airplay PG Region 10 PERRY, JR, GORDON: Kissimmee, FL; J. Casaudoumecq/Aerolight USA Region 12 EBENFELD, TOBIAS: New York, NY; L. Linde/Ellenville Air Sports

ADVANCED RATINGS Region l DE LISLE, BEN: Bellvue, WA; L. Chirico/Chirico's Fright School KEANE, PETER: Bend, OR; G. Young/Lu-Zr Sports Region 2 ANNICK, CHATELLANAZ: Fremont, CA; J. Lucas/Glidell PIEDER, CADUFF: Fremont, CA; J. Lucas/Glidell Region 4 KENDALL, MESSMORE: Ridgway, CO; S. MacLowry/Paraglide Telluride SOMERS, LEONARD: Littleton, CO; L. Chirico/Chirico's Fright School VOISIN, DIDIER: Boulder, CO; G. Banks/Parasoft PG

INTERMEDIATE RATINGS Region l EADES, CHRIS: Marcola, OR; R. Schmaltz/Over The Hill PG JENKS, JESSE: Port Townsend, WA; K. Biernacki/Upper Limits KRASKE, LMT, JOHN: Kirkland, WA; L. Chirico/Chirico's Fright School NAUCLER, SCOTT: Seattle, WA; L. Chirico/Chirico's Fright School OLSSON, HAKAN: Seattle, WA; E. Oman/Wild Wing PG STIPAK, BRIAN: Portland, OR; S. Rori/Mt. Bachelor PG Region 2 ANNICK, CHATELLANAZ: Fremont, CA; J. Lucas/Glidell HUMES, PETER: Glen Ellen, CA; K. Castle/Awesome Air PIEDER, CADUFF: Fremont, CA; J. Lucas/Glidell Region3 AYALA, MANUEL: Paramount, CA; M. DeBarros/Atmosphere PG BRENDL, STEFANIE: Haleiwa, HI; K. Hong/Torrey Pines Gliderport KEMP, SCOTT: San Diego, CA; K. Hong/Torrey Pines Gliderport KERCH, STEPHEN: San Diego, CA; D. Jebb/Torrey Pines Gliderport NIMMO, BILL: San Diego, CA; K. Hong/Torrey Pines Gliderport Region 4 BRODBECK, TODD: Breckenridge, CO; S. Mayer/Cloud 9 PG BROWN, WESLEY: Salt Lake City, UT; K.Hudonjorgensen/Two Can Fly KINNEY, MIKE: Farmington, UT; K.Hudonjorgensen/Two Can Fly VOISIN, DIDIER: Boulder, CO; G. Banks/Parasoft PG

Region 5 KAHYAOGLU, CENAP: Ketchum, ID; C. Santacroce/Super Fly Boyz

TANDEM ONE RATINGS Region l THOMPSON, RICHARD: Newberg, OR; G. Young/Lu-Zr Sports Region2 COMPTON, SONNY JIM: San Francisco, CA; P. Hirst/Para Sport GASPARIAN, SCOTT: San Francisco, CA; P. Hirst/Para Sport LADES, MARTIN: Livermore, CA; P. Hirst/Para Sport NEPHEW, JILL: Sebastopol, CA; P. Hirst/Para Sport Region 5 REED, MICHAEL: Jackson, WY; M. Gutierrez/Blas Del Hombre

TANDEM INSTRUCTOR RATINGS Region 3 SCHOYEN, ROLF: Goleta, CA; C. Santacroce/Super Fly Boyz Region 5 RUSSO, THOMAS: Teton Village, WY; K.Hudonjorgensen/Two Can Fly

PARAGLIDING

For the 1999-00 winter season, Thermal Tracker Aero-Sports will be carrying on the Vales I Pro-Design tradition of Winter getaway tours to the beautiful, aweinspiring mountains and coastal regions of /Ecuador.

1999 TOP 10 SCHOOL/CLUB LEADERS IN BEGINNER (PARA 1) RATINGS ISSUED

tel". portunilies will abound, with time

RANK SCHOOL. ........................................ BEGINNER Torrey Pines Gliderport ................................... 28 2 Dixon's Airplay Paragliding ............................. 25 3 Southern Skies Paragliding .............................. 23 4 Cloud 9 Paragliding ........................................ 22 5 Paraglide Washington ........................................ 8 6 Ellenville Air Sports .......................................... 7 6 Glidell ............................................................... 7 7 Fly Above All .................................................... 6 7 Air Apparent ..................................................... 6 7 Thermal Tracker ................................................ 6

1999 TOP l O SCHOOL/CLUB LEADERS IN NOVICE (PARA 2) RATINGS ISSUED RANK SCHOOL ............................................. NOVICE Southern Skies Paragliding .............................. 26 2 Cloud 9 Paragliding ........................................ 22 3 Dixon s Airplay Paragliding ............................. 18 4 Torrey Pines Gliderport ................................... 15 5 Parasoft Paragliding ......................................... 11 6 Thermal Tracker Paragliding ............................. 7 6 Chirico's Fright School.. ................................... .7 6 The Soaring Center. .......................................... 7 6 Ellenville Air Sports .......................................... 7 7 Two Can Fly ..................................................... 6 7 Fly Above All .................................................... 6 7 Sun Valley Paragliding ....................................... 6 7 Glidell ............................................................... 6

Rankings were compiledfrom ratings published in the January/February through July/August 1999 issues ojParagliding magazine.

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peaks in South America. We'll also spend time relaxing on the warm Ecuadorian ast: swimming, fishing smooth coastal ridge sites. For pilots and non-pilots alike, we have a strong commitment to exploring the ground based beauty of this country, from hiking to mountain biking, touring ruins to river rafting, exploring jungles to visiting indigenous markets full of crafts and textiles.

fr locar prrols/guldes wlfll Phon~LFIIX' (•4'II ) 8fi5,. 173. ·• 7: ,I[.; five consecutive y11or's e)(perlenoe leading . . "· ! .':'. • .. adventuretour$1neouodor•. 1 .· ; THIRMAl.:mAOUR.PAftl'.OI.IE>lflll«U1 Group S1Ze$ are limited to pron)ote qualll'i, ·. · • AEFl0'8POATS .· :::: . so reservee~rly.to secure your space' , . ·. , , • . .·,,,.1: · •·· lnJhls wlilter's adventure! . · . . ,·. ·422f. Midway Ave. , Grants Pass, QR .•.97f2'7 ...._pa1tpartlc1Panr11.rersrrats avqflabf~•. i , thel'ml:lffi'ao(ser@bl.gfoot.pom : • • r our fours are guided

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he Paraglider Emergency Reserve Deployment System Controversy by Betty Pfeiffer

Most of the paragliding world believes that diaper (i.e., four-flap, cloverleaf) deployment systems are the best for paragliding. In examining similar deployment problems faced in military, aerospace, skydiving and hang gliding applications, we have strongly favored deployment-bag systems. he purpose of this article is to examine the pros and cons of diaper verses deployment bags for paragliding use. This article will not address ballistic deployment systems, specific parachute designs or construction techniques. We will assume that the emergency reserve is a round-style parachute. Each air sport seems to go through its own set of growing pains. With time and experience a consensus develops as to the best way to proceed. The evolution of paragliding is no different. When it comes to life-saving systems it is best to try to expedite this process as much as possible. By considering the problems and solutions experienced in similar air sports, paragliding can speed up its evolution of safety systems. The emergency reserve parachute deployment design problems unique to paragliding applications include:

Designing a system that minimizes the snatch force (force related to acceleration of the deployment system related to the velocity of the load) so as not to produce a catastrophic harness failure or injury to the pilot. • Designing a system that will get the parachute out with the least amount of altitude loss. 0

Before we can discuss deployment systems it is important to understand some basic parachute dynamics. These dynamic conditions are true no matter what the application: I) A parachute must have suspended weight in order to open. If you have no weight loading the parachute it will flail. 2) The most efficient way for a parachute to open with the least amount of altitude loss is for the following sequence of events occur: • The suspended weight, bridle, lines and canopy are stretched out in clear au. • Air enters the canopy through the air channel (center of the parachute).

Classic parachute inflation during high-speed strength test ofa High Energy QS 550.

• Designing a system that is capable of both high-speed and low-speed deployment without damaging the parachute. • Designing a system that will deploy easily when needed but avoids the possibility of accidental deployment. This is a function of handle placement and parachute container design. It will not be addressed in this article. • Designing a system that minimizes the risk of out-of-sequence deployment. • Designing a system that minimizes the risk of entanglement problems. 0 Designing a system that will maximize the chance of getting the parachute into clear air. JULY/AUGUST

1999

Diaper with line storage on the side. • The parachute inflates from the top down (similar to blowing up a balloon). • As the suspended weight decelerates, the load is transferred through all the lines symmetrically. • The parachute has a rebound action (partial deflation) before it fully inflates. 3) A parachute will organize itself and establish an equilibrium among all the forces. A properly designed parachute wants to stabilize with the suspended weight directly below it.

PARAGLIDING EMERGENCY RESERVE DEPLOYMENT SYSTEMS Currently there are two major categories of deployment systems used for paraglider emergency reserve parachutes. These are the diaper (cloverleaf, four-flap) systems and the deployment bag systems. Some manufacturers have combined elements of both deployment systems, and some have incorporated pilot chutes in their systems. For our purposes we will focus only on the main categories. DIAPER SYSTEMS The diaper deployment system typically has four flaps that overlap in the middle. The bottom flap has a bungee or cord loop that is threaded through the grommet on the edge of each flap. The diaper is held closed by a loop made with the lines or bridle of the parachute. Most paraglider diaper systems use a flat pack when folding the canopy. Essentially the parachute is stretched out on a packing table, then flaked and folded in thirds. Starting with the top of the parachute

This diaper has solved one problem with its sewn-up corners. they are Z-folded into the center square of the diaper. Some manufacturers have the lines stowed inside the diaper, others have the lines stowed into the parachute containers and some have a separate line pocket or rubber band line system attached to the outside of the diaper. No matter what line stow configuration is used, once the closing stow is released from the loop, the entire diaper opens and the total contents are exposed to the au. The diaper system emerged in the hang gliding world in the l 970's, but most parachute manufacturers quickly went to a deployment bag arrangement. Embury Sky Systems used a version that had a skirt restraint system with their Rapid Deployment Parachute (RDP). The skirt restraint system held the canopy closed until the vent cap pulled the parachute to full stretch. This was important in helping to stage the deployment sequence. The diaper systems we are seeing with paragliders have no such skirt restraint systems. Diaper deployment system advantages are: 1) They are easy to pack. 2) They can be flat folded and therefore take up less room in the container. Diaper deployment system disadvantages are: 1) The total contents are exposed to the air at the same time. This can cause out-of-sequence deployments. Since the parachute can come out of the diaper in a disordered fashion there is no way of knowing what part of the parachute will catch the air first. The likelihood of a parachute being in an odd

Flat diaper, open. position when it reaches the air is very great when using a diaper. For example, if the parachute experiences partial canopy opening before achieving full line stretch the result can be line-overs, inversions, partial inversions or entanglement between parachute parts. All of these malfunctions can cause damage to the parachute or lines. All of these malfunctions will require more altitude loss and a higher rate of descent while the parachute organizes itself. 2) The distance you can throw the diaper with the parachute still enclosed is determined by how much free bridle or line is stowed outside the diaper. For example, if you leave arms length outside the diaper, your parachute will always be exposed to the air at that distance. If you store a great length of lines in your parachute container, as soon as you pull your deployment handle and the container opens, all the line can drop out. Here again you risk entanglement problems. 3) A parachute packed in flat diaper systems can start to escape through the corner section before the lines have come to full extension. Many manufacturers have addressed this problem by sewing up the corners of the diaper. 4) Lines stowed inside the diaper can get wedged between the flaps and go through the bungee, thus locking the diaper and not allowing it to open properly. 5) The lines can wrap around the cloth and have a negative effect on the deployment. 6) The diaper, once opened, will not contain the mass of the parachute and PARAGLIDING

The flat diaper system leaves chute and lines vulnerable to premature extraction. therefore cannot help pull the parachute to full extension. DEPLOYMENT BAG SYSTEMS The typical deployment bag has two compartments separated by a short flap. A larger flap closes off both compartments and contains most of the lines and sometimes even a small part of the bridle. When packing a parachute in a typical deployment bag, the parachute is stretched out, flaked and folded in the traditional manner. Starting at the apex (top) the parachute is S-folded (snaked) into the large compartment. This compartment is closed off with a short flap. Rubber bands that are threaded through the grommets on the flap are held shut with loops of line from the parachute. The remainder of the parachute line is S-folded into the line compartment. The final flap closes off both the parachute and line compartments with a rubber band loop arrangement locked in place with more parachute line or the parachute bridle, depending on the harness. (Note: Rubber bands used for this are stretchy and break below 25 lbs. Skydiving rubber bands are not appropriate for this application.) Deployment bags have been used in many different parachute applications since the l 940's. In the late l 970's hang glider reserve manufacturers favored the deployment bags. The parachute was locked into the deployment bag with lines stowed through rubber bands. The rest of the lines were stowed in rubber bands on the outside of the deployment bags. This design evolved to enclose the lines in a separate line pocket. To extract the parachute from the JULY/AUGUST

1999

Deployment bag sequence. 1) Lines extracting from line pocket. deployment bag the pilot throws the deployment bag into clear air. When the bridle reaches full stretch it releases the line compartment. As the lines reach full stretch the canopy compartment opens, the canopy snakes out of the deployment bag skirt-first. As the skirt is exposed to the air, air is directed into the air channel and the parachute is ready to inflate. Advantages of the deployment bag: 1) The deployment bag helps to organize the deployment sequence, thus providing repeatable, predictable, reliable deployments, reducing the risk of malfunction or parachute damage during the deployment process. The importance of controlling the stages of deployment cannot be overemphasized. In his book, Parachute Recovery Systems Design Manual (page 62), T.W Knacke describes a good parachute deployment system as one that "minimizes the parachute snatch force by controlling incrementally the deployment of the parachute, and by keeping the parachute canopy closed until line stretch occurs." He continues to discuss the importance of keeping tension on all parts of the deploying parachute: "Fluttering causes entanglement, canopy damage, line-overs and canopy inversions." A good sequenced deployment " ... minimizes opening time and opening-force scatter caused by irregularities and delayed action during parachute deployment and inflation. Parachute and riser should be stored in a textile envelope for protection during deployment, and to ensure a controlled deployment the

2) Lines out ofline pocket, about to open canopy compartment. deployment bag should have separate compartments for the canopy, suspension lines and, if required, for the riser." Deployment bags do all of this. 2) The pilot can throw the deployment bag a great distance before the canopy is extracted, thus increasing the chance of clearing the disabled paraglider and getting the reserve parachute into clear air. This works because the mass of the parachute remains in the deployment bag until it is in the proper position for release. Without that extra mass weighting the deployment bag, the pilot would not get the desired effect from a good strong throw. 3) The majority of the parachute and lines are protected from dirt that can cause abrasion while in the parachute container. 4) The deployment bag protects the parachute as it goes through the disabled glider.

Disadvantages ofthe deployment bag: 1) If the deployment bag is the old style with the opening at the bottom and if the rubber bands are not properly maintained, the rubber bands can break prematurely and allow the parachute to fall out of the deployment bag before you have full line extension.

If all this is true why is the rest of the paragliding world supporting diapers? Diaper supporters have voiced the opinion that in low-speed situations it is important to have as much parachute exposed to the air as quickly as possible. The idea is that the more parachute you have out in the air the faster you will

3) Parachute extracts from canopy compartment skirt first.

4) Parachute canopy snakes out ofcanopy compartment.

5) Top ofparachute is !£l5t to leave the deployment bag.

decelerate. The reality is that it does not matter how much parachute is in the air; until you load that parachute it is not doing you a bit of good. With a deployment bag, the pilot has a good opportunity to throw the parachute to full line stretch. The stronger the throw the farther the deployment bag will travel and the quicker the parachute will snake out. The diaper does not have this advantage. Even with a good strong throw, once the diaper opens, the parachute does not have to reach full line stretch before the canopy is exposed to air. Here again you risk malfunctions. Here again you will lose more altitude waiting for a parachute to organize itself than you will with a controlled deployment forced by using a staged deployment bag. Remember that parachute material is very fragile. During the process of organizing itself, a parachute can be damaged. Nylon rubbing on nylon causes friction which can cause heat and damage. Another argument offered by diaper supporters is that parachutes using a diaper open faster than those packed in a deployment bag. A IO-year study was conducted by the Army at Fort Bragg focusing on the use of anti-inversion netting. A byproduct of this study was information related to the importance of controlling the skirt of the parachute during the inflation process. It was concluded that controlled deployments, such as those produced with the use of a deployment bag, increase the reliability of parachute openings. Uncontrolled deployments, such as those produced with diaper systems, increase the chance of inconsistent deployment times. The diaper

opening time can be up to 0.1 second faster than a deployment bag or one or more seconds slower. The deployment bag is consistent, and that is the key. The final issue we need to address is that relating to the speed you are falling when you make the decision to deploy. At higher speeds both deployment systems seem to work. At lower speeds the chance of entanglement or out-of-sequence deployment is greatly increased by exposing the parachute to the airflow as with a diaper system. You need only view reallife paragliding emergency deployments on video, frame by frame, to understand how close many pilots have come to very unhappy endings. To date, paraglider pilots have been very lucky in their use of emergency reserve parachutes. We must be careful not to rely on luck, and continue to learn as much about our reserve parachute systems as possible. Unfortunately, too many pilots have the attitude that they will never experience an emergency situation. Too many pilots do not anticipate what can happen because it has never happened before.

measured what you need to know about your parachute and deployment system. Emergency reserve parachute manufacturers, High Energy Sports and Free Flight Enterprises, both believe that the best way to see how a parachute behaves in the air is to test it out of an airplane, using objective instrumentation to determine the rate of descent and flight characteristics. The best way to determine the strength and stability is to throw it out of an airplane with a torso dummy (weight), thus initiating a cross-stream deployment. By increasing the speed of the plane you can increase the load placed on different components of the parachute. This is how both companies test their hang gliding and paragliding reserve parachutes. Some important topics we did not discuss in this article, but which certainly deserve mention, include harness and deployment system handle access and compatibility, bridle routing on paraglider harnesses, structural integrity of paraglider harnesses to withstand highspeed parachute deployments, and parachute construction and performance. As a proactive pilot you need to triple-check your system and ask questions about anything that does not make sense. The manufacturer should be able to easily explain to you why particular design decisions were made. Fly safely.

In closing I would like to say a word about DHV certification. As a paraglider pilot you need to rely on the word of the experts for many aspects of your equipment. You also need to understand the strengths and limitations of your equipment. Often we feel safer with a product that has been "certified." When it comes to paraglider deployment systems and parachutes (i.e., safety systems designed to save your life), you need to be proactive and learn how your equipment was tested. You must then decide if the test really

Special thanks to Gary Douris, Bill Gargano, Chuck Embury, Jody Lucas, the San Francisco Bay Area paraglider pilots, and everyone who helped bring this issue to the forefront. II

PARAGLIDING

Test Flight, Observations and Opinions About the New Swing DHV-1 Arcus Distributed by Wills Wing

by Rob von Zabern photos by Martin Scheel PILOT REPORT

ver the last few years I have enjoyed the performance and safety DHV 2-3 gliders have to offer, so when I was handed a new Swing Arcus and asked to write my opinions and observations I wondered just how excited I could get about a DHV-1, entry-level glider. Well, I was quite surprised. The performance and flying enjoyment offered by Swing's new Arcus exceeded my expectations - so much so that I felt it necessary to reestablish a current point of reference regarding entry-level wings. I arranged to fly two other very popular and excellent beginner wings alongside the Arcus: rhe Adas from Edel and the Ignition from Firebird. All three gliders were flown in the same locations, at the same times , in the same conditions, and Continued on page 33. JULY/AUGUST

1999

r tur

his past February Howard Travers had these matters and more on his mind when he journeyed to Australia to set world records. Howard is a mild-mannered Englishman with a dazzling smile and the appearance more of a proper British banker than a world-class athlete. But Howard has been on the British team and was instrumental in bringing paragliding competition to Britain. Howard exudes a certain elan and jocularity that may partially conceal what it takes to set world records: an iron will.

A paraglider is perhaps the per.feet adventure machine. It packs more compactly than a bicycle or a kayak and in a pinch you can sleep in the easy chair harness and cover up with the canopy. You might crinkle all night long, but you'll survive. These are serious considerations when planing expeditions in the Australian outback. ·Howard flying tandem high above the Bunda ledge. INSET: Howard Travers poses in front ofthe Bunda cliffs · disappearing in the·mist.

THE END OF NOWHERE It's a long way from Adelaide to Perth, two large cities at opposite ends of the Australian south coast. There's not much in between but bush, bush and bush. The Great Australian Bight is a huge bend along this southern coast which looks as if a mega-sea monster took a great reptilian bite. The land along the bight is as flat as a sky-bum's bank account. It is covered with mulga and spinifex with the only bumps in the terrain being kangaroos, wombats, lizards and snakes. Habitations are few and far between, with the settlements mainly consisting of truck stops. In fact, the road map lists the towns only as motels or road houses along a 500-km (310-mile) stretch. One town, Border Village, is of great interest. It is here at this settlement of six that pilots come to set world records. In fact, it is along this lonely stretch of outback that all the out-and-back world records for both hang gliding and paragliding, male and female, are set. The reason this area is such a gold mine is the existence of the 200-km (125-mile) unbroken Bunda cliff ridge standing 100 m (300 ft.) above the ocean. There are virtually no landings in the nine-foot swells below, and if the waves don't git ya the ravenous white-tipped sharks will. But any time the sea breeze blows steadily, bold, adventurous pilots are tempted to try their luck along the cliff. Some of them are more lucky than others. Item: Last year, Nicky Hamilton set off along the cliffs on an unreliable day and went down in despair but managed to land her hang glider on a rock outcropping 35 km from nowhere. She was stranded until some pilots flying later spotted her and called base. It so happens that a joint training exercise for rescue

PARAGLIDING

crews from Perth and Adelaide was taking place at the time. They were notified and they had a real-life rescue on their hands. Without such stupendous luck, Nicky's carcass might still be there alongside that of her hang glider. Item: Joel Rebbechi, another hang glider pilot, went for an absolute record by extending his flight past the area where the cliffs border the sea and drop back landward. Joel succeeded in copping a 402-km (251-mile) round-trip flight, but as luck would have it, his barograph failed, so his potential world record is only a memory. Item: Howard himself ventured out on one flight showing early promise. He covered the first 66 km (41 miles) in one hour! But then the wind veered and the lift dwindled. As Howard sank his heart rate rose until he had only seconds to make a decision to land on top and scrub the attempt, or carry on hoping for a reprieve from the inevitable. Howard hesitated, then made a dutch play by diving and using the momentum to swing his body up on the cliff shelf in an ungraceful but potentially life-saving landing.

HOWARD'S END RESULTS Howard blew into town on a dust-devil with two canopies, an Airwave XXX and an Apco Futura 42 (tandem) and little else. He had no driver and no tandem passenger. But coaxing and promises of tandem rides overcame these deficiencies. Four spelunkers were in the area and were easily talked into crewing for a world record attempt. In fact, one bold soul volunteered to be a passenger for the tandem attempt. The first record flight was a 100-km (62.5-mile) out-and-back speed attempt. Howard completed his trek after a couple of tries in a time of 3.5 hours for an average speed of nearly 30 km/h. Howard's second record was the tandem copy of the previous record. This one had never been set before on a paraglider, so Howard entered the record books by simply completing the course in 4.5 hours. Finally, chis flight also earned him the absolute out-and-back tandem distance record at 104 km (65 miles). Howard reports boredom and excitement on these flights. The terrain is harsh and a silent world surrounds you with land and sea undifferentiated as far as the JULY/AUGUST

1999

Howard cranks his glider over a southern-hemisphere beach. INSET: Howard sits on the Sup'Air-sponsored ride in front ofBorer Village. It's a long way from everywhere.

eye can see. But sink a bit in light lift and the reality of the situation comes crashing in on you in the form of reverberations from the crushing waves. Howard is quick to point out that having a passenger on such a long flight is only an asset until the inevitable boredom sets in. Then you have to use all the psychological tricks at your disposal to keep the passenger from demanding a comfort break. Lest you think that these records are easily acquired, note that typically only one day in three is reliably soarable along the cliffs. In fact, during the couple of weeks Howard was in the area, the two records came on the only two good days. Granted, if the wind is blowing lift is abundant, but often conditions change rapidly and you have an equally dramatic personality change to cope with: You go from a self-confident king of the outback

to a weak-kneed simpering twit, staring at the jaws of death. Gathering world records in this neck of the desert requires fortitude, patience and a bit of devil-maycare dash and polish. When the south wind harries the Great Australian Bight and kicks up dust that drifts forever across the Nullabor plain, look for a lonely pilot plying his (or her) way along the crumbling Bunda cliffs. The quest is for world records, world glory, or simply the challenges of a lifetime. Howard met the challenge and ended up a hero. No doubt he will be followed by others looking to mine the gold that surely lies in the hills. Like so many real miners before them who either struck a lode or went bust, these pilots will endure hardships all for a dream and the promise of adventure. 1111111

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2000 USHGA Regional Director Nominations Solicited USHGA is issuing its annual call for nominations to the national Board of Directors. Eleven positions are open for election in November 1999 for a two-year term beginning January 2000. USHGA members seeking position on the ballot should send to headquarters for receipt no later than August 20, 1999 the following information: name and USHGA number, photo and resume (one page containing the candidate's hang/paragliding activities and viewpoints, written consent to be nominated and that they will serve if elected). Candidates must be nominated by at least three USHGA members residing in the candidate's region. Nominations are needed in the following regions. The current Directors, whose terms are up for reelection in 2000, are listed below. Ballots will be distributed with the November issue of HANG GLIDING and the November/December issue of PARAGLIDING magazines. USHGA needs the very best volunteers to help guide the safe development and growth of the sport. Forward candidate material for receipt no later than August 20 to: USHGA, PO Box 1330, Colorado Springs CO 80901-1330. Reg#

6 9

Current Director Steve Roti Russ Locke Scott Gasparian John Greynald Gregg Lawless Jim Zeiset Frank Gillette Jeff Sinason Pete Lehmann

Matt Taber

Dave Broyles

3 4 5

States within region Alaska, Oregon, Washington Northern California, Nevada Southern California, Hawaii Arizona, Colorado, El Paso TX, New Mexico, Utah Idaho, Montana, Wyoming Kansas, Missouri, Oklahoma, Nebraska, Arkansas Washington DC, Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, West Virginia Alabama, Florida, Georgia, Mississippi, North Carolina, South Carolina, Tennessee, Virgin Islands, Puerto Rico Texas (excluding El Paso), Louisiana

The following form is for your convenience.

REGIONAL DIRECTOR ELECTION NOMINATION FORM I hereby nominate ___________________ Director for Region #_ _ _ __

________ as a candidate for Regional

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

2000 Regional Director Election if three nominations are received by August 20, 1999. NAME- - -

- - - - - - - - - - - ~USHGA#

- - - - - REGION#

SWING ARCUS Continued ftom page 27 put through the same types of maneuvers. First, here are some interesting comparisons of manufacturer specifications. The Arcus comes in three sizes (small, medium and large), with pilot and gear weight ranges of 65-85, 80-105, 95-120 kilograms respectively. The Ignition

A.Reus COMMENTS by Mark "Forger" Stucky Many of you may know that I make my living testing new, cutting-edge technologies on fast-moving jets, but when it comes to paragliding I'm strictly a recreational pilot. My idea of fun is thermaling up at Marshall Peak, boating around for an hour and landing next to my car. I normally fly my old entry-level paraglider because it thermals well enough, handles great, and, after six years of steady use, has yet to subject me to a collapse. Over the years I've flown a few other paraglider models, and while they got better performance, they didn't handle as well and seemed more likely to subject me to an occasional unintentionally exciting ride. The day I flew the Arcus I had just flown an intermediate hang glider and the Marshall air was surprisingly active. There seemed to be' continuous eddies swirling around, requiring repeated corrections to effectively thermal. I was well aware I could have my hands full trying out an unfamiliar paraglider. I laid out the brand-new canopy and hooked it up to the equally pristine harness. I tried my best to estimate the proper length for the speed stirrup, hastily tying knots to set the length, and then got ready to practice some reverse inflations. I set up around the corner from where everyone else was preparing to launch so I wouldn't be in their way. The higher aspect ratio was immediately evident and I found I had to pay more attention to the wind orientation to get a clean inflation. I left the crosswind and cross-slope conditions and moved to the normal launch area where the wind was blowing straight in at around six mph. On my next attempt the Arcus rocketed skyward and parked itself over my head. My plan JULY/AUGUST

1999

comes in three sizes as well, and Edel offers the Atlas in four sizes. All three wings cover very similar weight ranges of 65-120 kgs. The Swing Arcus is constructed with 46 cells incorporating V-rib technology, whereas the Edel Atlas has 35 cells and the Firebird Ignition has 43, both using standard rib construction. The aspect ratio of the Arcus was 5.0, the Atlas 4.67, and the Ignition

4.9. All three gliders use a four-riser system with the Arcus sporting split Xs to facilitate big ears. Speed specifications for the Arcus showed the greatest range and highest top end at 23-49 km/h, with both the Atlas and Ignition at 21-44 km/h. All three wings are promoted as entry-level gliders, with the Arcus being DHV 1 in sizes medium and large and DHV 1-2 in the small size. The Atlas

was to kite it for a few minutes but it was so stable and so beautiful overhead that I couldn't resist its call for flight, so I rotated downhill, leaned forward, and simply levitated. I was near the top of the gradual slope so I knew I would have to do several touch and goes until I reached the steeper paraglider launch area. My feet, however, never touched terra flrma again. "Okay, it has an impressive glide! " I thought. In a few short moments I cleared the lip, the ground dropped away, and the vario started slowly chirping. Initiating a turn I noted higher brake forces but less required movement than what I was used to. I found I could hook the thumb of the lower brake hand under my shoulder strap for effortless thermaling. The turns coordinated beautifully and weight shifr was very effective for maximizing turn performance. Afrer what seemed like a few moments I was a grand over takeoff and definitely enjoying life. With ample altitude I could take the time to adjust the harness from the extreme upright attitude in which it was set to a more relaxed reclined position. My speed bar stirrup was way too short and required undoing the clumsy knots I had tied on launch. This was easier said than done, and for several minutes I boated around with both hands working on the knots and the glider left to its own devices. During that entire time the Arcus merrily stayed on track, stayed stable, and responded to my weight shift as if it was on "thought control." Eventually I had everything adjusted correctly and set out to see what the glider could really do. Depressing the speed bar, I was impressed with the speed range and amazed at the glide I was achieving at the top end. I next tried big ears. The split A-risers make it easy to pull down the tips, but trying to collapse more of the wing by pulling additional lines was difficult. Obviously, on this glider, normal "ears" is

meant as a means to degrade an approach glide, not a method to get down quickly. When released, the ears would sometimes hesitate to fully inflate but would instantly spring into shape if I used a momentary brake application. I next tried asymmetric collapses by pulling in one ear and as much additional A-lines as I could grab. I was dumbfounded to discover that no conscious weight shift was required to maintain heading! To make sure I wasn't missing something I repeated the asymmetric collapse on the other side with the same results. "Simply amazing," I mentally exclaimed. Next I tried a B-line stall. The line pressure was straightforward and the glider slowed and began a very rapid descent. I immediately brought the lines back up and the glider smoothly began flying without any tendency to surge. In fact, throughout the flight the glider seemed naturally resistant to what I had previously thought were normal canopy surge responses to lifting and sinking air. Unfortunately, I had to get home, so I again pulled on the B-risers and this time rocketed all the way down to a couple of hundred feet AGL. I then used big ears to control my glide to a soft landing right next to the truck. I love this glider. My hat is off to the Swing designers and Wills Wing for bringing such a beautiful aircraft to the market. During this entire flight I never felt myself doing what I would call active piloting. Despite what I had considered turbulent air, the Arcus never hinted at any tendency to surge or collapse. I never expected that a beginner paraglider could have such a fantastic combination of great thermaling performance, eye-watering speed capability, rock-solid stability, and carefree maneuvering. The Arcus is my idea of a flying dream come true. Ill

and Ignition are DHV 1-2 in all sizes. I flew the large size of all three gliders hooked in at the upper third of the weight range.

GETTING READY Laying out the Arcus revealed a wellconstructed, good-looking glider. All three gliders have a similar number of lines with only the Arcus utilizing V-rib technology, as mentioned. The Arcus's V-ribs, higher aspect ratio and smooth finish make it look more like a sport or performance class glider than a DHV 1 beginner wing. The risers and lines are laid out nicely and clearly color-coded, making the Ns, D's and split Ns easy to locate. Toggles are attached using snaps, and the brake handles are a little long, stiff and small in diameter for my big hands. Better are the semi-pliant handles that are more comfortable in wraps and the little magnet holders used by some other manufacturers. Call me spoiled. The glider inflated and pulled up straight without fear of overshooting. Inflating reverse or forward and kiting all three gliders was about as easy as it gets. My compliments to all the designers. They have done a fine job improving these gliders over the years. Kiting the Arcus Ns and D's up a shallow hill with the trailing edge only five or ten feet off the ground was very easy. IN THE AIR I flew all three gliders in both strong Marshall midday thermal conditions and the smooth air at Torrey Pines. Thermaling at Marshall in strong midday conditions was enjoyable and relatively stress free. The Arcus was pitch stable even when I purposely under-pressurized the wing and minimized active surge control. It seemingly knew it belonged overhead. Given more input, the glider was rock solid.

Thermaling slow and flat or tight in a small core felt natural and was equally as easy. The Arcus uses a 3: 1-ratio speed system requiring longer bar travel than a 2: 1 system, but it functions much more smoothly than those of most gliders I have flown. An adjustable or ladder-type speed bar would be useful for gliders with a 3: 1 system. Nailing the speed system pitched the glider forward without diving, only to produce an impressive breeze past my face and a respectable glide. The speed range is uniquely

impressive and was noticeably better. It feels safe and comfortable when flying slow, and when you get on the bar the 49 km/h top end is just as fast as, or faster than , that of some DHV 2-3 performance-class gliders - while remaining solid! Any student will be able to extend this "beginner" wing's useful life because he can move into X-C flying with the confidence to go downrange

and not just hang out in the sky. MANEUVERS I performed a variety of maneuvers on all three gliders and they all did well, recovering with minimal or no input. The split A-riser on the Arcus is a nice touch, allowing big ears without even looking up. Ears were easy and rolled out without input. A large asymmetric collapse rolled out positively and smoothly upon release. The glider heading during asymmetries that were purposely held in were easily controlled with weight shift and opposite brake. An induced full-frontal caused a stable rolling up of the leading edge against the lines, and the remainder of the wing continued flying smoothly and straight. The more I pulled in on the Ns, the more leading edge that tucked, and although now descending quickly with a large, crumbled leading edge, the glider did not pitch about and remained in a stable flying state. Reinflation rolled out quickly without any conspicuous surge or need for input. This stability was notable with the Arcus. Very, very cool. Spin attempts without a wrap resulted in a spiral on all three gliders. It was necessary to take a wrap or two to bring them negative or initiate a stall. One very good, unique thing I noticed: There is a point where the Arcus's brake pressure is dramatically increased prior to going negative. It's like there is an obvious stop beyond which you must physically shove the toggle to make it spin. The same characteristic was noticed when stalling the glider. I consider this a safe characteristic. B-line stalls were easy to initiate and stable in descent. Recovery was positive, reassuring, and there was less surge than PARAGLIDING

I would have expected. Wingovers and spirals initiated well and exited easily without incident, and were truly a lot of fun.

CONCLUSION I really enjoyed flying all of these gliders, and all of the designers are truly to be

WARNING - UNSAFE FLYING CONDITIONS AHEAD

by Mike Meier, Wills Wing; Inc. We at Wills Wing are very excited about the latest paragliding technology, and we are very gratified at the extremely enthusiastic pilot response to the extraordinary combination of performance and stability represented in the new Arcus model. At the same time, we would like to sound a note of caution. A paraglider - any paraglider - is an aircraft of extremely limited capability with regard to wind and turbulence. As a lightly loaded, relatively highaspecMatio, ram-air-inflated wing, a paraglider is highly subject to spontaneous distortion or partial collapse induced by turbulence, which will result in some degree of both increased descent rate and loss of control. Should this occur close to the ground, an impact at a speed high enough to cause injury or death is not unlikely. Throughout the history of hang gliding - and we include paragliding in the term "hang gliding" - there has been a tendency for pilots to push the limits of the capabilities of their aircraft. This has always been a significant cause of accidents, injury and death, and that situation continues today. Manufacturers have, throughout the years, striven to improve both the performance and the airworthiness of their aircraft, and in many ways have achieved notable success. It has been frustrating, however, to watch as pilots have taken the increased strength, stability and performance capabilities of their new aircraft and, rather than use them to improve their safety margins, use them to push the envelope still further in terms of the weather conditions and sites they fly, and the tasks they attempt. When hang gliding exploded in popularity in the early 1970's, many soaring pilots looked at the basic nature of our craft and attempted to sound a note of caution about

JULY/AUGUST

1999

commended! However, Swing's Arcus has raised the bar with this newly released entry-level glider - all the speed, performance and looks of a performance wing in a DHV l glider. Students choosing this glider will likely wear it out rather than sell it for more

performance as they progress down the line. Advanced pilots will rediscover the sheer fun of safe flying without feeling overly restricted. My 2-3 is going to have to share airtime with the Arcus as I ended up buying one myself. !a

their unsuitability for strong weather conditions. Dr. Paul MacCready, Jr. wrote a very thorough and somewhat technical article which was published in Ground Skimmer magazine in January of 1975, and republished in Hang Gliding magazine in January of 1978, in which he analyzed and warned of the dangers of flying hang gliders in strong weather conditions. I will not revisit the technical aspects of his article here, but it is instructive to look at a few of his main conclusions: "Strong winds, with strong solar heating, over rough terrain, is simply not an acceptable hang glider flight situation .... By unsafe we do not maintain that you cannot do the flight, but that the flight will be uncomfortable, and that if you give nature many opportunities to cause you severe trouble, she will eventually oblige you ....Twentyknot winds, which are often utilized to permit slope soaring, turn out to be beyond the safe limit for all but the most conservative flying at ideal sites ....A hang glider cannot be flown really safely unless the turbulence is considerably smaller than its lowest flight speeds. This would limit flight to winds of 10 knots, and sometimes even less." When warnings like this were sounded by the soaring aviation "establishment," one segment of the hang gliding pilot population seemed to take it as, effectively, a challenge to their manhood, and their response was to do everything they could to "prove the old farts wrong." So we've had a 25-year history of hang glider pilots flying in extreme weather conditions, racing to goal in contests ahead of thunderstorm gust fronts, being sucked up into cumulonimbus clouds and frozen to death, being tumbled out of the sky, crashing on landing due to turbulence-induced loss of control, et cetera. When paragliding exploded in popularity in the early 1990's, many hang glider pilots warned of the dangers of flying paragliders in strong winds and midday

thermals. A segment of the paragliding community responded by taking this as, effectively, a challenge to their manhood, and their response has been to do everything they can to "prove the old farts wrong." So now we have a new medical condition called "the paraglider limp," and we've had to say goodbye to some very close friends who managed to survive hang gliding at the highest levels for 25 years but who were killed by untimely collapses in paragliders. In our opinion, history has proven Dr. MacCready far more correct than wrong. In our opinion, modern-day paragliders are at best no more capable of handling wind or turbulence than were the hang gliders of 1975, and probably not as good. (In our opinion, modern-day hang gliders are not capable of safely exceeding MacCready's suggested weather limitations by any significant degree either.) Please note that we're not trying to tell anyone what to do, or what not to do. We believe in freedom of choice. We are not particularly bothered by pilots who make an informed and conscious decision to accept a significant risk in exchange for what they perceive to be a significant reward. (We might disagree with their decision, and we might prefer they do it on somebody else's glider, but that's another issue.) What does bother us is that pilots in general tend to look at what is being done by others, in the area of pilot decision-making, as representing the standard of what is proper or advisable. In the interest oflosing as few friends as possible in the future - and we would like to consider every pilot to be a friend we would simply like to point out that in our opinion too many paraglider pilots and too many hang glider pilots are, at present, way too far over the line of safety in terms of the wind and weather conditions they choose to fly in (and, in many cases, the maneuvers they choose to perform). Thanks for listening. II

---- - - - - - -

I by Steve Roti and Gregg Lawless

o combine or not to combine, that is the question!

Before contemplating the future, let's briefly revisit the recent past of the USHGA magazines. The concept of combining Hang Gliding and Paragliding magazines has been discussed by pilots for years, ever since the USHGA absorbed the American Paragliding Association's membership back in the fall of 1992. In the spring of 1998 the USHGA Publications Committee came up with a plan to allow members to see what a combined magazine might look like. Editor Gil Dodgen made the plan a reality by putting together a 96-page test issue that was distributed to all USHGA members in July of last year. The purpose of the test issue was twofold: to give you, the members, the opportunity to see what you thought of a combined magazine, and to give the USHGA Board of Directors some actual financial dala about what it would cost to publish a combined magazine. The good news is that most of you liked it; over two-thirds of the survey cards returned expressed approval. A similar trend was found in letters that were mailed in on this topic. Based on this level of support from the membership, the Board began diving into the finances of producing a combined magazine equivalent to the July 1998 issue. The result of this analysis indicated that it was not financially possible to reproduce 12 issues equivalent to the July 1998 issue without substantially increasing the magazine budget. The difficult part of this analysis is that there are so

"Pilot opinion is important in this process. That's why we are asking you to vote on whether or not to combine the magazines. No one is attempting to force this to happen, and if the membership votes this proposal down the magazines will not be combined. Your vote is important so please take the time to return the ballot enclosed in this magazine to the USHGA office by the deadline."

many unknowns about which we must make assumptions. Such items include: How much of an increase in paragliding display and classified advertising can we expect to see with 12 issues and a larger distribution? Will subscription rates remain at the same level? Can we keep printing costs down? What can we do to lower postage costs? And, finally, how much overhead can we cut by going to one magazine as opposed to two? Our hope was that the economies of scale of printing more copies of a single magazine would allow us to afford a 96pager, but the reality was that printing and mailing approximately 80% more volume of paper each year would have increased the Association's magazine

expenses by about 20%. So we looked at other options. The option that received the most attention was an 80-page combined magazine. This option has the advantages of increasing the size of the magazine that each member receives (from 64 pages monthly for hang gliding members and from 56 pages bimonthly for paragliding members) without busting the USHGA budget. The primary disadvantage is that it's smaller than the 96page test issue so we won't be able to publish the same volume of editorial material on a monthly basis that you saw last July. Other options are to explore the costs associated with an 88-page publication (not a significant savings with the print runs being based upon 32-page counts), decrease color, or increase advertising revenue. That brings us up to the present. We need to hear from the membership as to your feelings regarding a combined magazine via a formal vote. It's not an easy question, and no matter which way the vote goes there are bound to be members who will be unhappy with the result. Right now hang gliding members get twice as many magazines as paragliding members, so it's understandable that some paraglider pilots feel the status quo is unfair. This inequity is one of the driving forces behind combining the magazines, and it is one that the Board feels needs to be resolved. Any attempt to maintain two magazines and bring a level of equity to each sector of the membership will result in a combination of increased costs to provide more paragliding coverage and/or decreasing costs by cutting back on hang gliding coverage. One of the biggest con-----------------~

PARAGLIDING

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

cerns to the hang gliding population is that if the magazines are combined, the paragliding content may begin to dominate the magazine. The current thoughts relative to a combined magazine suggest that the editorial content should reflect the membership base, i.e., the 35% paragliding population will translate into 35% paragliding editorial content. AB you consider your vote on this issue, please keep in mind that if we were to receive direction from the membership to combine the magazines, the July 1998 issue is a goal. Over the initial six months to a year you would see an evolving format as we attempt to balance the expense side of the equation with the revenue side. To address these concerns we can offer the following arguments. First, many of the articles in both Hang Gliding and Paragliding magazines are of interest to both types of pilots. In fact, those of us who have been subscribing to both magazines for years know that Gil Dodgen frequently runs worthwhile articles of general interest in both magazines. There are many articles each year that fall into this category: site information, fly-ins, weather theory, soaring techniques. Think of Dennis Pagen's book Performance Flying; although it was written for hang glider pilots, I'd estimate the more than 80% of the material in it is applicable to both types of pilots. It'll be the same in a combined magazine -- and all pilots will

stand to benefit from the cross-fertilization of ideas that will invariably occur. There's another change that may not be so obvious. In the past pilots who wanted to read both hang gliding and paragliding articles had to pay an additional $25 per year to become "dual" members and receive both magazines. If the magazines are combined they will receive approximately the same amount of editorial material in a single monthly magazine that they used to get in two magazines, and they will save $25 per year to boot. The question that is frequently asked about the proposed combined magazine is: What will it be called? That decision hasn't been made yet and likely will not be made until we determine first that its something the membership wants, and

second that we can make it work financially. If the decision is to go with a combined magazine and we are able to make it work financially, we'll come up with a name that works for the entire fusociation membership, which may involve another poll and/or vote. In the meantime, let us know what name you would like to see. There's a space on the ballot to provide us with your suggestion. Pilot opinion is important in this process. That's why we are asking you to vote on whether or not to combine the magazines. No one is attempting to force this to happen, and if the membership votes this proposal down the magazines will not be combined. Your vote is important so please take the time to return the ballot enclosed in this magazine to the USHGA office by the deadline. 111

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Combined Hang Gliding/Paragliding Magazine Ballot Deadline for receipt at USHGA Headquarters: August 20, 1999 Should the USHGA combine Hang Gliding and Paragliding into one magazine? DYES

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If yes, what should the magazine be called? _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ NAME USHGA#~~~~~~~~This form may be photocopied and faxed or mailed to USHGA at the address below, or you may e-mail a short message to ushga@ushga.org with your vote and proposed magazine name. Please put "Magazine Vote" in the subject field. NOTE: Your USHGA membership number IS REQUIRED for membership verification.

USHGA P.O. Box 1330 111

111

Colorado Springs, CO

111

80901-1330 ® FAX (719) 632-6417

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Tracie Fifer-Welch (H - 99) PO Box 8225 Jackson WY 83001 (307) 733-6823

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REGION 6 Jeff Sinason (R - 99) 12954 Ballantine Ct Saint Louis MO 63146 (314) 542-2473 jsinason@itdcomm.com

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USHGA BOARD OIF DIRECTORS REGION 1 Bill Bolosky (R - 00) 24622 SE Mirrormont Dr Issaquah WA 98027 (425) 557-7981 bolosky@microsoft.com Steve Roti ~R - 99) 3024 NE 18 Ave Portland OR 97212 (503) 284-0995 paragliding@compuserve.com Paul Klemond (L - 99) (PG Accident Chair') 3612 NE 43rd St Seattle WA 98105 (206) 525-5765 paul@kurious.org Gene Matthews (H - 00) 15308 111 1h Ave NE Bothell WA 98011 (206) 488-1443 skydog@gte.net Bob Hannah (H - 00) 9920 51 51 Ave S Seattle WA 98118 (206) 328-1104 paraskr@aol.com REGION 2 Ray Leonard (R - 00) 3650 Research Way #22 Carson City NV 89706 (775) 883-7070 advspts@pyramid.net Russ Locke (R - 99) 868 S Mary Ave Sunnyvale CA 94087 (408) 737-8745 russlocke@juno.com Scott Gasparian (R- 99) PO Box 1027 Pacifica, CA 94044-6027 (650) 218-3984 gaspo@igi.org Ed Pitman (H - 00) PO Box 188 Shasta CA 96087 (916) 359-2392 epitman@c-zone.net Ken Brown (H - 99) 1795 401h Ave San Francisco CA 94122 (415) 753-9534 kennyb2u@aol.com

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REGION 3 Ken Baier (R - 00) 253 Rodney Ave Encinitas CA 92024 (760) 753-2664 airjunkies@worldnet.att.net John Greynald (R - 99) 2774 Puesta Del Sol Santa Barbara, CA 93105 (805) 682-3483 throgrog@aol.com Gregg Lawless (R - 99) 9127 Bittercreek Ln San Diego CA 92129 (619) 484-2056 glawless@sempra-slns.com Rob Kells (H - 00) 500 Blueridge Ave Orange CA 92665 (714) 998-6359 rob@willswing.com Alan Chuculate (H - 99) 6709 Salizar St San Diego CA 92111 (619) 292-1552 g_achucu@qualcomm.com Gil Dodgen (Editor) 31441 Santa Margarita Pkwy Ste A-256 Reho Sta Marg CA 92688 (949) 888-7363 (949) 888-7464 fax gildodgen@aol.com REGION 4 Mark Ferguson (R - 00) 1173 Ridgeview Cir Broomfield CO 80020 (303) 931-8075 mark@ballvarios.com Jim Zeiset (R - 99) 13154 County Rd 140 Salida CO 81201 (719) 539-3335 jimzgreen@aol.com Larry Sanderson (H - 00) Soaring Society of America PO Box 2100 Hobbs NM 88241 (505) 392-1177 Larryssa@aol.com REGION 5 Frank Gillette (R - 99) 903 East 500 South Declo ID 83323 (208) 654-2615 Watercyn@cyberhighway.net (06/15/99)

REGION 7 Bill Bryden (R - 00) (HG Accident Chair) 6608 North 100 East Rd Seymour IN 47274 (812) 497-2327 hm bbryden@hsonline.net Dan Johnson (L - 99) 8 Dorset St St Paul MN 55118 (651) 450-0930 CumulusMan@aol.com REGION 8 Douglas Sharpe (R - 00) 401 Silver Hill Rd Concord MA 01742 (978) 318-9714 dsharpe@tiac.net Randy Adams (H - 00) PO Box 369 Claremont NH 03743 (603) 543-1760 randyadams@cyberportal.net REGION 9 Pete Lehmann (R - 99) 5811 Elgin St Pittsburgh PA 15206 (412) 661-3474 LPLehmann@aol.com Geoffrey Mumford (R - 00) APA/PPO 750 First St NE Washington DC 20002 (202) 336-6067 gmumford@apa.org

David Glover (H - 99) 1696 Creek Rd Wildwood GA 30757 (706) 675-8485 dave@hanglide.com Greg De Wolf (H - 99) PO Box 1268 Stanardsville VA 22973 (804) 990-9071 DeWolf7@aol.com John Harris (H - 00) PO Box 1839 Nags Head NC 27959 (252) 441-4124 ucanfly@outer-banks.com Steve Kroop (H - 00) 6106 NW 128 1h St Gainesville FL 32653 (352) 331-6729 usaflytec@aol.com REGION 11 Dave Broyles (R - 99) 211 Ellis Dr Allen TX 75002 (972) 727-3588 broydg@home.net REGION 12 Paul Voight (R - 00) 5163 Searsville Rd Pine Bush NY 12566 (914) 744-3317 flyhigh@frontiernet.net Jan Johnson (L - 99) 70 King Rd Middletown NY 10941 (914) 695-8747 Paul Rikert (L - 99) 101 N Broadway# 28-3 White Plains NY 10603 (914) 946-9386 hm Lars Linde (H - 00) 954 W Front St Red Bank NJ 07701 (732) 747-7845 larslinde@compuserve.com

Dennis Pagen (L - 99) RD 3 Box 2548 Spring Mills PA 16875 (814) 422-0589 hm pagenbks@lazerlink.com

REGION 13 (lnt'I) Jan Johnson (L - 99) See Reg 12

Chris DuPaul (H-00) PO Box 204 Nags Head NC 27959 (252) 480-854 7 Krisdupaul@aol.com

Michael Robertson (H - 00) RR 5 865 Con 7 Claremont Ontario Canada L 1Y 1A2 (905) 294-2536 flyhigh@inforamp.net

Art Greenfield (X) 1815 N Ft Meyer Dr Ste 700 Arlington VA 22209 (703) 527-0226 awgreenfield@naa-usa.org REGION 10 G.W. Meadows (R - 00) 1125 Harbor View Dr Kill Devil Hills NC 27948 (252) 480-3552 justfly@interpath.com Matt Taber (R - 99) 7201 Scenic Hwy 189 Rising Fawn GA 30738 (706) 398-3433 fly@hanglide.com

USHGA Executive Director Philip Bachman PO Box 1330 Colo Springs CO 80901 (719) 632-8300 wk (719) 632-6417 fax phbachman@ushga.org ushga@ushga.org EXECUTIVE COMMITTEE President-Gregg Lawless Vice Pres.-Chris DuPaul Secretary-Russ Locke Treasurer-Geoff Mumford KEY: (R)-Regional (L)-At Large (H)-Honorary (X)-Ex Officio

THE

1999 U.S.

PARAGLIDING TEAM CLINIC/FUND

Paragliding magazine's "Calendar of Events" said this was going to

be a partylraffie/fund-raiserlparagliding clinic to raise money for the

U.S. Paragliding Team. Honestly, I didn't really know what to · · b fa by Sivazlian expect, but I k new it was going to e n.I h b Mark p l Kl d p otos y au emon twas about 1:00 am on Friday, May 21 when I finally rolled to a stop on top of Chelan Butte. Shoving the dog into the front seat, I crawled into the back of my truck and fell asleep. The lights of Chelan were below me and the wind was howling as I drifted off. This was my second trip to Chelan Butte, and my first with the intention of flying from the top. I was here to meet up with others who, like myself, wanted to learn techniques from some of the best pilots in the United States. Without a doubt it's easy to focus on the flying, however, these clinics had another purpose: to raise money to send our U.S. Team pilots to Pinzgau, Austria for the 1999 World Paragliding Championships. "The Worlds" take place only once every two years, and except for moneys raised from events like these, competitors are responsible for their own expenses! I woke up, fired up my menace to clean air, and made my way into town for some quick food. (I had already overslept and missed the morning briefing at the

Deep Water Brewery in Manson .) Before I had the opportunity to get a meal I ran head-on into a caravan of vehicles on their way up to the Butte, and turned around. Looked like another Pop-Tart breakfast, but the winds were starting to die out and cumi's were popping off over the flats. Could be a good day to skip breakfast! It was (still) Friday, May 21 . When the last car arrived up top and we all settled down, Chris Santacroce, the event organizer, gathered the group together. Everyone was handed a color map and he took the time to thoroughly (re)brief us about the Butte, the LZ, and all things in between. Other U.S. Team members threw in their comments as well. "Just remember that this isn't a ridgesoaring site. Get away from the hill and give yourself some altitude before you start turning in lift," Mary Anne Karren threw in. "And look out for other pilots; make sure you clear all of your turns, " Othar Lawrence reminded. With the safety briefing out of the

way, Chris explained how the day's events were going to be set up. First, everyone was assigned a number, and that number was taped to the bottom of our gliders with competition numbering tape. This would allow the instructor to quickly identify a student whether the instruction was being given from in the air or on the ground. Second, we were divided into groups chat reflected our skill level. Chris and Nate Scales were in charge of the Beginner/Novice group, and Mary Anne and Bill Belcourt had the Intermediate Thermal pilots. The Intermediate/Advanced Cross-Country pilots gathered around Othar (OJ), Josh Cohn and Todd Bibler. Finally, each pilot was given a sheet that contained a radio frequency for each instructor, a cell phone if available, a retrieval frequency, and the number to the Deep Water Brewery. The brewery had generously agreed to let us use them as a central contact point for the entire event. Pilots checked in there each night to ensure chat everyone was accounted for. We were all starting to cluster into our respective groups when Chris spoke up again: "I would like to emphasize that, above all, this should be a safe event for everyone. Don't take chances, listen to your instructors, and be safe Okay?" Everyone agreed. I joined OJ, Josh and Todd with the PARAGLIDING

AISER •

CHELAN, WASHINGTON -

X-C group. It was still a bit early to fly, so afrer introductions OJ passed around a handout on flatland X-C flying at Chelan. For the next while the group listened to advice from our instructors. They gave us some pointers about what to work on that day, tips concerning at what altitude to leave for the flats across the river, and how to maximize our time in thermals, among other things. Meanwhile, Dale Covington had launched as the wind technician . He glided over to the south, hooked a fat thermal, and was 2,000 feet over launch before we knew it. It was time to stop

JULY/AUGUST

1999

MAY

21-24

talking and time to start doing! As if by cue, everyone began dragging out their gear. Mary Anne and Bill were preparing their students on the east launch. A few from our group were already airborne and above launch, confirming that the conditions were good. More gliders filled the air every minute, and before too long I was up there with them . Todd was now airborne and above everyone. I was on his frequency as he coached his clutch of students from the air. Josh was up too. OJ was still on the ground dealing out advice from below. What could have been mass chaos actual-

ly turned into a remarkably well-organized event. Todd flew over to one of his students from above and offered her some advice. His calm, matter-of-fact voice came over my radio as well: "T, you just fell out of the core. Fly over to where I am. The lift is better over here." I looked over at T's glider, and, taking the hint, followed her over to Todd. As she banked into the core I noticed that she also had a number on the top of her glider. Pretty smart, considering it's a good bet I would be below my airborne instructors! T was soon climbing out

Tel: 54-11-4-8258003 E-Mail: adesso@ciudad.com.ar http://www.lanzadera.com/adessoparagliding

rapidly. I was below her and circling wing tip to wing tip with another pilot. The Butte was getting smaller below me. I was well over the radio towers now as the prevailing winds pushed me co the northeast. Wisps of a cloud were forming overhead. I looked around at the ocher pilots. The skies above the Butte where peppered with brighcly colored wings! There were perhaps 30 of us in the air now, circling in about three or four separate thermals. This continued for about two hours until everyone was airborne. Most of us were well above launch. Some of the ocher pilots had opted co land or had sunk out. OJ was now in the air as well, and I heard his voice over the radio: "When do you chink we should get people going across co the flats, Todd?" ''I'd like co see people gee co about nine grand before we head over," Bibler responded. I looked down at my vario. I still needed abour 1,500 feet before I met that requirement. I looked up at OJ and Todd who were both boating around near cloudbase. Other pilots in our group flew over co join them. A short time later I looked up and saw a group of about eight head over co the northeast co the flaclands across the river gorge. Still a bit low, I found a thermal that cook me to just below 8,000 feet. I was about midway over the river at chis point and headed for a nice-looking cloud. The gaggle was still just north of me, and my Hail Mary cloud produced nothing. Now committed co a glide across the gorge, I steered for some black cliffs - nothing. Over co a plowed field - nothing. I landed out as I watched Scotty Marion's red glider fly over me. Even though I was down, I was happy. I reached my personal goal of safe-

ly making it across the gorge. Preparing for the long walk back, I mentally wished Scotty well as his wing drifted out of sight. To the north the gaggle continued, easily crossing the power lines and heading out onto the flats. When I got back I heard of many personal bests chat day from pilots in my group. Scotty managed 15 miles - pretty impressive considering chat he was away from the gaggle. Bo Criss flew 29 miles, just short of Sims Corner. Marcin Lades beamed as he cold me about his 45-mile adventure co Heartline. Eric Reed turned in a SO-miler, landing just shore of Almira! Many pilots turned in personal bests in terms of their longest time aloft. For others, the flights straight down to the park or to the Lone Pine LZ made their day. All in all, everyone seemed to be having a great time while they improved their skills. On Saturday we were all smiles and ready co fly, and a number of pilots were joining the group for the first time. Chris, once again, gathered everyone around for the morning pilot meeting. We then broke off inco our groups. Over with Josh, OJ and Todd, we swapped information about the previous day's flights - what went right and where we could have improved. Our instructors threw in bits of advice or answered questions, building on the previous day's experiences. Our attention gradually drifted co a lone glider circling overhead. It was time to get in the air! I had been flying for about an hour when OJ launched. I looked over as he effortlessly hooked a core and made his way to cloudbase, so I headed his way co do the same. He saw me turning below

PARAGLIDING

him and corrected me concerning my sloppy circles: "Hey Mark, you need to tighten up your turns. It looks like you keep flying in and out of the core." I followed his advice and was soon climbing past everyone. When I topped out I took a minute to cruise around and check out the scenery. To the west the Cascade Range climbed up to a deep blue sky. To the east was the river gorge and the massive expanse of flat farmland. Below me to the north, Lake Chelan snaked into the distance. I saw a few pilots heading over to test their skills on the flats, but I had made up my mind to just hang out and enjoy the scenery. I landed in the grassy park next to the river after nearly three hours aloft. That night was the party at the Deep Water Brewery, across the lake in Manson. A $10 donation got you in the door and gave you access to a buffet of food. More than 90 pilots showed up, quaffed beers and swapped stories between mouthfuls of food. Some hung out inside at the bar while others relaxed outside on the balcony and watched the sunset. Raffle tickets were sold, T-shirts were sold, and tall tales were told until Chris announced the start of the prize drawing. Then everyone pulled out that little red ticket and all eyes focused on OJ as he drew names. The prizes just kept coming. It was certainly impressive to see how many people generously supported the U.S. Team! USHGA donated a large number of

JULY/AUGUST

1999

shirts and hats, Flytec donated a new 4005 vario and two Windwatch wind meters, Edel USA donated a Balance Harness and a flight suit, Chris's company, Super Fly, along with Jeff Farrell, donated a trip to his maneuvers clinic and a Lazer helmet, Philippe Renaudin at Sup'Air USA donated an Evolution harness, Franklin Climbing Gear donated a U.S. Paragliding Team jacket, John Hovis donated six limited-edition U.S. Team silver coins, T. White donated custom sweatshirts, and Kavu Outdoor Wear donated cool caps, just to name a few. Lisa Davis's hard work paid off, and many additional prizes were donated by local Chelan businesses and individual pilots. Other generous sponsors of the U.S Paragliding Team were: abSOLute Sky Outfitters/SOL Paragliders, Cascade Paragliding Club, Parapente Aspen, Epic (who designed the U.S. Team shirts), Greg McNabb, Mojo's Gear/UP Paragliders, Northwest Paragliding Club and Steve Roti, and John Yates/Pro Design USA. My apologies if I have left a few people out since there were so many. I know two paragraphs of sponsor naming may seem like overkill, but it's important to let the flying community see who is helping their team out. If you see or talk to these folks, please thank them for supporting our U.S. Team pilots, and for putting a big grin on the faces of all the raffle winners. The evening ended after the last ticket

was drawn. Everyone gradually left the brewery, where owner Bob Kenagy and his crew proved to be excellent hosts for a crowd of rowdy and enthusiastic pilots. I made my way back to my tent at the top of the Butte with a belly full of food, a new sweatshirt, and two more days of flying to look forward to. At the end of it all, U.S. Team Manager Paul Klemond said this event raised more than $5,000 for our country's team pilots! All of the U.S. Team members with whom I spoke expressed a sincere appreciation to those pilots who attended the clinic, and to everyone who contributed their time and donated prizes to the event. "It certainly would not have happened without the help of a lot of people," Chris Santacroce later said. All I can say is, "When are we going to do this again?"

Mark is a full-time paragliding instructor and owner ofHigh Plains Paragliding in Helena, Montana. He can be reached for comment at hiplainz@aol.com. You can find news about the 1999 Paragliding World Championship meet held in Pinzgau, Austria from July 2 through 18, on the Internet at http://www.salzburg.co.atlparaglidewm99 and on the US. Team's Web site at http:llkurious. org!Us Team99 which includes photos and narratives. Ill

Continued.from page 13. from Utah, a new pilot and a World Champion of Parachuting Accuracy, chose it above all the other gliders that he tried afrer only a single test-flight. High Adventure Harnesses now offers the Safe T System which prevents pilots from launching without their leg straps attached. This system will be a big hit, especially after a rash of incidents in recent months. The Jet Stream is the new open-face helmet from Lazer. It offers an aerodynamic look and certified protection. For more information on any of these products contact: Super Fly, Inc., (801) 255-9595, www.firebirdusa.com.

THIN RED LINE HARNESS RECEIVES DHV CERTIFICATION

hin Red Line's "Alpine" harness, designed by Maxim de Jong and manufactured in North America, passed load tests the first time around and received full DHV certification under the newly revised German/Austrian Aviation Law requiring placement facility for DHV-certified back protection in all new harnesses. At 600 grams (1.32 lbs.) the Alpine is the lightest certified harness in the world, and is less than one-third the weight of the next lightest harness model fulfilling current DHV regulations. Thin Red Line's "Scorched Earth" harness(390 g/0.86 lb.) harness has now also been submitted for DHV testing after making its formal debut at the Free Flight '99 Paragliding and Hang Gliding Trade Show in Germany. Contact: Thin Red Linc, tel. (604) 8582300, fax (604) 858-3080, thinredline@uniserve.com, www. thin-rcdline.com.

BRAUNIGER COMBI-MOUNTS FOR IQAND GPS 12

rauniger now offers versions of specially designed Combi-Mounts for the convenient and practical mounting of flight instruments and CPS units. These include mounts for paraglider pilots with vclcro straps that mount instruments on the leg and reserve container. All mounts are made from lightweight, durable aluminum, anodized and covered with neoprene to protect the instruments. Combi-Mounts are specially designed to fit Brauniger IQ instruments and the Garmin CPS 12 series. Contact: Brauniger USA, 1355 NW 93rd Ct., Unit A-105, Miami, FL 33172 (305) 639-3330, fax (305) 639-3055,

paragliding@aerolight.com, www.aerolight.com.

MARDI GRAS IN THE SKY BARBARA'S COUPE ICARE

SANTA

n July 24, pilots will compete for prizes by designing outrageous costumes and flying those costumes from the Mesa Flight Hill at Las Positas Park. Hang glider pilots will fly in from La Cumbre Peak for spot-landing competition. Product demos, food, music, kites and a carnival atmosphere with local visibility and excellent publicity will be featured. Pilot registration is $25 without a sponsor, but we encourage all pilots to recruit sponsors as this event benefirs the Park where footlaunched flight is taught. Sponsorship and vendor queries are welcome. Last-minute pilots welcome. Camping available. Contact: (805) 781-8382, robin@calcoast.com, www.flyaboveall.com/icarus.htm. USHGAAWARDS COMMITTEE UPDATE First, a recap of the 1998 USHGA award recipients. Presidential Citation: The Association's highest award -- in recognition of two decades of contributions in creating programs, supporting professionalism, and significantly enhancing the sport and industry of hang gliding and paragliding - went to Rob Kells of Wills Wing. Exceptional Service Award: This award was given to Paul Rikert for his outstanding leadership of the USHGA Bylaws Committee and his valued assistance in keeping the USHGA focused on its miss10n. Chapter ofthe Year. Houston Hang Gliding Association. Newsletter of the Year. Mountaineer Hang Gliding Association, Mike Chevalier, editor. NAA Safety Award: Dr. Mark Shipman, for his numerous episodes of on-site medical assistance and support to fellow pilots during the past year. Commendations: This award is given to members of the Association who have put forth exceptional volunteer efforts which have significantly enhanced and promoted hang gliding and paragliding in the U nitcd States. The recipients were: Ken Harrison, Ben Davidson, Sharon Tubbs, Ann Sasaki, John Harris, Jules Gilpatrick, Lynda Wacht and Stuart Spark. Special Commendations: This award goes to non-USHGA members who have con-

tributed significantly to the sports of hang gliding and paragliding. Last year's recipients included landowners and members of local government. The award offers the USHGA a way to interact with the community at large and is viewed as a strong mechanism for positive public relations. Recipients were: Dottie Harrison, Malcolm Fishburn, Mrs. Replogle and family, and Bonnie Bernard (Sylmar, California Chamber of Commerce) The Competition Points System Award recognizes: Chris Arai -- 1998 # I-ranked pilot, hang gliding; Othar Lawrence · 1998 #1 paragliding pilot; David Sharp 1998 #I-ranked pilot, rigid wing; Nelson Howe - 1997 # I-ranked pilot, hang glidmg. Two new additions to the array of awards that will be given each year include the Instructor ofthe Year Award and the Bettina Gray Award. Nominations for these awards will be considered at the fall USHGA Board meeting in Colorado Springs, October 21-24. The Bettina Gray Award was created to honor the woman who contributed so much to our sport through her photography. Nominees should submit three examples of their work for review. The Committee will consider aesthetics, originality, and a positive portrayal of hang gliding or paragliding in determining the recipient. One award will be given each year. The Instructor ofthe Year Award was created to recognize the importance of our certified hang gliding and paragliding instructors in promoting safe flying practices and contributing to the positive image and growth of our sport. Nominations should include letters of support from three students and the local Regional Director. Considerations will include effectiveness as a teacher, being a safety role-model, and other factors that the nominating party deems worthy of recognition. One award per year will be given. The USHGA Awards Committee welcomes nominations for all the awards. While the Committee style is frequently informal, we do carefully consider the criteria for each award. Please contact the USI IGA office or any of the Directors if you need clarification. We will also post the criteria for the various awards in the August issue of Hang Gliding. - submitted by Jan Johnson, USHGA Awards Committee Chairwoman

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RELEASE, WAIVER AND ASSUMPTION OF RISK AGREEMENT In consideration of the benefits to be derived from membership in the USHGA, (Pilot) and the parent or legal guardian of Pilotif Pilotis a minor, for themselves, their personal representatives, heirs, executors, next of kin, spouses, minor children and assigns, do agree as follows: A. DEFINITIONS - The following definitions apply to terms used in this Agreement: I. "PARTICIPATION IN THE SPORT means launching (and/or assisting another in launching), flying (whether as pilot in command or otherwise) and/or landing (including, but not limited to, crashing) a hang glider or paraglider. 2. "SPORTS INJURIES' means personal injury, bodily injury, death, property damage and/or any other personal or financial injury sustained by Pilotas a result of Pilot1s PARTICIPATIONIN THE SPORTand/or as a result of the administration of any USHGA programs (for example: the Pilot Proficiency System). If Pilotis under 18 years of age, the term "SPORTS INJURIES11 means personal injury, bodily injury, death, property damage and/or any other persona! or financial injury sustained by Pilot as well as personal injury, bodily injury, death, property damage and/or any other personal or financial injury sustained by Pilot's parents or legal guardians, as a result of Pilot's PARTICIPATIONIN THE SPORTand/or as a result of the administration of any USHGA programs. 3. "RELEASED PARTIES' means the following, including their owners, officers, directors, agents, spouses, employees, officials (elected or otherwise), members, independent 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 Pilot-sproficiency 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 Pi/otlaunches, flies and/or lands; e) Each of the property owners on or over whose property Pilotmay 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 Pilot PARTICIPATES IN THE SPORl "All persons involved" include, but are not limited to, spectators, hang glider and/or paraglider pilots, assistants, drivers, instructors, observers, and owners of hang gliding and/or paragliding equipment; and g) All other persons lawfully present at the site(s) during Pilot's PARTICIPATIONIN THE SPORT. 18. I !FOREVER RELEASE AND DISCHARGE the RELEASED PAflTIESfrom any and all liabilities, claims, demands, or causes of action that I may hereafter have for SPORTS INJURIES, however caused, even if caused by the negligence (whether active or passive) of any of the RELEASED PARTIES, to the fullest extent allowed by law. C. I WILL NOT SUE OR MAKE A CLAIM against any of the RELEASED PARTIESfor loss or damage on account of SPORTS INJURIES. If Iviolate this agreement by filing such a suit or making such a claim, Iwill pay all attorneys' fees and costs of the RELEASED PARTIES. ID. 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. IE. SIEVERABUUTY. If any part, article, paragraph, sentence or clause of this Agreement is not enforceable, the affected provision shall be curtailed and limited only to the extent necessary to bring it within the requirements of the law, and the remainder of the Agreement shall continue in full force and effect. f. I REPRESENT THAT Pilofo at least 18 years of age, or, that I am the parent or legal guardian of Pilot and am making this agreement on behalf of myself and Pilot If I am the parent or legal guardian of Pilot, I AGREE TO INDEMNIFY AND REIMBURSE the RELEASED PARTIES for their defense and indemnity from any claim or liability in the event that Pilot suffers SPORTS INJURIES as a result of Pilot's PARTICIPATION IN THE SPORT, even if caused in whole or in part by the negligence (whether active or passive) of any of the RELEASED PARTIES.

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MMR 12-97

all have read stories about dangerous cross-country flying in exotic places. But adventures need not be restricted to advanced pilors. Recently my girlfriend Renee Richer (a P2) and I (a P3) explored the flying in southern Africa. Renee was just starting to fly in thermal conditions and often doing sled rides, while I was just learning how to work stronger thermals to gain altitude. We were searching for places both of us could enjoy flying. We found them. We also discovered that paragliding trips aren't just about flying, but can be a great way to see a country and meer irs people.

STOP 1 - GAUTENG PROVINCE Renee is working on her Ph.D. in plant ecology and has been gathering dara for three years from the tropical trees of southern Africa. I flew over for a month-long visit in December, landing ar Johannesburg International Airport in Gauteng Province, South Africa. Renee made the 10-hour drive from her home at Amandundamela Safari Camp, in Zimbabwe, to meet me. While Renee spent a few days searching our hard-to-find scientific equipment - stuff unavailable in Zimbabwe but stocked in Johannesburg - I scoped out tl1e potential for paragliding. The first stop was the headquaners of the Soutl1 African Hang Gliding and Paragliding Association (SAHPA), located in the Grand Central regional airport halfway between Pretoria and Johannesburg. For about $15, foreign pilors can get a five-month SAHPA membership, providing insurance throughout southern Africa and a subscription to their magazine. This is a good idea, and required by most of the regulated sires in South Africa. The woman was really friendly and helpful. She said char while the most popular flying, both for mountain and coastal sites, is in the Cape Province, the northern pan of the country still had plenty to offer. She gave me plenry of names and numbers to call, as well as cool stickers for helmers and windshields. We starred our at a small training hill in the town ofLaudium, a few kilometers ourside of Pretoria, because Renee hadn't flown for the three months since she had been in Africa and wanted to start off at an easy site. The pilors we met there told us that we had picked the single worst place to fly in the country. They were probably right. At the bottom of the 200-merer hill the LZ was right next ro a smoldering garbage dump. Lors of folks, having wandered over from a nearby black township, were picking through the trash. To gee from the LZ to the road, for the drive back up the hill, we had to duck through a hole in the "razor wire" fence, a reminder either of the apartheid system in the JULY/AUGUST

1999

An African ParaglidingAdventure GAINING EXPERIENCE IN THE GENTLE HILLS OF SOUTH AFRICA AND ZIMBABWE by Tony Patt nor-too-distant pasr or the ongoing urban crime "epidemic." We were advised to be careful flying there alone, and certainly nor to leave the car unattended. Still, the burning dump generated nice thermals, and we watched a few student pilors gain some serious elevation. Out in the distance, about 40 kilometers to the northwest, we could see a range of mountains (the Magaliesburg) which we were told had some great flying, with both drive-up and cable-car accessible launch sites. All in all, Laudium was a great place to ger some local wisdom and to gain confidence flying below the equator, where all sense of direction is lost.

STOP 2 - BAMBI The next stop was a place called Bambi, 200 kilometers to the east. "A gentle sire," we were told, but one from which pilors regularly make 50- or 75-kilomerer cross-country flighrs. Acrually, Bambi turned out to be paragliding heaven, with scenery something in between California and Switzerland. Approaching it from the highway, the land seemed flar until we rounded a bend, and then a wide valley suddenly appeared beneath us with towering mountains on the facing side. The site irself is flyable in most wind directions, and has a 300-meter elevation drop to the LZ over a steep, grassy slope populated by friendly cows. While there was some ridge lifr, the fields below generated lovely, smooth, three mps (one meter per second is about 200 feet per minute) thermals, and I was able to boat around comfortably hundreds of merers above launch, and top-land easily. Renee worked the lifr a little bir, evenrually sinking out and walking back up through the pasture. We stayed several days, and discovered char glass-off is an ordinary event starring at around 4:00 in the afternoon,

and can last for a couple of hours until sunset. Abour 50 pilots showed up for the weekend. There was camping on-sire, but Renee and I decided to stay in a "holiday chalet" in the nearby town ofWarerval Boven. There, we found incredible rock climbing, both traditional and bolred sport routes. On Thanksgiving evening we shared a barbecue, or "braai," with our chalet neighbors. Two men and a woman, they were Afrikaner coal miners in their early 20's, raking a two-day road-trip for the scenery, with some serious braai-ing and drinking on the side. In broken English they raid us about their favorite Baywatch episodes. The whole area near Bambi is quite the tourist destination. Kruger National Park, home to more than its fair share of lions, elephants and other aninlals, is less than an hour to the east. Renee and I headed north toward the border, passing through the Drakensberg range of mountains, rugged and full of hiking trails. We spent the night at a luxurious country inn where we talked (painfully close to shouted) politics with our hostess and her husband over breakfast. They had few kind words to say about Nelson Mandela and his reforms. We turned the conversation to talk abour all the mangos, avocados and payayas we had eaten since arriving in South Africa. STOP 3 - HARARE Harare is the bustling capital of Zimbabwe, and we spent a few days there with friends. The two kids in the fanIBy desperarely wanted to see us paraglide, and so we went out in search of an

the 100-meter-high rocks, noticing all of the lizards running around with their bright orange tails. The site was acrually nor that bad. Although the weather was cloudy (December through February is the rainy season), a steady 10-mph wind came in toward the rocks, making

Continued on page 50.

by Peter Reagan ccident reports are coming in now, and here in Oregon it's a little ainful to spend a gorgeous blown-out afternoon writing about them. But I very much appreciate all of you for sending in these valuable stories. TEMPERATE RIDGE-LIFT SITE, MID-APRIL A very experienced pilot at the heavy end of a DHV-3 glider launched into challenging conditions - 15 to 18 mph winds crossing at perhaps 45 degrees. He required assistance to launch. At 25 feet he initiated a turn into the wind and sustained a 40% collapse on the upwind side. The glider turned into the ridge, suffered a full frontal collapse, and the pilot crashed, sustaining back and foot injuries. This accident underscores the dangers of a strong crosswind. Crossing winds can produce more dangerous turbulence because their interaction with the lip of a slope is more complex. We can also note that a relatively small, competition glider will be singularly unforgiving in squirrelly air close to the ground. Be careful on those hot wings! HERE'S AN INTERESTING ONE: GLASS-OFF, CENTRAL OREGON A pilot was on launch and built his wall as a strong, sustained gust came through. He was holding his A-risers and brakes. He became concerned that he might lose control of the glider and tried to grab his C-risers to kill the sail. As he did so, the glider came up high enough to drag him up the hill and cause numerous minor injuries. There were three pilots just behind his wing. This is an important scenario, as it is a fairly common problem in stronger winds. It is very helpful to review the choices the pilot had here. His safest choice was probably to yell for help. Three other pilots were immediately available to help him kill the sail and their response would have been to grab the canopy. This is an option most of us

try hard to avoid, but in this instance it would have been ideal. There may be circumstances under which responsible pilot-bystanders might choose to grab a wing without being asked, though I hope this would be rare. Funny how easy it is to accept help after an injury. The other main choice would have been to walk toward the glider and reel in more brake. Any attempt to grab any other lines involves the same danger the pilot experienced with his action. Steve Roti writes, ''I've had best success in toowindy conditions running toward one wing tip while reeling in more brake. The idea is to get the glider sideways in order to present less surface area to the wind. Once you get past about a 45-degree angle the lower wing tip (the tip opposite the one you're running toward) starts to roll up like a burrito and soon most of the cells are closed." At a launch called Baldy, Jeff Davis of Washington State experienced a similar situation a few weeks earlier, but he already had the l\s in one hand and the C's in the other. He writes: "The Mitsos A/C launch technique that was described in Cross Country last year has definitely helped with windy launches. There's real control with the l\s in one hand and the C's or D's in the other, when the wing's on the ground or when it's rocketing up. It's possible to ride out some scary gusts this way. "As to my experience on Baldy: First of all, I shouldn't have been up there alone. Another person or two could have started grabbing fabric and ended the situation. Second, I shouldn't have laid out in front of the cell tower and its chainlink/barbed-wire enclosure. This definitely upped the ante." "I was a few feet down the slope while the wing was up over the edge and in a slight lip rotor, which helped. I just had to stand there in high-wind position leaning back and keeping the l\s taut enough to pressurize the top quarter or so of the wing, while keeping the rest of it down with the C's in my other hand. Occasionally the wing would thrash up and down a few inches, but never enough

to suddenly fill and drag me back. On a grassy launch in such high winds it might have been possible to walk the wing around to one side or the other and then collapse it, but the rocks on Baldy made this impossible and I wasn't even tempted to try. There was no choice but to wait for a brief lull to walk quickly forward and bunch it up. It was a long 15+ minutes." BEACH SITE A Novice pilot sank out at high tide and landed on the beach. The wing went in the water and the pilot was dragged in too. The harness had no quick releases and no hook knife, and lines became tangled around the pilot's legs. He managed to kick his shoes off and wriggled out of the harness, but by then was in a rip current and 100 yards out. He was a diving instructor and managed to swim back in after being in the water for 30 minutes. All equipment was lost. This time of year we are seeing many variations of "The Beach-Landing Accident." Here's another one: A pilot sinking out in light conditions with a tandem passenger turned sharply and low, experienced a major asymmetric collapse, landed hard on the beach and was caught in the water. The passenger was released with help from local fishermen. The pilot was being dragged into the water and had lines wrapped around one foot. His quick-release buckles had sand in them and would not open. He was able to open his carabiners and release the wing. He had a hook knife but it was in a zipped pocket and not accessible. Another pilot helped cut him out of his harness. The passenger suffered a chipped tooth and both pilot and passenger were shaken up. The wing was lost and the harness damaged. Getting away from a glider in the surf is a very high-risk endeavor, as a recent fatal accident has demonstrated. It should also be noted that airbag harnesses are a serious liability in this regard. Landing in or near the surf is always the worst choice. It is critical to have all aids available. It is critical to undo as much of the harness as possible before landing, and ideal to jump PARAGLIDING

out of the harness before hitting the water. Hook knives are absolutely essential. If you land on the beach next to the waves, unhook right away and get uphill or immediately pull the glider out of danger. A pilot entangled in a glider in the surf is in grave danger, and so are his would-be rescuers.

the lift suddenly quit. Bolting for the beach he realized that he didn't have the glide, and at the last possible moment managed to find a sidehill perch, wedged behind a fir sapling on a tiny 70-degree grass slope a couple of yards above a 150foot sea cliff. His radio batteries were dead. Being an acrobatic sort he was able to get his gear safely stowed and climb up the grass, into the jungle. Forty-five minutes later he was standing at the road, wondering why all of his friends were nowhere to be seen. The reason was that they were all urgently charging through the deep thickets carrying biners and ropes. However, an hour and a half later all were present and accounted for. The next day he held a three-hour glider rescue party which included a rappel to the site of the equipment. This was not an accident and the in-

AND FINALLY, IN A SIMILAR VEIN, A LOCAL REPORT FROM THE OREGON COAST An experienced pilot demoing a DHV-2 wing launched into sweet lift at a coastal site and flew about a mile and a half down the coast along sheer cliffs, above ocean caves, along a very heavily wooded ridge. As he was returning he noted a squall of rain drifting in front of him, between him and the first landable beach. He described flying toward a sublime double rainbow in the shower. However, behind the squall

flight emergency was expertly handled. But good luck was involved and we learned a lot. First, no safety item is more important than a working radio. Second, you can almost count on wind conditions changing in the wake of a squall. Third, when you fly beyond a safe glide to the only landable terrain, you are getting somewhere near the "Edge of the Envelope." We also learned a lot about rescue. All members of a rescue group need to be able to communicate with one another. If the pilot is in sight, someone with a radio should stay where he can maintain visual contact while others search. And now we finally know the answer to the wuffo's question: "What do you do when the wind quits?" No sweat. Please report your accidents. Think about how much fun you're having reading these. 1111

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Continued from page 47. the place nicely soarable. Finding an LZ was not a problem, as "communal lands," the fields and villages of Zimbabwe' s native Shona and Ndebele tribes, started right at the foot of the hills. Eventually we were noticed, nor by anyone who minded us flying, but by a hundred or so children from the nearest village. They helped us carry our gliders back up when we sunk out, giggled when we aboned our launches, helped us pack up our equipment, and made us promise to rerurn with candy the next day. We obliged, and had a second nice afternoon of flying with a large crowd of observers right from the begirulll1g. When an approaching thunderstorm signaled the end of our flying, one of the children showed us her house in the village. Unfonunately, its roof had recently blown off Under pouring rain 10 kids ran with us across the fields back to our pickup truck, and we gave them a ride to the nearby general store for some sweets. STOP 4 -AMANDUNDAMEIA SAFARI CAMP Evenrually we made it to Renee's research site in the savanna. Amandundamela Safari Camp is an hour nonh of Bulawayo, a city much cleaner and

pooped out. Alas, Amandundamela would remain free-flight free.

calmer than Harare. Renee had high hopes for us launching out of her backyard and flying over the valley, or "vlei," in which herds of wildebeest, sable and impala roamed. The fact that vultures and eagles were constantly gaining altirude overhead made the concept enticing. Unfonunately, the slope was not quite steep enough for footlaunching to work. The guides at the camp really wanted to see us fly, and so we cried "tow" launching in the vlei itself Three men running at the end of a 100-meter rope cried to pull us up, as a group of zebra, several warthogs and two giraffe watched from a safe distance. We each made it about 50 feet up into the air but were never able to find a thermal before the men

STOP 5 - MATOPOS HILLS Near the end of my month-long visit we decided to make one last stab at flying, and headed down to the national park in the Matopos Hills, 30 kilometers south of Bulawayo. In the park we stayed at another holiday chalet, with some great rock climbing right outside our door. According to our chart, however, the park itself was "restricted" airspace. The park ranger at the chalet area didn't know what the "restricted" acrually meant, so he telephoned the park commissioner to ask if we could fly. The ranger and several chalet guests wanted to see us fly (they had already enjoyed seeing our rock climbing), buc the commissioner on the phone nixed the idea resoundingly. Apologetically, the ranger promised us there were great hills just south of the park boundary, so we headed off in that direction. After passing through a game reserve, where the animals are never hunted and don't mind posing for photographs, we left the park in search of a good hill. No problem. They were all

1999 U.S. PARAGLIDING TEAM T-SHIRTS

~ S- L

Air Aml!rica

~:£ ,..._

@[l@[J!J00

~[E(J[lIB

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i31-N!

T-ShirtS $25. Proceeds benefit the 1999 U.S. Paragliding Team. To Order, visit the USHGA website (www.ushga.org) or phone USHGA at 1-800-616-6888. USHGA is a 501 (c)(3) non-profit corporation.

Follow the U.S. Team to the 1999 Paragliding World Championships in Pinzgau,Austria July 2-18 via www.kurious.org.

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around, and about half of them seemed to have wide granite slopes on top, perfect launching pads. J use two kilometers south of the park boundary we drove off onto a jeep track across the communal lands toward a nice, rounded, small mountain. Near the base we pulled into a small village to ask if it would

• Renee builds a wall for three generations ofthe Ndebele family.

be okay to fly there. The spry 70-year-old patriarch of the village, Mr. Ndebele, said it sounded interesting. He, his daughter, and his granddaughter showed us up the path to the top of the hill. le was perfect. The hill was 150 meters high and took only 15 minutes to walk up. The top 50 meters were bare granite, launchable in any direction. The prevailing wind blew from the east, across about 10 kilometers of flat farmland, before hitting the hill and making ample ridge lifi:. The corn fields generated smooth one to three mps thermals. Renee made several 10rninute-long flights while I soared for a couple of hours with a flock of brown snake eagles. A large audience of children watched from below. Toward mid-afrernoon the thermals starcing becoming a bit too strong for our tastes, and so we headed down for lunch. With 15 children in the back of the pickup we drove off to the store and brought back some food to cook on our little camp stove. We asked Mr. Ndebele ifhe minded if we made some lunch under a tree. Instead, he invited us into his family's village, a collection of seven mud and thatch huts, and set up a table and some chairs in the shade. His daughter showed us how to make the local specialty - sadza (a pollenta-like mush made from cornmeal) with kapenta (sun-dried minnows fried up with an assortment of spices) - inside the cooking hut, over a wood fire in the middle of the floor. We shared our cooler of beer with them all and had good conversation. As we were finishing, a Land-Rover coughed in tl1e distance. "Ahh," the daughter said, "the visitors from Camp Amalinda are here." She explained that four times a week a nearby safari camp brought a small group of tourists to see a genuine African village, as well as a traditional healer. We were crushed to realize that we were not the first westerners to have discovered this delighcful place. Soon they had arrived, and one of Mr. Ndebele's two wives had changed into her outfit ofleopard skins. The guide explained that she specialized in curing skin cancer, as well as infertility. Interestingly, while the tourists were there, none of the Ndebele clan spoke any English, and the tour guide translated. After the JULY/AUGUST

1999

tour group had left, they invited us to camp there, and we had another round of beer. In the morning Renee and I drove the daughter and two grandchildren to the communal water well, about three kilometers away, to fill up and bring back IO large jugs with the week's supply of drinking water. As ir turned out, members of the tour group had recommended Camp Amalinda highly, and so we found our way there and decided to spend a day and night in luxury. We lounged around the granite pool, enjoyed the five-star cooking, and talked with Philip, the owner. But the flying beckoned. We asked Philip and his brother-inlaw John, who ran another safari camp down the road, if we could fly on their hills. They weren't quire sure what paragliding was, but they showed us to a good but slightly tricky launch sire. In return, Renee and I took John's kids rock climbing in the afrernoon. Over dinner, Philip started mulling over how they could turn tandem rides or a paragliding flight school into camp activities, adding to the existing repertoire that included elephant trekking and rhino cracking. Two guests from Switzerland vigorously encouraged him with the idea. All good things must end, and the next morning I caught a flight from Bulawayo to Johannesburg, and from there back home to the United States. Bur I will be back to Africa. The Matopos Hills deserve a lot more flying than the two days Renee and I spent there, and just to the east lie larger mountains. While people have been flying in the eastern highlands of Zimbabwe for several years, nobody else seems to have yet discovered the western hills and mountains. Both safari camp owners we mer seemed interested in developing paragliding in the area, and we promised the N debele family that we would visit them again. Ir's nor an issue at this point, bur if we have infercility problems I am sure Mrs. Ndebele No. 2 can help out with that as well.

Tony Patt is t1ying hard to finish a Ph.D. in environmental economics and policy while not paragliding, climbing, skiing, or visiting Renee in Africa. He can be contacted at patt@eps.harvard.edu. •

Yesterday's Technology

Today's Technology

The New IQ Basis II With Weather-Station Function • NEW: Weather-station function with recording the air pressure for a 48-hour period, display in hPa and graphical display of air pressure tendency in 0.1 hPa/hour • Easy-to-operate basic functions : 2 altitudes, vario (analog, digital, averager), speed, time and stopwatch, temperature and acoustic • Memory of flight data of the last 1o flights • Battery status permanently visible Also available in the IQ series: IQ Classic IQ Competition/GPS

IQ Flying - The Video.

lips, tricks and operation

of IQ instruments.

BRAUNIGER USA, Inc. 1355 NW 93 Ct., UNIT A-105, MIAMI, FLORIDA 33172 U.S.A.

TEL (305) 639-3330 FAX (305) 639-3055 E-mall: paraglldlng@aerollght.com http://www.aerollght.com

( 'BRAUNIGER

PARAGLIDING ADVISORY: Used paragliders should always be thoroughly inspected before flying for the first time. If in doubt, many paragliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. BUYERS SHOULD SELECT EQUIPMENT THAT IS APPROPRIATE FOR THEIR SKILL LEVEL OR RATING. NEW PILOTS SHOULD SEEK PROFESSIONAL INSTRUCTION FROM A USHGA CERTIFIED INSTRUCTOR. PARAGLIDERS AS SPORT 30 925-5565

In new condition $1,400. Call (509)

AIREA FAT WILLIE TANDEM - Brand new $2,750. Edel Saber, medium, -70 hours $1,000. (303) 494-7623, email coopjer@aol.com APCO FUTURA 42 TANDEM - New, never flown, 140-2 lOkg., purple, new rerail $4,275/sale price $2,600. Firebird Monster tandem-excellent condition, <Shrs, 140-210kg, new $4,000/demo price $2,400. Apco Futura 32-performance intermediate, 70 hours, great condition, !OO- l 20kg., yellow, new price $3,625/sale price $1,200. Apco Futura .~O -performance intermediate, 30 hours, excellent condition, 85-lOSkg., blue, new price $3,525/sale price $1,200. Rick Higgins (541) 3872112, rsunspotts@aol.com APCO FUTURA "L" TANDEM - Only 30 flighrs, blue, w/spreader bars, sweet handling, high performing $2,400 OBO. Toll Free 1-877-GO-FLY-HI or mail@paraglidehawaii.com

EDEL ATLAS -- New, large, harness, XS-400 DHV certified steerable reserve l '75lbs+ $2,600. Ldel Apollomedium, good for training, porosity checked good $400. Comer-large, good trainer, porosity checked good $400. Lance Voorhees, 1-800-225-3879, dutch@shasta.com EDEL CORVETTE 22 - Perfect for the small 100-15011, srudent $.~00. (619) 484-1094, upsandiego@webrv.net EDEL ENERGY XL- 25 hours, clean, crispy $1,250. ITV Nunki L-50 hours $350. Both excellent condition, both for $1,500. (207) 883-5008, Norman .A.S tevens@state.me. Lts EDEL SABER M - LIKE NEW, <20 hours, w/harness $1,600. Bill (503) 848-7242.

PRELUDE 1999 - Promo priced, limited quantity, XL only $1,650. (303) 347-8995.

EDEL SUPERS!'ACE 22 - Small, inspected 7/98, <20 hours, Edel Hero harness, Secura Max 50 rese1ve $2,000 or best offer. (307) 733-5754.

PRO-DESIGN COMPANION II - Tandem, <100 !light, no damage, pttrple. Great wing for heavy pilot w/powered paraglider or for max load of 350 lbs. $1,700 OBO. Toll Free 1-877-GO-FLY-I-II or mail@paraglidehawaii.com

EDEL ZX - And Wills harness $400. Apco Supra $900. (619) 225-8720. Fl.IGHT DESIGN A3--22 - Purple/green, 1 hour, harness, reserve $750 OBO/trade. (253) 884-46(, I marthewm@gm.cksd.wedner.edu

PRO DESIGN RELAX 34 - Only 70 flights, weight range 140-190lbs, green. Intermediate w/DHV 1-2 rating $2,200 OBO. Toll Free 1-877-GO-FLY-I-II or mail@paraglidchawaii.com

GREAT DEALS - On a brand new S2vt 30 and one test flown S2vt-30. Call (509) 925-5565 for info.

S2VT-23 - In great shape, perfect first wing. Call (509) 925-2190.

MOTIVATED TO SELL - The perfect complete package for less. Demo condition, '95 Swing Mythos 26, Wills Wing harness w/kevlar back, dual steerahle rese1ve chute, Peel helmet & backpack $2,400 OBO. (562) 409-2090, clperillo@aol.com

SWING MISTRAL 29 - Purple, excellent condition, 50 hours $1,500. Older SupAir w/Pro Design steerable rese1ve $500. (805) 884-4907.

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

Number of months: SECTION D Paragliders D Emergency Parachutes D Parts & Accessories IJ Business & Employment D Miscellaneous D Powered Paragliders 0 Videos Begin with

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

19_ _ issue and run for _ _ _ __

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

NAME: _ _ _ _ _ _ _ _ _ __ ADDRESS: _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

----------- ·--- ·--- ----------

CITY:

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

PHONE:

Number of words: _ _ _ _ __

_ _ _STATE: _ _ _ __

@$.50= _ _ __

Number of words: ________ @$1.00 =_____

USHGA, P.0 Box 1330, Colorado Springs, CO 80901 (719) 632-8300 fax (719) 632-6417

I I I I I I I I

I I

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PARAGLIDING

WW SWING MYTHOS 29 - <5 hours, one small patch in wingtip, otherwise like new $1,800 080. (616) 897-6958 evenings or leave message.

SCHOOLS & DEALERS ARIZONA

fl(p1~tftL CJ1ad J. Bastian

Y2K Compliant! - Want a B5vt? Need an S3vt? Don't stress. Don't fret. You can fly fully assmcd that every Flight Design glider has been designed from the beginning, and thoroughly tested, to be Y2K compliam. Call (509) 925-5565 if you are flying some other brand that may not be ready for the new New Year. POWERED PARAGLIDERS PAP 920 - Solo 210 engine, electric start, 4-blade prop, slight tip damage but usable, < 10 hours $3,000. Symphony glider XL, like new $1,000. Hoth $3,500. (616) 897-6958 evenings or leave message. SUMMER SALE - Powered paragliders (including Pagojet). Paragliders from $400, flight suits, etc. (425) 867-9115. EMERGENCY PARACHUTES

DIXON'S AIRPLAY PARAGLIDING - #1 for 1997 & 1998. The perfect beginner training areas! Year round temperate climate. DRIVE UP to 360 degree treeless and rockless launches. Land in wide open fields. Master rated tandem instructor Dixon White has supervised over 17,000 student flights to date, teaching new pilots is his profession. lndividttalized training with state-of-the-art equipment, 2-way radios, comprehensive ground schooling with an emphasis on micrometeorology. Great new and used inventory. Specialized clinics including the CAGE, towing and BACKPACK MOTORS, Enjoy the Grand Canyon and other spectacular scene1y. Great lodging bargains or luxtuy accommodations. Dave Bridges, US Narional Champion says, "Dixon's students arc extremely well-trained and competent pilots." Dixon's Paragliding in ARIZONA and WASHINGTON (appointments recommended), PO Box 2626, l'lagstaff AZ 86004. (520) 526-4579. www.paraglide.com

9~11if(ed USHGA Instructor

FLY ABOVE ALL - Experience the thrill of flying today at the best training hill in the western US! Year-round paragliding solo and tandem instruction, tandem flights, and all the equipment you need to fly. 1-'ully certified, individualized instruction includes ground school, hands-on training on state-of:the-art equipment using 2-way radios at a hill where you can drive to the top, and we can pick you up at the bottom after each flight! Visit our website at: www.flyaboveall.com or call (805) 965-3733 and step into flight! 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, www.eec.org/bus/high_adventure

DERPORT 2800 Torrey Pines Scenic Drive San Diego CA 9203 7 Since 192R

BRAND NEW $395 - 38sq/m & 42sq/m. Used $200 meets militaty specs. (303) 347-8995. 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) 647-3377. Dealer inquires welcome.

FAX your classified ad, membership renewal or merchandise order:

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

JULY/AUGUST

1999

USHGA certified paragliding & hang gliding insttuction. Courses arc 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, Cornet, Edel, Nova, SupAir, Pro Design, Fircbird, Airwave, Wills Wing/Swing and others. All skill levels welcome. PO Box 1226, Del Mar CA 92014. (858) 481-7400 Southern California.

PARAGLIDING AND l!ANG GLIDING USHGA certified instruction, tandem flight instruction, sales, service, repairs, parachute repacks, motorized pg/hg instruction and site tours. Southern California dealers for EDEL and SOL Visa and Mastercard accepted. Check us out at http://www.flyrorrey.com or call (858) 452-9858. CONNECTICUT ECP- Look under New York.

AIRJUNKIES PARAGLIDING - Join KEN BAIER for your "Pursuit of Paragliding Excellence" in the land of year-round, excellent paragliding: Southern California and the Baja. Courses for Novice, Intermediate, Advanced and Instructor ratings. Powered paragliding, soaring and maneuvers clinics, guided tours, tandem and towing instruction and special events. USHGA certified. Handling the latest equipment. Call (760) 753-2664 for information.

Our advertising has a two-month lead time. Plan ahead.

SOUTHERN SKIES - Serving the SOUTHEAST, nearest MOUNTAIN FLYING, also POWERED PARAGLIDING. (828) 632-6000 WWW.SOUTHERN SKIES.NET GEORGIA SOUTHERN SKIES -- Serving the SOUTHEAST, 4 hours from ATLANTA. MOUNTAIN FLYING, and POWERED PARAGLIDING. (828) 632-6000 WWW.SOUTHERNS KIES.NET

HAWAII

NORTH CAROLINA

MONTANA HIGH PLAINS PARAGLIDING - Professional instruction and quality gear! USHGA certified lessons in beautiful Helena, Montana. Selling Sup' Air, Gin, firebird, and Flytec. (406) 442-7163, hiplainz@aol.com, http://homerown.aol.com/hiplainz

LEARNTO~ PARAGLIDE~

NEVADA

at Kitty Hawk Kites

MAUI IS A !'LYING MECCA - Locals fly 520 days each year. Fly from Haleakala Crater 10,023' above the Pacific. Soar friendly thermals at Polipoli flight Parle All sites drive-up. Good flying for all levels. Courses, clinics and guiding by Proflyghr. Equipment in stock for rent or purchase. Please call ahead. Toll rree 1-877-GO-rLY-HI or mail@paraglidehawaii.com

ADVENTURE SPORTS - Mountain tours for all levels. USHGA Certified school & ratings. Dealer for all major brands. 3650-22 Research Way, Carson City NV 89706. (775) 883-7070, email: advsprs@pryamid.net web site: http://www.pyramid.net/advspts

Outer Banks, NC Lessons Daily Towing & foot Launch Year Round Sales & Service CALL TODAY! 800-334-4777 252-441-4124

NEW JERSEY

E-Mail Address info@kittyhawk.com

ECP- Look under New York. NEW YORK

IDAHO KING MOUNTAIN PARAGLIDING - Certified full-rime SCHOOL, taught by Master rated instructor Brad Bloxham. Tandem, RETAIL, major brands, POWERED PARAGLIDERS, guide service, mountain tours, site information, including world famous King Mountain (1997 US Nationals.) SUPPLIER/MFG: The most comprehensive, educational INFO/LOGBOOK in the USA, $24.95, RADIO HARNESSES $39.95, PG CARGO/DUFFEL BAG (holds wing & evetything else) $49.95. 10169 N 15 E, Idaho falls, ID 83401. Phone or fax (208) 524-0039, email KingMtPG@aol.com, Visa/Mastercard/Discover. MEXICO VALLE DE BRAVO - Winter flying mecca. 1-800861-7198. jeff@flymexico.com www.flymexico.com MICHIGAN

-------~E A S T ~C>.A. P.iA.Fl?.A,<aLlll l:>11 NC. THE NUMBER 1 - Rared USHGA paragliding school in the United States 1995, 1996 and 1997. Our premier school and "WORLD CLASS STORE" are conveniently located only 1.5 hours outside Manhattan in the Catskill mountain range. We offer a full spectrum of instruction including our famous TAKE OFF PROGRAM which allows you to learn at your own pace. We now also offer full-rime towing at our airport, located only 5 minutes from the shop. Importer of WOODY VALLEY MODEL, AIRWAY£ and NOCAL (the US Paragliding World Teams official helmet) products. 150 CANAL STREET, ELLENVILLE NY, SHOP (914) 647-3377, OFFICE (732) 747-7845.

SOUTHERN SKIES ..~ MOUNTAIN FLYING and POWERED PARAGLIDING instruction, sales and service with full-rime shop, I hour north of Charlotte. 7 beautiful flying sites nearby. (828) 632-6000 WWW.SOUTHERN SKIES.NET OREGON

I KAROS SPORT AVIATION - Lessons, service, equipment. Paragliding, hang gliding, powered paragliding, trikes. Phone (718) 777-7000, WWW.FLYFORFUN.NET

More than 4,000 paragliding enthusiasts TRAVERSE CITY HANG GLIDERS/PARAGLIDERS - Put your knees in our breeze and soar our 450' sand dunes. FULL-TIME SHOP. Certified instruction, beginner to advanced, foot launch and tow. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. 1509 E 8th, Traverse City MI 49684. Offering POWERED PARAGLIDING lessons & dealer for the Explorer & used units. Call 13ill at (616) 922-2844, tchangglider@juno.com. Visit our paragliding school in Jackson, Wyoming. Call Tracie at (307) Tl9-8620.

JULY/AUGUST

1999

read our magazine every month. That's more than 8,000 eyes seeing your ad.

OVER THE HILL PARAGLIDING - Oregon/SW Washington. Sales, service, beginner-advanced USHGA certified instruction. Nova, hrebird, Apco, AT, Pro Design, SOL, Ball, rlytec, HES Quantum parachutes. Se,vice: 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, fox (503) 666-6979. Email: othparn@rcleport.com web: http://www.teleporr.com/-orhpara/ SUNSPORTS PARAGLIDING - Hood River, Oregon. 13eginner lessons, tandem flights, advanced instruction, consigninent sales. Rick Higgins, Master rated pilot, Advanced Instructor, Tandem Instructor. (541) 387-2112, rsunsporrs@aol.com

FAX your classified ad, membership renewal or merchandise order:

(719) 632-6417. We gladly accept VISA and THERMAL TRACKER PARAGLIDING - Southern Oregon's premier paragliding school. Corne learn ro fly in the beautifol mountains of Southern Oregon and Northern California. We emphasize safe instruction through P-4, utilizing many great training and mm111tain sites. ACTIVE PILOTS, consider Southern Oregon as your next flying vacation with guided tours of all the great Oregon sites! Dealer for all major brands. New/used, call Kevin at (541) 955-17.37 rhermaltracker@bigfoot.com TEXAS HILL COUNTRY PARAGLIDING INC - Learn complete pilot skills. Personalized USI-IGA certified training, ridge soaring, foot & row launching in central Texas. MOTORIZED PARAGLIDING INSTRUCTION & EQUIPMENT AVAILABLE. (915) 1185. Rt I, Box I 6F, TDw TX 78672.

Join us at the most CONSISTENT, EASY, CONVENIENT drive up, beginner and intermediate sire in the world! GREAT WEATHER and YEAR-ROUND flyin!',, only 30 minutes from Salt Lake City International Airport. GUIDING available to all UTAH SITES, close to INCREDIBLE national parks and the BEST skiing anywhere' SCOTTY ALAN MARION is a Full time USHGA CERTIFIED instructor and TANDEM instructor. Our goal is to have the most THOROUGHLY TRAINED, HIGHEST QUALITY SAFE PILOTS! We specialize in FRIENDLY, PATIENT, PERSONAL instruction (MAXIMUM of 2 in a class). COMPREHENSIVE ground ~chool includes: simulator, micro and 1nacro meteorology, reserve and aerodynamic theo1y. SUPER FLY dealer.

MasterCard. THE SOARING CEI\TER - Utah's only full service paragliding and hang gliding shop and school. We offer AM and PM lessons seven days a week. We arc dealers for all manufacturers. Great new and used cqctipmcnt. We teach at the famous "Point of the Mountain." Free camping right where you learn. Great discount bargain lodginp; or luxury accommodations. Cuide services, mountain tours, site information. Affordable classes. For a free information package, call toll free 1-888-9445433, email 1-1 BC3@aol.com, fax (80 I) 576-6482., 12665 S Minuteman Dr., Draper UT 84020, www.soaringccnter.com VIRGINIA KITTY HAWK KITES -

KITE ENTERPRISES - - Foot launch, payout winch row and powered paraglider instruction too. Training, sales, rentals and repair. Edel, Aitwave, Wills Wing, UP and DK Whisper. Dallas, Fort Worth and north Texas area. 211 Ellis, Allen TX 75002. (972) .190-9090 nights, weekends. www.kicc-enterµrise~.com

See North Carolina.

SOUTHERN SKIES - Serving the SOUTHEAST, I hour from Virginia state line. MOUNTAIN FLYING and POWERED PARAGLIDING. (828) 6.12-6000 WWW.SOUTHERNSKIES.NET WASHINGTON

UTAH CLOUD 9 PARAGLIDING SCHOOL- Proud to be Utah's largest paragliding school, Dffering lessons from beginners through tandem flight certification. We offer AM and PM training sessions seven days a week at world famous Point of the Mountain. \Ve currently arc the only major school in the US training pilots using ONLY airbag harnesses and 1999 glider models to provide the safest learning environment. Para 2 Certification is $650 for UNLIMITED lessons. In addition, your lessons package is I 00% applied toward the purchase of new gear. We are also the US and Mexico importers for SOL paragliding gear. Our head instructor, Steve Mayer is the President of the Utah Hang Gliding Assn., an Advanced lnstmctor, Tandem Instructor, Advanced paraglider pilot, and Novice hang pilot. "Brush up" lessons for rated pilots arc $4 5 per session, and P3 and 1'4 rating classes arc $ I 00. Call or e-mail us for a complete information packet at (80 I) 553-1834, info@paragliders.com or visit our site on the web at www.paraglidcrs.com

So you vc got your P2, NOW WHAT? Ask about our P2 PLUS program. This program is designed around the huge NEED lor pilots to CONTINUE in EDUCATION and SKILL development. Special skills and education include: judging conditions on launch, launching tactics, turn coordination, .360's, spot landing tactics, big cars, speed system, top landings, side hill landings, ground handling, highwind techniques, mountain flying, ridge and thermal SOARING! DON'T take shortcuts with aviation! FLY for LIFE and LOVE evety mirrnte of it 1 POINT OF THE MOUNTAIN PARAGLIDING PO Box 616 Draper UT 84020 (801) FLY-AWAY email scotty@pointofthemountain.com www.pointofthemountain.com

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

DIXON'S AIRPLAY PARAGLIDING - #I School for 1997 & 1998. This Northwest training center is located on the Eastern side of the Cascades where the weather is dry and beautiful! This 1,600 acre private flight park is ideal for the beginner with drive-up open launches and large landing fields. Individualized training with state-of-the-an equipment, 2-way radios, comprehensive ground schooling with an emphasis on micrometcorology. Great new and used inventory. Specialized clinics including the CAGE and BACKPACK MOTORS. One hour from the CHELAN BUTTE. On-sire climbing wall, skiing, mountain biking, etc. Dave Bridges, US National Champion says, "Dixon's srndents arc extremely well-trained and competent pilots." Dixon's Paragliding in Washington and Arizona (appointments recommended), 8101 Hay Canyon Road, Cashmere WA 98815. (509) 782-5543. v,ww.paraglide.com WISCONSIN RAVEN SKY SPORTS brad@hanggliding.com

-(4I!r)

473-8800,

PARAGLIDING

PARTS & ACCESSORIES

ALINCO DJ-19 IT - I !and-held VHF transceiver. FEATURES: Large, illuminated display, 40., 1 memories, direct frequency entry via the keypad, battery save function, scan function, lockable keypad, I. 5w or 5w transmit output, C:TCSS encoder standard, DTMF selective call. Available with or without key-pad $159 to $239. Dry-cell battery cases (AAx4), fingerswitches, radio harnesses, etc. (541) 955-1737 THERMAL TRACKER l'ARACLIDING

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, ushga@ushga.org or fax your ad with a Visa/MC, fax (719) 632-6417.

Windsok. Made of 1. 5 oz. rips top nylon, UV treated, 5'4" long w/ 11" throat. Available colors fluorescent pink/yellow or fluorescent pink/white. $39.95 (+$4.75 S/HJ. Send co USHGA Windsok, P.O. Box 1330, Colorado Springs, CO 80901-1.330, (719) 632-8.300, fax (719) 632-6417. VISA/MC accepted.

Sell your unused equipment here.

DO YOU WANT TO HJKF with your paraglider and not feel like a pack nude? The SKY TREK is the solution. A new backpack design with a removable suspension that transfers the weight to your hips yet still allows for storing in a harness. $179+$6 shipping, MC/Visa. Guaranteed. In stock. Free brochure. Critter Mountain Wear (970) 349-9326, email critter@lcrcstedburte.net www.crittermtnwear.com

VAIUO KIT $70 - Soar with your hand made vario! Hiryu Mir,. http://home.att.ne.jp/red/cLY, fax: 011-8143-279-4627 Japan. BUSINESS & EMPLOYMENT Ol'l'ORTUNITIES FASY WORK! EXCEi.I.ENT PAY! - Assemble products at home. Call toll-free 1-800-467-5566 ext.1151. !'LICHT CONNECTIONS, !NC. PTT ff

RIGHT CONNECTIONS, INC

MINI VARIO- World's smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 fr., fast response and 2 year wat-ranty. Great for paragliding too. ONLY $169. Mallcttec, PO Box 15756, Sama Ana CA, 92Tl5. (7Jit) 966-1240, www.mallettec.com

Can't afford new equipment? Find great bargains in our classified ad department. •Newand Improved • Water/Dust Resiscam Push Button ' Field Replaceable Finger Switch ' I leavier Cauge Wire/Improved Plugs 0 Increased Strain Relief at Al.l. Joints Introductory price $89.95. Extra finger switch $14. 95 w/pmchase. Dealer inquiries welcome. Call (9U) 2687946. MC/Visa. Visit om website at www.flighrconn.com

JULY/AUGUST

1999

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

PARAGLJDINC INSTRUCTORS WANTED Eastcoast Paragliding Center is looking for paragliding instructors to join its ccan1. For info call Lars Linde at

(908) 747-78if5. SCHOOL FOR SALE - Important paragliding school in Canada for sale. 25 minutes northeast of Quebec City. All year long operations: 2,800' ground level, a road to the summit, mechanical lifts, 6 rake-off sites from I 00 degrees to 315 degrees exclusivity for paragliding business. Mont Ste-Anne, important ski resort in

Canada. Our school sells Apco and Advance paragliders. The price asked is more than affordable, the school can be bought with or with equipment. All inquires: L eolc Buissonniere Inc., Artn: Ken Risdon, 7773 Ave Royale, Chaceau-Richer, Que, Canada GOA 1NO, email Ken Risdon air 1@globetrotter.qc.ca PUBLICATIONS & ORGANIZATIONS INTRODCC:INC - The Official Soaring Center Log Book, from winds aloft to repack log, it has it all, only $9 plus $2s/h. Dealers/schools welcome. We can put your logo on the cover. Call for details. (888) 944-54.l.l or email HBC31i:baol.com

MISCELLANEOUS VIDEOS, BOOKS & APPAREL - Call USI-IGA for your Merchandise order form (719) 632-8300, fox (719) 6.02-6417, email: ushga@ushga.org,www.ushga.org DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE CLASSIFIEDS.

SOARING - Monthly magazine of The Soaring Society of America, Inc. Covers all aspecrs of soaring flight. Full membership $55. Info. kit with sample copy $3. SSA, P.O. Box 2100, Hobbs, NM 88241. (505) 392-1177.

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, weight range i.e. 137-185lbs=2 words, web site or email address=3 words. MINIMUM AD CHARGE $5.00. A fee of $15.00 is charged for each line arc logo and $25.00 for each photo. LINEART & PHOTO SIZE NO LARGER THAN 1.75" X 2.25". Please underline words to be in bol<l print. Special layouts of tabs are $25.00 per column inch. AD DEADLINES: July 20th is the deadline for the September/October issue. Please make checks payable to USHGA. Send to: PARAGLIDING MAGAZINE, Classified Advertising, P.O. Box 1330, Colorado Springs, CO 80901-1330 (719) 6.02-8300 or fax (719) 632-6417, email jjelgart@ushga.org with your Visa or Mastercard.

VIDEOS

STOLEN WINGS & THINGS

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. PARAGLIDE: THE MOVIE by Viking Films. Rock-n-roll world class competition at Owens Valley. Professionally filmed & edited $35.95. Call or fax USHGA (719) 632-8300, fax (719) 6326417, please add +$4 domestic s/h (+$5 for two or more videos). Great ro impress your friends or for those socked-in days.

AT BAG/FIREBIRD G-SPORT L - Lost at LAKE CHELAN, WA launch area by the towers on May 16th, l999. AT bag is purple/green, Glider is pink/white. Also SupAir purple/white harness, reserve, Piccolo vario. Darren Hart (970) 925-2483.

STARTING PARAGLIDING - Paul Hamilton has masterminded a perfect introductory paragliding video. Informative & spectacular. Techniques & precision flying that is Dixon's trademark, pllts yoLl right in the middle of a typical Airplay training program. Important classroom discussions, close-up shots of ground handling techniques, unique on-board camera shots, including a superb tandem flight thousands of feet over Chelan Butte. -28 minutes, $29.95 (plus $4 s/h). Order by phone (520) 526-4579, by email: paraglide@paraglide.com or mail check to Airplay, POB 2626, Flagstaff AZ 86003. See www.paraglide.com

FREE-X FLAIR M - Stolen from a vehicle in SAN FRANCISCO, CA area on April 20, 1999. Red w/white LE. Advance harness attached, purple/black/yellow. Call Stephen Ainge (516) 283-.0240, ainge@hamptons.com

PARAGLIDING: THE COMPLETE GUIDE - By Noel Whittall. The most complete guide to paragliding on the market. Over I 00 color photographs & illustrations, 200 pages, $26.95 +$4.75 s/h. USHGA, PO Box 1330, Colorado Springs CO 80901. (719) 632-8300, fax your MC/Visa to (719) 632-6417, or order from our web site www.ushga.org

US VOLES STORM 301 - Stolen from vehicle at TIGER MOUNTAIN LZ, ISSAQUAH, WA on October 12th, 1997 weekend. Pink top, green/yellow undcrsurface, also AT harness, large green reserve. (206) 949-0519. STOLEN WINGS arc listed as a service to USHGA members. There is no charge for chis service and lost and found wings or equipment may be called in (719) 6328300 or fax it in (719) 632-6417 for inclusion in Paragliding & Hang Gliding magazine. Please call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

INDEX TO ADVERTISERS Adventure Productions ........................... 17 Aerolight USA/APC0 ............................ 22 Air California ........................................... 5 Ball Varios .............................................. 14 Brauniger ............................................... 51 Dixon's Airplay Paragliding .................... 14 Edel .................................................. 20,21

Classified advertising: new life for your equipment and cash in your pocket. What a deal! 58

EDEL CORVETTE 24 PG - Stolen from storage locker in CLARK FORK, ID on May 4rh, 1999. Hot pinlJlime green, with trim tabs. Also GQ security chute, burgundy vetter helmet w/several site stickers on it (Funston, WOR, Dunlap, Ed Levin, etc.) And older red helmet. Rhoda, (208) 266-1505.

1998 DK WHISPER GT Powered PG - Stolen at PIKETON, OH on December 21, 1998. Engine VIN# 96.oO frame VINl/32/3, (prop guard was NOT stolen.) Harness w/left torn footbar loop; large tan leather patch aLtached with velcro scrips on the back. XL DK Hathor Symphony glider. Purple on top, white/multi-color on bottom. ConLact Pere Richmond, (740)493-7.517, Richmond@womner.net There is also a $ 1000 Reward for the return of my PPG, no questions asked. FIREBIRD IGNITION - Stolen from a truck parked at a trailhead in CRESTED BUTTE, CO on November 25th, 1998. Red, VIN #206-98-ILU. Also taken, l'ircbird backpack, High Adventure Excite harness w/stirrup, front mount Firebird RSII reserve, learn carbon fiber helmet. Call William Jenkins (303) 444-5200, jenkins@privatel.com

Fly Ecuador ............................................ l 7 Fly Products ........................................... 11 Flytec ..................................................... 39 Gruppo Adesso ..................................... .42 Hall Brothers ........................................... 6 Mojo' s Gear ........................................... 17 Nova ...................................................... 39 Paragliding World Team ........................ 50 Pro Design ............................... Back Cover Sky Sports .............................................. 14 Sol. ......................................................... 59 Sport Aviation Publications ...................... 5 Sup' Air .................................................. 19 Super Fly, Inc. ................................ 2,30,31 Thermal Tracker ...................................... 6 Thin Red Line ....................................... 14 USHGA ............................... 5,37,45,49,54 Wills Wing .......................................... 7,1 l

PARAGLIDING

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