USHGA Paragliding November/December 1999 by US Hang Gliding & Paragliding Association

Edel Paragliders Experience, Quality and Performance. With two excellent service facilities in the U.S.We are on the road with Demo's year-round. We offer clinics using a state of the art boat tow platform. everything you need for paragliding ... we've got.

Bill Anderson No Limits Paragliding 3620 Wawona Street San Francisco , CA 94116 ph : 415 .759 .9011 cell : 530.945.4302 fax: 415 .750.1182 edelsky@c-zone .net

Mitch McAleer Edel Southwest Service Center 29120 Melby Drive Lake Elsinore , Ca 92532 ph: 951.674 .8844 mmcaleer@ez2.net

TAKING YOU HIGHER

PARAGLIDING • NOVEMBER/DECEMBER 1999

EXEC'S CORNER

AIR MAIL

CAL:ENDAR OF EVENTS

INCIDENT REPORTS

1999 USHGA REGIONAL DIRECTOR ELECTION Use tbe ballot attacbed to this magazine.

CLASSIFIED ADVERTISING

RED BULL WINGS OVERAsPEN by Otbar Lawrence and Cbrls Davenport

UPDATE PARAGLIDING lNTERVIEWS:JOSH COHN by Steve Roti, photos by Jason Mcconathy

RECREATIONAL GIJDER REvrnws:THE FREEX FLAIR

COVER: A pilot heads in for a landing at the recent Red Bull Wings Over Aspen US. Paragliding Nationals. See story on page 22. Photo © I 999 by Jay Farbman.

GLIDER REvrEw:THE OZONE ELECTRON M

article and photos by Jay Ca,·roll

S1RAWBERRY REsERVOIR MANEuvERs CLINIC

article and photos by Lucie Lessard

INDEX TO ADVERTISERS

DISCI..AlMER OF WARRANTIES lN PUBLICATIONS; The material presented here is published as pan of an information dissemination service for l JSHGA members. 'The 'USHGA inakes no warr.u:ities or representations and ~sumes no liability concerning the validity of any advice, o pinion or recommendation expressed in the mate rial. All indiViduals relying upon the material do so at their owo risk. Copyright © 1999 United States Hang Gliding Assa., lnc. AU rights reserved 10 Ptm1gltdi11g and individual

contril:>utors.

NO V EMBER/D E CEMBER

1999

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 Elgar!, 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 jghalloran@ushga.org USHGA Officers and Executive Committee:

Gregg lawless, President Chris DuPaul, Vice President Russ Locke, Secretary Geoff Mumford, Treasurer REGION 1: Bill llolosky, Steve Roti. REGION 2: Russ Locke, Ray Leonard, Scott Casparian. REGION 3: Ken l:laier, John Greynald, Gregg Lawless. REGION 4: Mark Ferguson, Jim Zeiset. REGION 5: Frank Gillette. REGION 6: Jeff Sinason. REGION 7: Bill l:lryden. 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 Riker!, Dan Johnson, Jan Johnson, Dennis Pagen. HONORARY DIRECTORS: Randv Adams, Bob Hannah, John Horris, Steve Kroop, Lo;ry Sanderson (SSA), Ed l'itman, Chris DuPaul, Gene Matthews, Lars Linde, Alan Chuculate, , Ken l:lrown, 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 lnternationole (FAI), of the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAl-related paragliding activities such as record attempts and competition sanctions. PARAGLIDING magazine is published for paragliding sport enthusiasts to create further interest in the sport, and to provide an educational forum to advance paragliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos and illustrations concerning paragliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other paragliding publications. PARAGLIDING magazine reserves the right to edit contributions where necessary. The Association and publi-cation 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 l'eak Ave., Suite 101, Colorado Springs, Colorado 80903-3657 (719) 632-8300. FAX (719) 632-6417. PERIODICAL POST AGE is paid at Colorado Springs, CO and at additional mailing offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: PARAGLIDING, P.O. BOX 1330, Colorado Springs, CO 80901-1330.

NOVEMBER/DECEMBER

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

REMEMBERJ[NG DAVE JBRJ[DGES Dear Editor, I wish to express how sorry I am that Dave Bridges was killed on a climbing expedition in Nepal. I was wonderfully lucky to have the opportunity to meet and become close friends with him. He truly loved Mexico in many ways and taught us a lot about attitude and determination. I would like to express to his family and friends that Dave will be greatly and sorrowfully missed, but he will be flying above us forever. Miguel Gutierrez Mexico

NORTHEAST U.S. REGIONAL PARAGLIDING CHAMPIONSHIP Dear Editor, The second annual event held in West Rutland, Vermont saw a lot of rain but was still fun. Pilots included Moises "Moca'' Sodre (National Brazilian Champion in 1995 and 1997), Jeff Farrell (Firebird and Gin Gliders) Mike Eberle (Flight Design) Lars Linde (Advance) and 32 other pilots, some of whom drove in from hours away. There was no winner and no awards, but a great time was had by all. Hats off to Rolf Fuessler and the 30-some pilots who braved traditional New England para-driving. Nicolai Cauchy Meet Director

WIND GRADIENT STALL Dear Editor, In the May/June issue of Paragliding, the article "Flight Plan Errors" mentioned that a "wind gradient stalled the wing ... " In my experience it is impossible for a wind gradient to stall a paraglider; the pilot stalls the wing. If left alone the glider will dive or surge to maintain airspeed and it will not stall. The increased ground speed or surge often causes the pilot to think that he will smack the ground, so he pulls brakes, often to the extent that he stalls the glider. Laura Nelson Edenglen, South Africa

1999

VOLUME

10,

ISSUE

1. Title of publication: PARAGLIDING 2. Publication No. 1089-1846 3. Date of filing: September 1O, 1999 4. Frequency of issue: Bimonthly 5. No. of issues published annually: 6 6. Annual subscription price: $26.00 7. Complete mailing address of known office of publication: 559 E. Pikes Peak Ave. Suite 101, Colorado Springs, CO 80903-3657 8. Complete mailing address of headquarters or general business office of publisher: Same 9. Full names and complete mailing addresses of publisher, editor, and managing editor: Publisher: United States Hang Gliding Assn, Inc., P.O. Box 1330, Colorado Springs, CO 80901-1330. Editor and managing editor: Gil Dodgen, 31441 Santa Margarita Pkwy., Suite A-256, Rancho Santa Margarita, CA 92688-1836. 10. Owner: United States Hang Gliding Assn, Inc., 559 E. Pikes Peak Ave. Suite 101, Colorado Springs, CO 809033657. Its Officers are: Gregg Lawless, President, 9127 Bittercreek Lane, San Diego, CA 92129; Christopher DuPaul, Vice President, P.O. Box 204, Nags Head, NC 27959; Russ Locke, Secretary, 868 S. Mary Ave., Sunnyvale, CA 94087; Geoff Mumford, Treasurer, 750 First St. NE, Washington, DC 20002. 11. Known bondholder, mortgagees, and other security holders owning or holding 1% or more of total amounts of bonds, mortgages or other securities: none. 12. The purpose, function, and nonprofit status of Jhis organization and the exempt status for Federal income tax purposes: (1) Has not changed during preceding 12 months. 13. Publication name: Paragliding 14. Issue date for circulation data below: July/August 1999 15. Extent and nature of circulation: (A) Total No. copies printed: 5,215 av./issue. preceding 12 mo.; 5,249 for July/August 1999. (81) Paid circulation through dealers and carriers, street vendors and counter sales: 1,296 av./issue preceding 12 mo.; 1,209 for July/August 1999. (82) Paid or requested mail subscriptions: 3,426 av./issue preceding 12 mo.; 3,542 for July/August 1999. (C) Total paid and/or requested circulation: 4,722 av./issue preceding 12 mo.; 4,751 for July/August 1999. (D) Free distribution by mail: 38 av./issue preceding 12 mo.; 43 for July/August 1999. (E) Free distribution outside the mail: 16 av./issue preceding 12 mo.; 19 for July/August 1999. (F) Total free distribution: 54 av./issue preceding 12 mo.; 62 for July/August 1999. (G) Total distribution: 4,776 av./issue preceding 12 mo.; 4,813 for July/August 1999. (H 1) Copies not distributed - office use, leftovers, spoiled: 341 av./issue preceding 12 mo.; 350 for July/August 1999. (H2) Copies not distributed - returns from news agents: 98 av./issue preceding 12 mo.; 86 for July/August 1999. (I) Total: 5,215 av./issue preceding 12 mo.; 5,249 for July/August 1999. (J) Percent paid and/or requested circulation: 99% av./issue preceding 12 mo.; 99% for July/August 1999. 16. This statement printed in: November/December 1999 issue. 17. I certify that the statements made by me above are correct and complete. Signed by: Jeff Elgart, Director of Circulation, 9/10/99.

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.,.,TOWING ALOFT by Dennis Pagen/Bill Bryden. Covers ALL aspects of towing. 372 pgs .. ..... Jib .,.,_PARAGLIDING-THE COMPLETE GUIDE by Noel Whittall. Comprehensive, color. 200 pgs . .. 2lb UNDERSTANDING THE SKY by D. Pagen. THE most complete book on micrometerology . .... 2lb PARAGLIDING-A PILOT'S TRAINING MANUAL by M.Meier/Wills Wing. Covers all aspects .... 2lb ACCESS & THE GENERAL AVIATION AIRPORT ENVIRONMENT by B. Moorman... . ..... 2lb SKY ADVENTURES 36 hg stories by 32 hg authors. Informative & entertaining. 240 pgs ...... ... 1lb DOWNWIND by Larry Fleming. Share the experience of over 20 years of hg flight ......... 1lb A RISK MGMT MANUAL by Michael Robertson. Used in ICP's, withe Charts of Reliability . ....... 1lb RECORD ATTEMPT KIT Includes all forms needed for national & world record attempts .... 2lb FLIGHT LOG BOOK The Official USHGA flight log book. 40 pages. Log those flights! .......... 2oz CERTIFICATION BOOKLETS Document your skill level sign-offs. Specify PG or HG ............. 2oz

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ISC. _11_@_ USHGA "PARAGLIDING"PHONE CARD 25¢ per minute long distance rate, includes 30 min ... $10.00 WINDSOK™ 1.5 oz. ripstop nylon, 5'4" long w/11" throat. Pink/yellow or pink/white (circle one) .. 2lb $39.95 USHGA EMBLEM DECAL Our original logo, in its original colors, on a 3" circular sticker ......... 1oz $ .50 USHGA SEW-ON EMBLEM Our original logo, in its original colors, on a 3" circular patch . ....... 1oz $ 1.50 LICENSE PLATE FRAME Chrome plated. I'd Rather Be Paragliding . ............... 1lb $ 6.50 PAYMENT must be included with your order. SUBTOTAL WEIGHT (for shipping) _ _ NON-USA orders must be in U.S. FUNDS drawn on a U.S. BANK!

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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 Michael Champlin World X-C 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 100-mile 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/

JAN. 24-29, 2000: Millennium Cup Mexico 2000 (paragliding). $20,000 (U.S.) prize money, sponsored by Beer Sol. El Penon de! Diablo, 15 km south of Valle de Bravo. Entry $200 (U.S.) before January 14, $250 after. Contact: Eneva, fax 01 l-52-726-232-79, eneva@softhome.net; Alas Del Hombre, phone Ol 1-52-5-575-77-60, fax 011-52-5575-85-95, alas@alas.com.mx. MARCH: 4-11, 2000: BigSkyManil/,a Paragliding Open 2000, Manilla, NSW, Australia, Mt. Borah. Four large launch areas for nearly every wind direction. Flatlandsstyle flying. FA! world record open distance site (335 km). CIVL Category 2 for international rankings. Over $3,000 (Australian) in cash and prizes for Open, Intermediate and Novice, and Female classes, plus day prizes. 120 pilots max. Pilots must have a CPS (no photos). Entry fee $140 ($170 after Feb. 21). Contact: Godfrey Wenness, tel. 61 (0) 2 67856545, fax 61 (O) 2 67856546, SkyGodfrey@aol.com., http://www.gri.une.edu.au/mss.

FUN FLYING DEC. 27-31: 1999 Mauna Kea Fly-In. Celebrate the new millennium on the Big Island of Hawaii. Hang gliding and paragliding pilots welcome. Contact: Achim Hagemann, Advanced Air Technologies,

P.O. Box 797, Mtn. View, HI 96771 (808) 968-6856, tofly@excite.com. FEB. 25-27, 2000: Cage Fly-In on Maui by Joel Greger and Steve Lantz. Will include 10 pilots from France including Cage designer Jean Louis Darlet who may hold a clinic for Cage flyers and others. Contact: Brett Snellgrove, 3140A Liholani St., Pukalani, HI 967 68, Snell 14@juno.com.

DEC. 11-12: Paragliding IP Renewalwith Ed Pitman, San Bruno, CA. Contact: Bob Ost at fly@best.com or (650) 588-1975. DEC-MARCH: Week-long tours, Valle de Bravo, Mexico. Sunday to Sunday, $595. Lodging, transportation, retrieval, airport pickup and return included. Airmen's Rendezvous, Dec. 26-Jan. 2. Contact: Jeffrey Hunt, 4811 Red River St., Austin, TX 78751, phone/fax (512) 467-2529, mobile (512) 656-5052.

CLINICS/MEETINGS/TOURS JAN. 2000: Fifth Annual Winter Paragliding 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. NOV. THROUGH FEB. 2000: Ecuadorian Adventure Tours with Kevin Lee of Thermal Tracker Paragliding. Fly and explore the High Andes of Ecuador. Soar coastal beaches for hours. Fly in the sun this winter. Bring your camera. Contact: Thermal Tracker Paragliding, (541) 955-1737, Thermaltracker@bigfoot.com. 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 full in love with. Contact: (509) 925-5565. NOV. 27-28: Powered Paragliding Clinic by USHGA Certified Advanced Instructor I-Iugh Murphy on the California central coast. Syllabus covers smooth transition from non-powered to powered paragliding with a safe, easy learning curve. DEC. 4 -5: California Coast Ridge Soaring Clinic. Soar the Golden State's coastal sites from Big Sur to Santa Barbara. Earn your Ridge Soaring signoff. DEC. 11-12: Powered Paragliding Clinic !!by Hugh Murphy and Bill Walsh of Powered Paragliding Sports. See www.2get1.com. Syllabus builds on previous clinic with more flying sites and Special Skills endorsements. DEC. 18-19: California Coast Ridge Soaring Clinic fl Bill Walsh demonstrates advanced maneuvers and high-wind safety techniques. Additional sites added to first clinic. Contact: Surf The Sky Paragliding, (805) 772-8989, hmurphy@tcsn.net,www.bmac.net/paragliding.

Adventure in Mexico, with Chris Santacroce. Consistent summer-like flying at a variety of sites around Mexico City: Valle de Bravo, Tisca, Malinalco. Good thermaling and excellent X-C potential. Comprehensive thermal and X-C clinics, instruction in active flying and basic maneuvers. P2 rating with 50 flights minimum. Attend for one week or all three. Make reservations soon. Contact: Chris Santacroce (801) 255-9595, chris@firebirdusa.com. FEB. I-MARCH 30, 2000: BrazilX-C Tours, four two-week trips. Ultra-consistent winter conditions. Sixth tour led by Bob Morken, 20-year HG pilot, five-year PG pilot. Tour begins in Rio, then moves to world-renowned Governador Valadares which offers great X-C, out-and-return and triangle flying with 5,000' AGL (7,000' MSL) cloudbase. Tour includes two weeks of hotel accommodations, travel to Valadares, breakfast and a ride to launch, X-C retrieval, tour guide, translator. Price: HG $1,400, PG $1,200. Contact: Bob Morken, Tour Coordinator, rmorken@hotmail.com, (530) 320-6675; James Rice, Tour Promoter, P.O. Box 3843, Incline Village, NV 89450 (775) 833-2118, (775) 720-3539 (cell); Marilyn Hutt, Travel Agent, marilynn@travel.fair.com, 1-800-235-1423. 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;registerbyNov.15, 1999. Contact: (775) 883-7070, www.pyramid.net/ advspts.

PA RAG LID ING

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s w

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"The ARCUS is the best all around paraglider that I have ever flown. It has it all; speed , glide, s ink 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 red iscover 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 m y self." 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-sol id stability, and carefree maneuvering . The ARCUS is my idea of a flying dream come true ." Mark " Forger " Stucky Paragliding Magazine , July 99

LLS~

Guality

aircraft

Nt:i for

exceptional

people.

r by Peter Reagan

used to be a mountain climber. As my experience grew, I tried increasingly difficult routes and occasionally came home with very exciting stories. fu a pilot now I'm as struck by the differences between the two endeavors as I am by the similarities. There is a heroic or almost military aspect to climbing. Words like siege, conquer, attack, overcome and victory impart an almost mythological connotation to the ascent. However, commitment to the climb usually occurs gradually as one enters increasingly hostile terrain. This allows the climber to heed second thoughts and retreat if the margin gets too thin. If you think you might be able to succeed on a route, that becomes the best reason to try it. Flying is different. It lacks this heroic aspect. Most foot-launch flights have more in common with an afternoon of volleyball at the beach than a military campaign. Bravery is not rewarded here. We seek grace. We seek finesse. We strive for poetry in motion. But in one way flying is much less forgiving. The commitment happens all at once, the moment one leaves the ground. Thinking that one can probably do a flight becomes the best reason not to try it. The well-known pilot adages we can all recite represent various ways of restating this fundamental contrast. There are no old, bold pilots. When we step off the ground, we must have confidence that we can step back on. This is our group ethic, and it is incidentally one reason why our accidents are so embarrassing, and why we are loath to report them. First, there we have three interesting tandem crashes, all at mountain sites in summer conditions, two involving new Tl pilots: 1) A tandem instructor soared with a passenger for an hour in strong, smooth conditions, then noted the wind increasing

in strength and switching. A frontal passage had been forecast and he decided to land. Several other solo pilots were in the air simultaneously and they headed out also. At that point penetration became nil, and big ears were employed from 1,500 feet to about 300 feet AGL. The pilot turned to make a downwind leg over the field but found himself in very strong sink, which continued to the ground. The two flew over a parking lot downwind at over 40 mph, experiencing two deep surges. They hit the top of a 4x4, bounced on the hood of a second, and slid to a stop under a third. Both were taken on backboards to an emergency room where both required stitches but had no fractures. The pilot was released that evening, the passenger the following morning. 2) A P4 Tl pilot making his 13th tandem flight set up for a top-landing in midday thermal conditions. The launch was open but had a line of trees behind it. The pilot was on final approach about 15 feet above the line of trees when he experienced unexpected sink. He tried to initiate a turn into clear air but felt that the tandem glider didn't respond as fast as he was accustomed to. fu they went through the trees some lines snagged on some branches, causing a collapse and spin into the ground. The pilot required stitches in his arm and subluxed his shoulder. The passenger suffered scrapes and bruises. 3) A P4 Tl pilot making his 18th tandem flight in midday thermal conditions gradually sank out and then headed for the LZ where he noted increased valley wind. Penetration was reduced, and in order to get over the LZ as soon as possible he swung into the lee of some large trees. He experienced a 40% collapse, then huge turbulence and sink. The pilot and passenger both performed PLF's, but the pilot's foot interacted with the passenger's roll and he suffered a complex ankle fracture requiring

five days in the hospital, a plate and screws. In a year with fewer than average accidents we've experienced more than the usual percentage of tandem mishaps. Paragliding is coming of age in our country, and increasing numbers of experienced pilots are seeking tandem ratings, so a higher percentage of flights are tandem. In two of these instances the accident was precipitated by rotor from a row of trees. These must not be underestimated, can be very powerful, and often extend as far as 10 times the height of the trees. The other accident involved a highspeed, downwind landing. Tandem gliders land faster than solos because of the higher wing loading. Furthermore, the pilot and passenger are not able to run out a landing as well as a solo pilot can. It becomes crucial to plan an approach that allows upwind ground contact. All of these accidents were on approach and landing, and they all involved misjudging conditions. The third reporter said it well: "The fact is, tandem flying is much more demanding. What is hard to fully grasp is that, while a P4 and a Tl are in the same body, one is very experienced and the other is a beginner. In retrospect, I made a P4 decision and then rigged up a Tl scenario." Each tandem passenger brings his or her unique attitudes, fears and abilities, not to mention weight, and every tandem flight is almost like flying a different aircraft. It is critical to allow for these unforeseeable considerations by making conservative decisions. Pilots are cautioned to only change one aspect of their flying per flight. The tandem pilot usually has a new passenger. Tandem flying may well be intrinsically a bit more dangerous than solo. (I doubt we will ever be able to develop statistics on this.) Our judgment is the only thing that protects us and our passengers. Here's a landing accident, another summer mountain thermal site: An inexperienced pilot was flying into an LZ obstructed by several groups of trees. During his final approach he was getting advice from an instructor by radio. As instructed, he burned off altitude before flying through a gap between two stands of trees, then turned left for his landing. In PARAGLIDING

the left turn he failed to allow for wind drift and was blown toward the trees. The left wing tip caught on a tree and the glider spun to the left, dumping the pilot on the ground. He suffered a spinal fracture and crushed his heel. The pilot's comments are richly instructive on several levels: "This was a basic beginner error: a new approach direction, a plan with more risk than necessary, several distractions at once, and just basic lack of experience. As I had had several sponsors for my flights, the instructor did not know that this was my first time for this particular landing approach. Since I didn't verbalize my plan to anyone at launch I didn't make use of the experience of the other people there. It was not so much my ego thinking that I didn't need help as it was a failure to completely perceive the potential risks and look for guidance. I got caught by something I wasn't worried about." Here's an interesting flight at a high

mountain thermal site: The weather had overdeveloped and was now occluded. An experienced pilot launched a DHV 2 glider in light downwind conditions, ran hard and long, and finally got into the air. Unfortunately, the continuous sink prevented him from reaching the LZ. He turned sharply at treetop level to attempt an uphill landing on a ski slope, stalling his inside wing and falling to the ground from 20 feet. He broke both the radius and ulna in his arm and had multiple wrist injuries. The most serious problem with this flight was the decision to fly. Others decided against it. The launch involved significant risks at the outset, both that of a launch accident and the possibility of not making the LZ. There was minimal hope that the flight would be enjoyable. We are so frequently desperate for airtime that we often forget that we fly for fun. If it ain't gonna be fun, it ain't gonna be worth it.

Soar over to MoJo's Gear Ltd. Co,

www,mojosgear@com ••• for all your fDying needs/ $29: DISCO'IIERING 'PARIUJLIOING MAGAZINE+ fJUl'tHi 10 NWERfV PARAGUOING NU'dfJAZINf & 'lll'OEO 129: HOW 10 Fl.'! II HWERW PA1MGU~ Vl'OEO $3~: HOW 10 FLY A HWERfV Pl41MCWTE 'lll'OEO $39: TOUCHING CI.OUDBASE INST'RUCTION/;I. Vl'OEO $2-0 : TOUCHING CI.OUD'IIASE INST'RUCTIONlll. '11001( FREE $29: 10WING Al.OFT INST'RUCTION 8001( SHIPPING $169: COMPACT Al.1IMIE1EIVWE111HER FORECASTER ONWO' Ill: A GUl'OE 10 THE SD CLOUD 'POSTER O'RonS $219: /COM 12H 2METER RADIO ovERno 129: U'I HIINGGI.I~ BAG 1199: SUUNTO WATCH $34 : INSTABILITY Vl'OEO $39: SECURITY IN FLIGHT 'lll'OEO $115: HEmAL 1000 WINDMETE'R SUS: l(EmAt 2000 64i1S C~ 220 (WllEMPERArtlRE MTAJ TOW, 11l1H12 IISS: l(EmAL 3000 915·319-11115 'PH (WllEMP & HUMIDITY MTA) 98!J-319-lli1' ,x $19: 'PTT HELMET FINGERIWITCH INST'RUC1ION SAi.Ei & SERVICE

NOVEMBER/DECEMBER

1999

One could question whether this pilot had a viable option once in the air. When rushing downwind there is a tendency to pull in the brakes and fly slowly. If this were the case, it's conceivable that a faster downwind airspeed might have allowed the final turn without the collapse. Also, an extremely competent crosswind, sidehill landing is occasionally better than an uphill, upwind landing. Note that none of the choices are really any good. It is always better to wish to be in the sky than it is to wish to be on the ground. This year continues to exhibit a lower than average accident rate. Less flying because of poor weather may be a significant factor, but I think by now it is reasonable to infer that as a group we are probably making safer choices in our flying. I feel that congratulations are in order, but not complacency. Keep up the good work. And keep those reports coming! Thank you all. II

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

tU",

ppor11111 ilies will abound, ith time pent exloring the High Andes, flying among me of the beautiful

spend time relaxing on the warm Ecuadorian oast: swimming, fishing smoolh 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.

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

THIN RED LINE TANDEM SPREADERS

I REMEMBERING DAVE BRIDGES n October 5, 1999, former U.S. National Paragliding Champion Dave Bridges and well-known climber Alex Lowe were killed in an avalanche on 26,291-foot Shishapangma in Tibet. Dave was working as a high-altitude cameraman for the 1999 American Shishapangma Ski Expedition. Dave Bridges accomplished a remarkable number of things during his 29 years on this planet. He began rock climbing and mountaineering as a teenager and became a world-class climber in his 20's. Dave's Himalayan successes included reaching the summits of Annapurna IY, Arna Dablam, Baruntsee and Makalu. He experienced his first paragliding flights at age 17 on a climbing trip to the French Alps in 1987, but didn't pursue the sport until 1990 while living in Southern California. From 19931996 Dave worked as a tandem instructor in Sun Valley and traveled the west as a representative of Edel USA, offering continuing education co pilots. He won the U.S . Paragliding National Championships in 1995 and 1996, and then moved co Europe ro compete internationally. Dave moved back co Aspen, Colorado in the late 1990's co work as a partner in Aspen Paragliding. Dave Bridges was one of those rare individuals who was exceptionally good in many different areas oflife, and he was always eager for another adventure. Remembering Dave brings to mind che words of Antarctic explorer Sir Ernest Shackleton, "Never for me the lowered banner, never the last endeavour." Dave will be missed by the thousands of people in the paragliding and hang gliding communiry who knew him.

n keeping with a trend coward less cumbersome equipment, tandem paragliders are becoming increasingly popular for "adventure flying" due ro their lower perpassenger equipment weight. To up the ante, Thin Red Line, manufacturer of the world's lightest-weight harnesses, now offers fullstrengrh, soft tandem spreaders at a brazen rwo ounces per pair. Manufactured to DHV standards, TRLs spreaders weigh in at 70% less than ocher soft spreaders, and 90% less than the average set of rigids. The price is $59. Full technical information is now available for all Thin Red Line produces at their new Web sire: www.rhin-red-line.com. Contacr: thinredline@uniserve.com, (604) 858-2300, fax (604) 858-3080.

TWO NEW GPS UNITS FROM GARMIN armin Internacional has announced rwo new GPS units in their recrearional line, the GPS 12 Map and the Emap. The 12 Map is a cross berween the extremely popular GPS 12 and the GPS III+. The 12 Map combines the basic funccionaliry of the GPS III+ and the housing of the GPS 12. This unit is the answer co the requests of many pilots desiring GPS III+ detailmapping capabiliry in a unit without an external antenna. Some of the other noteworthy features of the 12 Map include submersible, waterproof construction, a 10year lithium battery to preserve scored data, greatly improved battery life (up to 35 hours) and position averaging.

The Emap is similar in size and functionaliry to the 12 Map with a slightly larger display, less weight, and the abiliry to utilize removable data storage cards. The Emap will accept 8-Mbyce and 16-Mbyce memory cards, allowing the user co upload considerably more derailed map coverage. Some of the other noteworthy features of the Emap include an internal antenna, 120 x 160 pixel, four-level gray-scale display, and indefinite stored data (no memory battery required). The 12 Map and Emap will prove to be invaluable cools for the serious X-C and competition pilot as well as recreational pilots who just want the latest cool electronics. Attaching the 12 Map and Emap to your hang glider or paraglider harness is easy since Flytec USA has added rwo new GPS adapter brackets to accommodate these rwo new units. For more information on these new GPS units as well as the complete Garmin recreation, marine and aviation line, contact: Flytec USA, 1-800-6622449 or (352) 332-8675, fax (352) 3328676, info@flycec.com.

EDEL CONFIDENCE HITS THE STATES

he Edel Confidence has arrived. The glider was conceived and designed for the graduating student and the casual weekend warrior. According to the manufacturer the Confidence represents an optimum blend of safery and performance, with a faster trim speed, high accelerated top speed,

PARAGLIDING

and excellent stability in turbulence. It has a simple one-to-three line cascade arrangement for easy setup and ground handling, with a diagonal rib system for a dean airfoil, fewer lines and lower parasitic drag.

s Projected Area 22.19 Projected Span 9.26 Projected NR 4.3 Weight range 65-85 (hook-in kg) Trim speed 36-38 (min-max load, kph) Max speed 47-50 (min-max load, kph) No. of Cells 42 DHV 1-2

26.22 10.06 4.3 80-105

L 28.9 10.56 4.3 95-120

36-38

46-49

42 1-2

ADVENTURE PRODUCTIONS NEWS "Weather To Fly" Video Weather To Fly is the latest instructional video from Paul Hamilton and Adventure

NOVEMBER/DECEMBER

Productions which covers meteorology for information. Ocher sections cover stability, all types of sport aviation. The program is a clouds and terrain. Throughouc the presenstraightforward presentation that is easy to tation, pilot experience, skill and knowledge follow, giving an overall view packed are weighed against the weather in making with useful details for both new the ultimate decision about and seasoned pilots. whether co fly. The 50-minute video includes Weather To Fly sells for time-lapse cloud footage used $39.95 plus $4.00 shipping extensively with animation. (U.S./Canada/Mexico, $10 for Dixon White, host narrator, all other countries) from Paul joined Paul in the editing stuHamilton, Adventure dio and participated in the Productions, (775) 747-0175, final editing process. Dixon, paul@adventurep.com, 6553 Master pilot and USHGA Scone Valley Drive, Reno, NV Examiner, is presented in a 89523. It is also available from classroom setting with lots · Dixon White, Airplay Paragliding, of good flying in good weather and (509) 782-5543, www.paraglide.com, whacks and mishaps flying in bad weather, . .,'=,=,,,:.;=,,.·~~. dixon@paraglide.com. For more infordemonstrating the consequences of pilot mation visit the Adventure Productions judgment. Using the weather principles Web site at www.advencurep.com. presented in this video, pilots can make better decisions about "whether to fly." Adventure Productions Photo Gallery and Also included is a "sources of informaShooting Log tion" section for finding reliable weather Adventure Productions has added an

1999

online photo gallery of paragliding and hang gliding images. The images were captured from digital video shot for upcoming video productions. You can see what Adventure Productions has been filming and get a sneak preview of future productions. Visit the Web site listed above.

Amazon. com Now Sells Hang Gliding and Paragliding Videos Several Adventure Productions videos are now available through the major Internet book, music and video store, Amazon.com. This is another easy way for customers to discover and purchase Adventure Productions videos featuring the exciting sports of hang gliding and paragliding.

on the first day and then winning the next two days. Then, on the fourth valid task day, Marion outflew Bibler by 34.69 miles and garnered 327 points more. For the four task days (four flights) Bibler actually flew 1.6 tenths of a mile (845 feet) further than Marion, but because of the way the scoring system works he ended up with 198 points less. The scoring system works in a way that tries to eliminate fluke days during which one person gets unreasonably farther than everyone else, and that is what happened with Bibler. He outflew everyone else by too much, so instead of getting 1,000 points, his first place for that day was only 529

BRAUNIGIER OWNER'S MANUAL ON VH)IEO: IQ FLYH\!JG

ecause not everyone likes to read owner's manuals, Brauniger now offers an alternative: a video called IQ Flying which makes it easy and entertaining to get to know all the functions of the IQ series instruments: air pressure and altitude, vario, averager and time constant, polars, speedto-fly and McCready, memo and flight log, printing with the IQ series, barograph and GPS. The 30-minute video was produced by famous action film-maker Henry Hauck, and includes not only a lot of information but great flying footage. For the English version in NTSC format contact: Brauniger USA, (305) 639-3330, paragliding@aerolight.com.

SNOWBIRD X-C COMPETITION - SEPTEMBER 11m18

his year's Snowbird, Utah competition was a wonderful success. The competitors were able to fly all eight days and we ended up with four valid tasks of 34.27, 38.04, 60.54 and 83.25 miles. Two tasks were flown from Hidden Peak and two from Inspiration Point. We had a wonderful and friendly, close competition between the awesome skill and experience ofTodd Bibler (who has been competing for many years) and the new and growing skills of Scotty Marion (who just started competing this year). Before the last day, Bibler was ahead of Marion by over 200 points after taking second to Marion

Miles Points 162.09 2909 162.25 2711 The pilots all loved flying at Snowbird and over the beautiful Wasatch Mountains and look forward to the Snowbird X-C competition in 2000.

Place

Pdot

Country Points

I) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) 12) 13) 14) 15) 16) 17)

Marion, Scotty Bibler, Todd Cohn, Josh Belcourt, Bill Hintz, Kevin Haley, Mike Smith, Brad Ferguson, Paul Criss, Bo Covington, Dale Gillette, Frank Robinson, Ross Ward, Mike Ferguson, Mark Ellett, Wade Bradley, Alan Pendleton, Brett

USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA

2909 2711 2048 1974 1928 1922 1893 1831 1645 1321 1136 1097 1079 1003 491 473 336

- submitted by Ken Hudonjorgensen

MEXICO THERMA.UNG AND X-C TRIPS ant to improve your thermaling and X-C skills this winter in Mexico? Granger Banks will be offering his seventh trip to the tremendous soaring site oflgulla during the last two weeks ofJanuary. He

picks pilots up at the airport and serves as their guide and translator. Granger takes novice to advanced pilots, first teaching them to thermal high before taking the groups on cross-country flights. The flights start short, to local restaurants for lunch, and proceed to longer 15-mile flights to view the Igulla area. The weather is exceptional; Granger has not seen a rainy day in six years. Contact: Granger Banks (303) 494-2820, parasoft@csd.net, or parasoft. boulder.net, http:// parasoft. boulder.net/.

ZHNG WINGS

he Zing Wing is a high-performance flying-wing toy based on the foldingwing concept that Steve (Crash) Corbin came up with back in the 1980's. The Zing Wings design has a planform much like the new rigid-wing superships, with performance to match. The gliders fold in half for launch using a tape hinge, two plastic hooks and a small rubber band between the hooks which causes the wings to spring open for flight. Launching the glider is accomplished by positioning the launching rubber band under one of the hooks and shooting it upward. The glider travels 30 to 100 feet high before opening, and flights of 30 seconds to several minutes are common. With their low sink rate and high LID, Zing Wings are very capable of soaring, and occasionally gain several thousand feet in thermals. Adjustments for trim and turns are accomplished by slightly bending the built-in elevons. It is recommended that they be flown in large, open areas. Constructed of high-density polystyrene foam, the wings are quite durable, but if broken can be repaired easily by applying tape to both sides of the wing over the break. The wing tips are sprayed with fluorescent paint to make them highly visible. Priced at two for $5, five for $12 or 10 for $20 (plus $3 S&H), they make a great, inexpensive gift for pilots eight and older.

PARAGLIDING

Contact: Zing Wings, P.O. Box 489, Enumclaw, WA 98022, (360) 802-2426, timhuff@wans.net.

AHRWAVE FLIES AGAIN

arkus Villinger ofVillinger Birdmen Enterprises has bought Airwave and will be selling both Airwave paragliders and hang gliders from Austria. Spare parts and servicing for all the old gliders will once again be available. Airwave Gliders will be launching a new line of paragliders while retaining the successful Duplex and Harmony. Contact: Airwave Gliders, Griesauweg 30, A-6020, Innsbruck, Austria, tel. 43 512 34 89 89, fax 43 512 36 54 54 6, www.Airwave-Gliders.co. uk, Markus@Airwave-Gliders.co. uk.

GIN GLIDERS NEWS

he Bandit, the new Class 2 glider from Gin Gliders, is in the final prototyping stage and will be released this fall. The Bandit uses similar technology and concepts

NOVEMBER/DECEMBER

that have proven successful for competition models. The result is a glider which offers unprecedented levels of stability and performance in this class, with the smooth and precise handling that is becoming a hallmark of Gin Gliders. Contact: Jeffrey Farrell, Super Fly, Inc., www.firebirdusa.com.

NEW WEB SITE regory Hamerton has a new Web site dedicated to paragliding called Fresh Air, at http://www.paragliding.co.za/hammer. It contains stories about flying and technical advice, as well as poetry and cartoons. All pages include quick-loading photographs.

THE THIRD PROTOTYPE

his 98-page fictional novel based on real life describes the beauty of paragliding and the process of learning it. It also details an unfortunate accident and recovery, and murder and planned equipment failures add suspense to the novel.

1999

Flying is chronicled in Aspen, San Diego, Innsbruck and Verbier. The paragliding industry and testing agencies are revealed. The Third Prototype is available for $15 + $2 shipping and handling (Colorado residents add 3% sales tax). VISA and Master Card accepted. Contact: Parasoft Paragliding School, 3232 Redstone Lane, Boulder, CO 80303-7173, 303-494-2820, Parasoft@csd.net.

KARI IEISENHUT AND ADVANCE WIN 1999 PARAGLIDING WORLD CUP

he final 1999 Paragliding World Cup took place in La Bresse, France, August 24 to 28, and Kari Eisenhut and his Omega took top honors. A large audience present at launch and landing enjoyed a great show and excellent commentary - great promotion for our sport! Congratulations to Kari for his new title. Final results: 1st, Kari Eisenhut/Omega; 2nd, Christian Tamegger/X-pert; 3rd, Hans Bollinger/Boomerang.

using your credit card for your membership renewal. This will appear shortly on the USHGA Web site (www.ushga.org) and as an option in your renewal notices. Once you elect this option and send in the information your USHGA membership will renew automatically each year.

by Phil Bachman USHGA Executive Director SURVEY his issue of Paragliding magazine contains the annual Regional Directors ballot and the annual membership survey. This survey creates an important collection of information on what trends are occurring in our sport and in the Association's membership. Last year, and again this year, USHGA member Rob Jacobs of Manchester, New Hampshire, through his company, Mailways, has provided an enormous amount of volunteer help by entering all of your survey responses and sending us a printout of the results. This is no small task. We typically average more than 1,500 responses. Please take the time this year to fill out the survey and send it in. The larger the response, the more accurate the information and the more help it will be to your Association.

AUTOMATIC MEMBERSHIP RENEWAL We are in the process of modifying our printed forms and setting up our Web site to provide an automatic renewal option

DUES INCREASE The USHGA Executive Committee, acting on behalf of the Board of Directors, initiated a membership dues increase to be effective December l, 1999. The annual USHGA membership dues will be $59, an increase of five dollars. This is the first dues increase we have seen since January 1994, a period one month shy of six years. It will help make up for some of the ground lost to inflation and the member lawsuit over those six years. During that time, with an annual inflation rate of two to three percent compounded over half a decade, the USHGA's ability to continue providing the same type of services degrades noticeably. The Executive Committee is working on a long-term strategy to incorporate a systematic dues increase to allow for scheduled adjustments in smaller increments. Some history on the USHGA dues structure shows both systematic increases and larger increases after long periods of no change:

Dues 1974 1977 1978 1980 1982 1985 1991 1994 2000

$10.00 $15.00 $20.00 $25.00 $29.50 $39.00 $49.00 $54.00 $59.00

Time Since Last Increase 3 years 1 year 2 years 2 years 3 years 6 years 3 years 6 years

With the smaller scheduled increases, additional member services can be considered and planned for. With the long periods of no adjustment, considerations for new services and or business processes are not an option. Of course, the USHGA has a responsibility to its members to do more than just keep up with inflation and continue to

provide the same services. Several improvements are either in the works or in the planning srages. For insrance, we have been developing a new membership database for several months now and plan to have it operational around mid November. This is a major undertaking and will result in a projected manpower savings of almost one man-year in the office, not to mention that we will be able to process member requests much more quickly. This is a significant enough change that we will be redefining job descriptions in the office as a result. We are planning some significant improvements on the USHGA Web site over the next several months. The goal is to create the most complete hang gliding and paragliding Web site available anywhere for these two air sports by becoming the ultimate information source for both. Our largest expenditures continue to be the member liability insurance coverage, production and printing of the magazines, and office salaries. Of these three, the variable cost is the insurance premium, which, over the past 10 years has fluctuated between $49,962 to as high as $137,929. This year's premium was $79,100. Some comparisons to other aviation associations are interesting. The Soaring Society of America full-member dues are $55.00. The Experimental Aircraft Association dues are $40 plus $35 to join one of their divisions. The United States Parachute Association just increased its full membership dues to $46.00 and the United States Ultralight Association just increased its full membership dues to $46.95. The Aircraft Owners and Pilots Association annual dues are $39.00. Of these five, only the USPA includes liability insurance coverage with the membership ($50,000 compared to the USHGA's $1,000,000). A full comparison to additional aviation and sports associations is being prepared for your perusal. CHANGE IN USHGA OFFICE HOURS The new USHGA office operating hours are 7:00 AM to 4:00 PM Mountain Standard Time. Ill

PARAGLIDING

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Spend 7 days in renowned Igualla, Mexico perfecting your thermal and cross-country flying skills with USHGA advanced instructor , Granger Banks for only $950. Includes guide ·: service, launch & land transportation, hotel .• and good times. See why everyone's going to Jgualla to fly!

NEW! Flying With Condors - $26.95 (hard back) by Judy Leden - The flying and traveling adventures of a great hang glider and paraglider pilot. Four-color photos. Semi total for books plus SJ.50 for shipping to: Sport Aviation Publications, PO Box 43, Spring Mills, PA 16875 Tel/Fax: 814-422-0589 - We accept credit cards.

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"'""~::::;" ••;ftf4a"'•••t••••·eaa '\ :

1999 USHGA egional Director Election Use the ballot attached to this issue of the magazine.

Scott Gaspar.ian - Incumbent My platform is the same: Safety, Sites, and Social. The main goal ofUSHGA should be to promote safe flying through high instructor standards and information. Next, we should be making sure that we keep the flying sites we have and try to open new sites (including parks!). If there's any dosh left after all that, it should be spent on fly-ins and competitions and a serious effort to publicize the sport. Region 2 pilots are still welcomed and encouraged to contact me directly by e-mail or phone for input or questions. Fy safe! Jamie Shelden -

Nominee For those Region 2 members who haven't met me, my name is Jamie Shelden. You may have seen me at one of our Northern California or Nevada sites flying my Exxtacy. I've been deep into hang gliding for about nine years now and it's safe to say I'm addicted - I fly an average of 40 weekends per year. When I'm not flying, which isn't often, to support my habit, I am a Trademark Attorney practicing at a Palo Alto firm. For the past several years I have been very active in local hang gliding dubs like the Wings of Rogallo, Coastal Condors and the Fellow Feathers. In the spring of 1998 I entered my first hang gliding competition and had a blast; I've been to every competition I could possible squeeze in

since then. In a roundabout sort of way, the competition scene brought about a desire to get more involved with our sport on a national level. I have attended the last two USHGA Board meetings and learned a great deal about how the organization is run. We have many good, hardworking individuals representing us. However, I do believe a fresh perspective is healthy for any organization and would most definitely be welcomed by the USHGA. The issue of greatest concern to me and so many USHGA members is growth. There is strength in numbers! Over the years I've been flying there has been a steady decline in our numbers. I would like to see that change; in particular, I would love to see more women getting involved in our sport (and I'm sure most of the men in hang gliding would agree!). One of the most important things we can all do to increase our numbers is to project a positive, safe image of hang gliding. I would like to work with the USHGA to gain more of this kind of exposure. Another important issue to the USHGA in general and Region 2 members in particular, is site preservation and acquisition - growth makes this possible. Although it is often challenging in a populated area like the Bay Area, I want to work to find and establish new sites and make sure that our local sites are not jeopardized. I hope you will give me the opportunity to put my enthusiasm and energy to work!

John Greynald ("Little John'') -Incumbent Hi Region 3 pilots. I assumed Tammy Burcar's Director position last year when the growth of her flight school consumed the spare time she needed to be an effective Director. I have been flying since 1981, and the 3,000+ hours I have accumulated have primarily been from thermaling flex wings. I

have flown at, or am familiar with, most of the popular sites in the west. Many of you know me from the competition circuit. The countless hours I've spent hanging with pilots has given me the confidence to represent the viewpoint of the average rigid, hang, paraglider or competition pilot. My motivation to be a Director is not financial. I'm not in the "business." I want to contribute to our sport because I'm addicted to flying with my old and new friends. Working as a Director is a great way to help save existing sites, create new ones, and increase our membership. My experience in dealing with bureaucracies in Santa Barbara and elsewhere in California is an asset. Please call me if you need help with site problems, promotional ideas, or presenting your needs or opinions to the USHGA Board. I think all of us believe that personal flight has the ability to catch on in a big way, so keep the faith. If we all do our bit we are sure to achieve the growth and recognition our sport deserves. Gregg Lawless - Incumbent Hi, my name is Gregg Lawless. I have been involved on the Board of Directors for over 14 years now. During that time I have been very active as an Executive Committee member. In fact, after having served as the Association's president for four years, I stepped down from the Executive Committee for approximately three years. A year ago I was reelected to the President position. I've been flying hang gliders for over 25 years and occasionally fly paragliders. Unfortunately, my flying has been extremely limited over the last few years due to both business and personal commitments (my family and high school baseball). However, I still have a strong interest in flying and helping guide this Association in its efforts to grow and become the leader in memberbased sport aviation organizations. In fact, I am working on a couple of projects now that I am hopeful will make the Association a little more responsive to membership needs as well as provide the USHGA with more clout in the political world. Continued on page 28.

PARAGLIDING

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_FAX (719) 632-6417

ro1199)

RELEASE, WAIVER AND In consideration of the benefits to be derived from membership in the USHGA, (Pilot; and parent or legal guardian of Pilotif Pllotis a minor, for themselves, their personal representatives, heirs, exernton, next of kin, spouses, mmor and assigns, do agree as follows: A. DIElflNITIONS The following definitions apply to terms used in this Agreement L "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 person.Ill or financial injury sustained by Pilotas a result of PIiot's PARTICIPATION IN THE SPOR1and/or as a result of the administration of any USHGA programs (for example: the Pilot Proficiency System). If Pllotis under 18 years of age, the term" SPORTS INJllRIES11 means personal injury, bodily injury, death, property damage and/or any other l!'M!lnonal er 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-sparents or legal guardians, as a result of Pilot's IPAR1ICIIPATION IN THE SIPORTand/or as a result of the administration of any USHGA programs. 3. "REI.EASED 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 Pl/ot-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; ij All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where Pilot PARTICIPATES IN THE SPORT. 11AII persons involved 11 include, but are not limited to, spectators, hang glider and/or paraglider pilots, assistants, drivm, 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 PARTICIPATION IN THE SPORT. B. I FOREVER IRElWE AND DISCHARGE the RELEASED PARTIESfrom 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 REI.EASED PARTIES, to the fullest extent allowed by law. (. I Will NOT SUE OR MAKE A CIU\iM 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 daim, Iwill pay all attorneys' fees and costs of the RELEASED PARTIES. D. ~ AGREE THAT this AGREEMENT shall be governed by and ccnstraaed in accordance with the !aws cf 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 cf California, U.S.A. to the exclusion of the Courts of any other State or Country. IE. SEVIERABLH.rnr. 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 RIEIPRESIENT THAT !Pilotis at least 18 years of age, or, that I am the parent or legal guardian of PIiot 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 REIMIBURSE the REI.EASED PARTIES for their defense and indemnity from any daim or liability in the event that Pilot suffers SPORTS INjlJRIESas a result of PIiot's PARTICIPATION IN THE SPORT, even if caused in whole or in part by the negligence (whether active or passive) of any of the REI.EASED PARTIES. m

G. I VOLUNTARILY ASSUME ALL RISKS, HOWEVER CAUSED, EVEN IF CAUSED WHOLE OR NEGLIGENCE THE RELEASED PARTIEi LAW.

UNKNOWN,

SPORTS IN/URIE~ INACTION, ALLOWED BY

I have read, understand, and agree to the above RELEASE, WA~VER AND ASSUMPTION OF RISK AGREEMENT. Adult Pilot~ Jip,11tufl! MHRll-97

Why?

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,\ Windtech Ambar

Area

Span AIR Area Span AIR Root Tip Flight weight Flight speed

Min Trim Max

Area

Span AIR Area

Span AIR Root Tip flight Weight flight speed

Min Trim

Max Sink rate Glide ratio OHV/ACPUL

Projected

Area

Span AIR Flat

Chord Cells fl'lght weight Flight speed

Area

Span AIR Root Tip

Min Trim

Max Sink rate Glide ratio OHV/ACPUL

m' m m' m m m kg km/h km/h km/h mis

11.9 9.30 3.77 16.1 11.19 4.89 1.87 0.67 48 65-90 21 37 45 1.15 7.7 Sid

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Skill level Projected

27 · 29

m' m

14.5 9.16 3.64 26.8 11.2 4.67 2.96 0.67 35 75-95 21 37 45 1.15 7.6 Std

16.1 18.8 9.60 10.04 3.64 3.64 28.8 31.5 11.6 12.0 4.67 4.67 3.07 3.21 0.70 0.73 35 35 85-105 95-120 21 21 37 37 45 45 I.IS 1.15 7.6 7.6 Std/1-11-2

20.3 22.1 9.18 9.68 4.25 4.25 m' 22.9 24.9 11.12 11.6 m 5.41 5.41 m 2.56 2.68 0.55 0.57 m 67 67 kg 60-85 75-95 km/h 12 11 km/h 38 38 km/h 52 52 mi s 1.0 1.0 8.4 8.4 Perl. Pert.

14.0 25.8 10.09 10.47 4.25 4.25 27.0 29.1 12.09 12.54 5.41 5.41 2.79 1,89 0.60 0.61 67 67 85-105 95-110 11 12 38 38 52 52 1.0 1.0 8.4 8.4 Pert . Pert.

23.0 8.93 3.64 m' 25.0 10.9 m 4.67 m 2.85 m 0.65 35 kg 60-85 km/h 11 km/h 37 km/h 45 mis 1.15 7.6 Std

m' m

14.6 27.1 9.64 10.11 3.77 3.77 18.0 30.9 11.7 11.28 4.89 4.89 1.98 3.13 0.70 0.73 48 48 75-100 90-115 12 12 37 37 45 45 1.15 1.15 7.7 7.7 Sid Std

Skill level Projected fl at

Chord Cells Flight weight OHV/ACPUL

Area

Area Span AIR Root Tip

m' m' m m

m kg

37.l 41.3 14 4.85 3.61 0.95 45 140-210 Tandem

www.paraglide.com dixon@paraglide.com 509-782-5543

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Paragliding Gear and Service Center

Red Bull

WINGS O ER ASPEN RULES THE SK IE S •

85 Pilots From 14 Countries Compete for $25,000 Cash by Othar Lawrence and Chris Davenport

he began spewing moisture the day the ski season ended and never let up all summer. If we had that much moisture in the winter it would have been the fattest ski season ever. However, we were stuck with the worst flying season ever. Overdevelopment, cu-nimbs and rain were the flying conditions day in and day our during the summer of 1999. Chris Davenport, Othar Lawrence and Dave Bridges continued to make preparations for the 1999 Red Bull Wings Over Aspen despite La Nina's torment. This incredibly average weather made us wait with nervous anticipation for what we would get during this year's Wings Over Aspen. For the second year, Red BuII Energy Drink was the tide sponsor of Wings Over Aspen. We centered the event around the Labor Day weekend because historically the flying is unreal at that time of year. This year's Red BulI Wings Over Aspen served as the U.S. National Paragliding Championships and was also the largest paragliding competition ever held in the U.S. with 85 competitors. The competition also hosted the largest international field to ever hit the states with 35 of the com-

petitors coming from Argentina, Armenia, Austria, Belgium, Canada, France, Germany, Great Britain, Japan, Korea, South Africa, Spain, Sweden and Switzerland. Everybody came to get what the Aspen area is famous for: strong climbs, high cloudbase, rugged mountain terrain and a raucous parry town. The main organizational goal was to bring paragliding and hang gliding competitions to the next level. The event was a fun social gathering of the world's best paraglider and hang glider pilots for seven days of competition in the mountains above Aspen. After each day's flying we scheduled free parties with food and booze to bring all the pilots together. These gatherings allowed domestic pilots to hang out with some of their heroes from oversees, and everyone enjoyed the

was defi.nite/y,

opportuniry to unwind after each day's task. The competition featured a Serial Class. The Paragliding World Cup has been developing the Serial Class to enhance safet in competition and promote the sport through better media coverage. Serial Class gliders are gliders certified DHV 2-3 and below, as well as gliders certified AFNOR Performance or less. There was also an Overall Ranking to accommodate pilots flying uncertified protorypes or DHV level 3 gliders, however, 62 of the 85 competitors were flying Serial Class wings. With the strong conditions that ensued, the Serial Class mitigated the accident rate dramatically, apart from a few damaged egos. The summer's pathetic weather continued as competitors began arriving at the end of August to practice flying in the area. We humbly took everyone's money at registration on September 1, and prayed that our months of preparation would not go unwarranted. The first competition day was like every day during the past three months rain and gust fronts . Yet these rypes of conditions did not stop everyone from flying, and a few pilots managed to ride gust fronts and

PARAGLIDING

photos b_y Jeff Farrell

fly in other horrenvalley to Aspen dous conditions. Highlands, across another valley to Red The weather foreMountain, back to casters and computer models said the Aspen Highlands and conditions would into goal at the be improving over Marolt Field. The Swiss began their the next few days, week-long domiso we continued nance with ex-world promising the competitors that the flychamp Hans Bollinger smoking ing Aspen is known the course in 48 minfor was going to utes! Former World happen. Champion and Red Day two was more of the same. Soaring the beautifalAspen mountains. Photo Bull pilot Rob Whittall was the The good thing by Jay Farbman. Serial Class winner of about Aspen is that if you can't fly there is plenry of fun to be the day in eighth place overall with a time had. Pilots were spread over the mounof 58 minutes. Gary Brock took top tains, rallying rental jeeps, mountain bikAmerican honors in 11th place with a time of one hour flat. ing, hiking, kayaking, sport death flying, rock climbing, drinking and shopping in It was Saturday night and the Howling obscenely overpriced stores. Local hang Wolf Brew Pub hosted a party for us, the Red Bull "Afterburner. " They booked the glider pilots Jack and Yasmine, owners of the Holland House Lodge, hosted a high-energy band SquatWiler, which "whine and cheese" parry for everybody filled the house. A lot of pilots took this on Friday night. The parry was a great opportuniry to let loose, dancing and parway to share stories and wind down from rying late into the night. the first two days' spores extravaganza. A partied-our field woke on day four to what looked like epic conditions On day three the skies opened up and light winds and sunny skies. Fortunately, gave us wind. The Aspen Ski Company sped us up the mountain on their gondola the Red Bull Girls were on hand as usual and many competitors had their first view to dispense cold Red Bull to pilots in need. The task was a of che area and the 27-mile route that Ruchies launch sire. took us to The task committee consisted of Rob Snowmass and Whittall, Meet back, two times. Director Dave While the day Bridges, and Othar looked epic it Lawrence. With turned out to be cycles up to 30 m/h very stable and the task committee moderately windy. decided to wait for The best thermals the wind to mellow. were always in the Everyone was shuthorrible lee-side holes. This made for tled back down to exciting viewing town to get a bite to eat. We went up the and engaging flying as pilots in these hill again at three holes got hammered o'clock and the wind before climbing out. had mellowed out, so we sec an 18-mile With such demandtask. The competiing conditions it tion's first task took took serious perseverance to make it Brit Rob Whittall. Photo by JeffFarrell. pilots from Aspen around the course. Moun rain across a

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1999

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The Swiss stomped on the field again with 1999 World Cup Champion Kari Eisenhut finishing in two hours flat. Current World Champion and Red Bull pilot John Pendry was the Serial Class victor in seventh place overall with a time of 2 hours 31 minutes. The only American in goal was Red Bull pilot Chris Santacroce showing incredible determination to get around the course and finishing with a time of 3 hours 15 minutes. The conditions continued to improve making the third task a cracking one. With conditions being the best they had been all summer, we set a 31-mile outand-back task to the St. Benidikt's Monastery in Old Snowmass. The sky was marked with perfect, puffy clouds at 17,000'. We did have to deal with a moderate 10 m/h crosswind, again making it a challenging task. The strong 2,000 foot/minute cores helped negate the wind a little bit. Many pilots set personal altitude records during this task, and several reported seeing cloudbase as high as 21,000'. Hans Bollinger showed his mettle again and finished first in 2 hours 34 minutes. With two task victories under his belt, Bollinger would have had a huge lead in the overall standings, however, a bad turnpoint photo on the fourth day dropped him back to I 0th place and took $2,500 off his prize earnings. Rob Whittall took the Serial Class honors again in sixth place overall with a time of 1 hour 56 minutes. Will Gadd groveled furiously for what seemed like an eternity,

.-.

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Rob Whittal mugs for the camera. Photo by JeffFarrell. and was the only American co make goal, coming in 12th with a time of 3 hours 5 minutes. The organizers hosted a barbecue in the Marolt LZ after the third day's task. Several hundred spectators showed up to chow down and watch the hang gliding freestyle competition. Also performing a demonstration were Chris Santacroce, Rob Whittall and Othar Lawrence. They flew out together, sitting on each other's canopies, then, once at the LZ, we fell out of the sky, performing spins, stalls, wingovers, loops and death spirals. The sixth day was a repeat of day

, -...

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A gaggle over launch. Photo by Jay Farbman.

three: clear skies and windy. We sat on launch for a long time but when four o'clock rolled around it was still blowing 25 m/h so we canceled the day. Fortunately, the wind finally let up around 6:30 for an epic evening session. Red Bull BASE Jumpers Mike Vail and Charles Bryan showed up just in time to go for a tandem ride. Only these guys bailed out 1,000' above the LZ, freefell to 200' AGL, then opened their canopies with a bang, shocking the spectators. A $50 donation from Hans Bollinger, from a protest about his bad picture taking, helped buy beer for all the pilots at the Aspen Club Lodge. All the pilots toasted to Hans for buying the beer, and an energetic party ensued. Hans was a good sport but he mentioned it would be the last time his protest money bought the beer. The last day of the 1999 Red Bull Wings Over Aspen looked to be a repeat of day four: blue and stable. The task committee set a short but racy 16-miler. Again the conditions were challenging with light lift and moderate wind. The task was very local, never straying more that five miles from launch or goal, making it a great task for spectators. Task four was very technical, with five turnpoints and six valley crossings. Lee-side flying did not pay off; the wind was too strong and all that was found in the lee was horrendous turbulence and sink. Keri Eisenhut found this out the hard way,

PARAGLIDING

1999 RED BULL WINGS 0VERAsPEN- REsULTS Place

Pilot

Country

Points

1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) 12) 13) 14) 15) 16) 17) 18) 19) 20) 23) 25) 28) 29) 32) 33) 35) 37) 39) 42) 43) 45) 46) 47) 49) 50) 52) 54) 55) 57) 58) 59) 60) 61) 62) 63) 64) 65) 66) 67) 68) 69) 70) 7 1) 74) 75) 78) 79)

Genz, Bodo Nef, Olivier Tammeger, Christian Pendry, John Whittall, Rob Eisenbut, Kari Bollinger, Hans Brinkeby, Peter Cox, Steve Stienbach, Michael Henny, Kaspar Rosenkjer, Luis Cohn, Josh Santacroce, Chris Berki, Tibor Landsell, Carolyn Taggart, Matthew Gadd, Will Belcourt, Bill Criss, Bo Brock, Gary Lawrence, Othar Reed, Eric Marion, Scotry Hunt, Jon Schoyen, Rolf McCutcheon, David Kelley, Gregory Maze,Jim Walling, Mark Davenport, Chris Pynaker, Robert Ferguson, Paul Michaelis, Neal Gage, Charles Bastian, Chad Ames, Jeff Snitselaar, Carl Williams, Jeff Nephew, Jill Silvera, Cherie Soffici, Alex Bellik, Mike Horvath, Mark Onstad, Stephen Ellett, Wade Pliska, Chris Wood, Michael Prairie, Steven Banks, Granger Band,Annie Robinson , Ross Sommerser, Paul Michelmore, Pete Webster, Tom Mcomber, Dan Hill, Mark Freudenthal, Donald

Germany Switzerland Austria Great Britain G reat Britain Switzerland Switzerland Sweden Switzerland Switzerland Switzerland Argentina USA USA Sweden Switzerland Great Britain USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA USA

3124 3106 3055 2882 2794 2748 2686 2675 2632 2594 2563 2515 2433 2278 2211 2205 2038 2010 1956 1939 1885 1808 1734 1673 1573 1559 1531 1367 1203 1178 1165 1113 1071 1071 1056 1021 971 911 753 699 685 679 671 656 613 576 546 522 514 425 405 361 311 300 165 157 154 128

N OVEMBER /DE CEMBER

1999

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getting flushed down a ridge and forced to grovel for a long time. This wasted time cost him the overall lead and about $1,500 in prize money. former World Cup Champion and Red Bull pilot Christian Tamegger of Austria finally beat the Swiss to goal winning the day in 1 hour 15 minutes. For the third time Rob Whittall took the Serial Class honors finishing in fifth place overall with a time of 1 hour 24 minutes. Josh Cohn was the top American, finishing in sixth place in 1 hour 24 minutes, only seven seconds behind Rob. After four demanding tasks in a variety of conditions, Bodo Genz of Germany showed what consistency is all about. Bodo was top five into goal every day and that earned him first place overall, and a cool $3,000. Beating many of the world's top competitors on a DHV 2-3 Ozone Proton was John Pendry in fourth place overall, and first in the Serial class. John took home $3,500 in crisp, 100-dollar bills. Year's of dedication and hard work paid off as Josh Cohn was crowned U.S. National Champion with an impressive 13th place finish against the world's top competitors. Swiss woman Carolyn Lansdell dominated the women's division, finishing first every day and firmly placing her on top of the podium with $2,000 cash in hand. Jill Nephew was crowned Female U.S. National Champion. The Serial Class clearly proved that flying high-performance paragliders is unnecessary. Only a small point margin separated the top Overall scores from the top Serial Class scores. With safety our top priority at the Red Bull Wings Over Aspen, we will continue to encourage all pilots to compete in the Serial Class. Although they may spend a few more minutes flying the tasks, in the end fewer people get scared or hurt. This is definitely what the future of paragliding needs. Red Bull Wings Over Aspen brought the best competitors in the world to the U.S. In the end we gave out $25,000 in prize money and crowned two new National Champions. Having the best pilots in the world on our home turf elevated the level of competition in the United States and opened minds for many American pilots. After two successful years we have already begun planning for Red Bull Wings Over Aspen 2000. Fly hard and fly safe. We'll see you next summer in Aspen! Ill

Continued from page 16. Over the years I have been active in the areas of insurance, safety and training, tandem, finance, and was instrumental in assisting with the integration of paragliding into the USHGA. I especially want to become more involved in finance, membership and development and assisting in developing a plan for the direction this Association will take over the next 10 years. In summary, as a voting member you need to ensure that the person you elect as a Regional Director understands the issues facing this Association and is capable of implementing the changes necessary to take the Association to the next level of professionalism. I feel that I am that person and would urge you to vote for me. So tear out your ballot, fill out the survey, vote for Gregg Lawless as Director for Region 3 and put that sucker in the mail. Don't procrastinate or you won't do it. Just do it, now.

federal laws. These changes introduced foot-launched, powerless free flight as a permitted traditional use along the entire Appalachian Trail Corridor. During these efforts, I established a strong link between our local dub, the USHGA and my local congressional office. These included meetings with the Department oflnterior, Congressman McHale (retired), and the ATC. The beginnings of the current NPRM (Notice of Proposed Rule Making) effort to legitimize and standardize powerless free flight on and over public lands nationwide formed from these efforts. I will be available to attend the Directors' meetings due to the flexibility allowed operating a small business. I have owned and managed my own business success[ully for 25 years. I look forward to helping shape the future of our sport.

REGIONX REGIONN

Matt Taber -

Jim Zeiset -

REGION XI

Incumbent

REGIONV

Dave Broyles -

Frank Gillette -- Incumbent

Incumbent

The Power ofthe USHGA

REGION VI Jeff Sinason -

Incumbent

REGION IX David R. Leggett - Nominee My name is David R "Randy" Leggett and I would like to be Regional Director for USHGA Region 9. I have been an active member of the USHGA #33069 (IV) since the early 80's (1981?) and concurrently a member of the Water Gap Hang Gliding Club (Chapter #44). I have served as a chapter officer (treasurer) in years past and am currently serving as president. My flying includes over 700 flights, 750+ hours, 1,800+ X-C miles, flying more than 20 different wings including recent instruction in paragliding. I have flown tandem, aero/platform/trike tow, as well as limited competition experience (ECC's, Chelan Open, Regionals). I have gained political experience during the Water Gap Club's efforts to change the

The USHGA is an organization made up of hang glider pilots and paraglider pilots. The Board of Directors is made up of pilots who have enough respect from the members of their Regions to be elected to serve on the Board of Directors. The Directors elect the officers of the USHGA. The officers select the Executive Director. So, who has the real power in the USHGA. YOU do. A Director is on the BOD to serve the pilots who elected him. Thus, if you want to use your power as a pilot in the USHGA, you must elect a Director who is responsive to you, and then you must tell him what you want from the USHGA. Some of the things with which I have been concerned while I represented Region 11 are safety and training and competition. In safety and training, I have worked with others to improve the Instructor Training and Certification process. I have also been working on improving the accident reporting process. In the Competition PARAGLIDING

Committee, I supported having aerotow meets at both Wallaby and Quest Air along with presenting the package for the Region 11 Regionals. In the general meeting, I have paid close attention to the debate on whether to combine Hang G!idingand Paragliding into one magazine, and I have asked the Houston Hang Gliding Club and the North Texas Hang Gliding Club for their opinions about this crucial and controversial issue. I believe that I have been quietly influential in resolving a number of hard-fought issues in the various committees with which I have participated. As Regional Director, I believe that it is not my job to tell people what to do, but to listen to what they have to say and carry those thoughts and ideas to the BOD meeting. Also, I am responsible for helping the members in my Region to interact effectively with the USHGA and the USHGA office. I am very concerned with being ethical and not letting my personal or business issues influence any actions I take as a member of the BOD. If you, as a pilot, want to have your say with the USHGA, then you should let me know what you want said. If you have a problem with the USHGA, I am your first line of contact for the resolution of that problem. I can be reached at (972) 390-9090 during the evenings, (972) 839-6242 when I'm out flying or teaching. My e-mail address has changed to broydg@home.net. My home address is Dave Broyles, 211 Ellis Dr., Allen, TX 75002. Remember: I'm not important, YOU are. Nominee I have been hang gliding since 1987 and hold Hang IV and Tandem I ratings. I learned to fly in Alamogordo, NM and flew for several years as a confirmed "mountain pilot." Several years ago I moved to Texas and am now a confirmed "tow pilot." I hold the Dallas X-C record of 103 miles which I earned last year in our record 100+ degree heat. My tandem rating is used mostly to share hang gliding with my wife, Arlene. Last year, we experi-

enced a wonderful glass-off flight to 9,000'. Very romantic, but it's kind of hard to kiss with full-face helmets! Site acquisition has been a top priority. In the last three years I have opened three new sites. In one case negotiations spread out over two years and required FM involvement We now have published procedures at this airport and a hang glider traffic pattern which meshes with the established general aviation pattern. In the Dallas area, rather than losing sites, we are gaining them. I support my fellow pilots as much as possible. At one time I ran a formal hang gliding business but was unable to dedicate adequate time to instruction, repair, bookkeeping, etc. I now offer repair service and parts to any local pilots who need them. I have also worked out a barter arrangement for some aspiring,

but cash-poor, student pilots. My goals as Regional Director are: 1) Facilitate communication between Region 11 pilots and the USHGA. There is an ongoing concern at both levels that issues are not being properly communicated between our pilots and the governing body. 2) Facilitate communication at the local level. We have had some miscommunications between pilots in the Region that could potentially jeopardize access to our flying sites. Let's work together to ensure continued safe flying. 3) Continue to open more sites and promote hang gliding as a legitimate form of aviation. 4) Forward any local concerns to the USHGA.11

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S.R: The first time I heard the name Josh Cohn was in the early 1990's in a story about a cross-country flight .from Northern California into Southern Oregon. Tell us about that flight.

J.C.: I hadn't done much X-C up to that point. It must have been '91 as I was flying my new Pro-Design Challenger C. The site was a familiar one, the Whaleback, near Weed, California. My first high flights had been there. Normally the site has fairly stable conditions and a moderate valley wind. It was an exceptional day, with light wind and wispy cumulus at 14,000+ feet. The figure is uncertain because I never could get to cloudbase that day. The key was getting up high enough to glide over the forested area at the top of the valley. After that it was flatland flying along Highway 93, over the wide valley toward Klamath Falls. At one point a sailplane from a nearby gliderport joined me in a thermal and gave a surprised wave. I heard through the grapevine the next day that he'd been looking for the plane I'd jumped out 0£ And of course my radio battery went dead halfway through. The lift finally

petered out within sight of Klamath Falls, at 40 miles. I had no idea I was in Oregon and it took a while to flag down a ride, but we got back just in time for my flying friends to call off the search helicopter. After driving 25 miles up the road they'd turned around and figured I couldn't possibly have gone farther.

S.R: When and where did you learn to fly, and who were your instructors and mentors in the sport?

J.C.: I took lessons in '89 from Alec Gordon at Airtime of San Francisco. Selftaught, he's a natural pilot who really enjoys flying. I lost track of whether he's last been spotted in Brazil or India. More recent inspirations have been Zach Hoisington for his aeronauti-

Given that most paraglider pilots in the U.S. are in their 30's and 40's, it would be easy to think of27-year-old josh Cohn as a youngster in the sport. The truth is that he started flying 10 years ago and has accumulated extensive recreational and competition experience as a member of Team Pro-Design, so he qualifies as something ofan elder in this relatively young sport ofours. This September josh became U.S. National Paragliding Champion at the Red Bull Wings Over Aspen meet.

PARAGLIDING

by Steve Roti photos by Jason McConathy

S.R: What do you think ofthe world championship experience in Austria this year?

J.C.: Discouraging. I've never heard so

cal insight, Dave Bridges and Todd Bibler for being amazingly consistent, and Othar Lawrence for his willingness to go fast and low. Oh yes, there's also John Pendry and Rob Whittall for kicking ass on serial gliders. S.R: You're originally from the Bay Area and

now you live in Boulder. Why did you move from California to Colorado? J.C.: I used college as an excuse to check out a different part of the country with good climbing and flying in it, though I can't recommend moving to Boulder for the flying. S.R: Our 1999 U.S. Paragliding World

Team is largely made up ofpilots from Colorado and Utah. Why is that? J.C.: The big question is why we don't have more Southern California pilots on the team. They get pretty good flying there year round. Of course, it makes you wonder why they'd ever want to travel elsewhere and get rained on. We had to restrain Gary Brock daily this summer from hurling himself off the third-floor balcony of our apartment in Pinzgau.

NOVEMBER/DECEMBER

many people talk about quitting competitions. I don't think it was just the weather, though that was terrible. It's a fairly painful memory and I've been trying to put it behind me, but here goes: The first day there were cu-nims on several sides sending gust fronts across the course line. It wasn't so bad for those of us who went fairly quickly and realized in time that we could glide in straight over the middle of the valley for the last 30 km. But just slightly later or farther back over the ridge, top pilots were being blown/sucked into the next valley all along the return leg of the 100-km task. Perhaps the task setting was a little ambitious. The strange part that day had to do with the safety frequency. Lizzy Opitz landed to help a pilot who had crashed at the turnpoint in a gust front. She relayed to team leader Paul Klemond to call the organizers on the safety frequency. Nobody answered, except one of the other team leaders, who said that since they were right outside the headquarters they'd go in and get the organizers. This is exactly what happens when you have someone running a meet that doesn't compete and thus doesn't understand what is important. Eleven teams protested the first day. The official Web site reported only two teams' protests. The other unfortunate situation arose toward the end when it became unlikely that the four tasks required for a valid meet would be flown. The organizers came up with desperate attempts to create a valid championships. They suggested reducing the validation number to three. Then there was the logistically unlikely two-task-day idea. We worried for the last several days that a sled ride task would be called in a last ditch effort. Most competitors I talked with saw these attempts as contrary to the spirit of the rules. It seems that at a large event like this, bureaucracy and politics can easily eclipse the spirit of fairness and sportsmanship. S.R: Back in 1997, you became the first

U.S. paraglider pilot to win a task in a world championship meet. Tell us about that day in Spain. J.C.: I'd stuck with the lead gaggle of 20

1999

pilots for most of the 100-km task. Two glides from goal I found myself in the lead and was a bit startled, so I glided to the next ridge and couldn't find any lift until the gaggle caught up and we climbed out together again. Then we went on glide around the shoulder of the mountain above Castejon. Once there, it was an easy glide, with the usual excess of lift when you're trying to get down to 300 meters AGL to cross the goal line. I pegged the speed bar and screamed in. Others had trouble getting down and had to pull big ears. It was lucky I guess that the glide at top speed on the Pro-Design Max was not as good as some. But it was fast, and not prone to cascading. I got a couple of large collapses, but got it pointed back in the right direction and on the speed again pretty quickly. It was really only the glider that separated me from the other top 10 in that task, but any day I can finish in the top 10 with pilots of that caliber is a good one. S.R: In 1998 you led the U.S. Nationals

until the last task. What was the story there? J.C.: It had been a wet spring; everything was green in Lakeview. Light lift was the order of the week. On the first several practice days before the meet, rwo out of three of us sank out. Conditions got slightly better for the comp, but you couldn't really trust thermals to be there, so we did a lot of scratching in light lift at 3,000' to 5,000' AGL. After an exciting fast glide in to goal with OJ (Othar Lawrence), I won the first day. The second day, a bunch of top pilots headed out on a suicide glide over the valley soon after the start and dirted. I flew slowly and eventually slid off the end of a long rim and landed just before some power lines, with a half dozen others. Only Lee Kaiser had gone a mile farther, to put him in second place. On the third task, Lee, Todd, Ladio Novotny and I scratched and scratched low to go 13 miles, while most of the others glided over the back and landed. But because of the poor showing, this day wasn't worth anything. I thought I should at least get a T-shirt for all that work, and I guess I did. On the last day I got behind Lee and kicked myself while I scratched low with

Continued on page 44.

THE COMPANY FreeX is a German company that has been manufacturing paragliders since 1994. The founding partners are Christoph Kirsch, a former DHV test pilot, and designer Rasso von SchlichtegroU. Their company philosophy is co apply cutting edge technology co produce gliders that provide the most pleasurable flying while maintaining safety. FreeX boldly distinguishes themselves in the industry with the unique appearance and features of their gliders.

This review ofthe FreeX Flair is the fifth article in a series ofrecreational paraglider reviews. The first portion ofthe lead review, which appeared in

Photo I - Planform ofundersurface showing company name and center cell marker. Note the scalwped air inl.ets.

THE FREEX PRODUCT LINE The FreeX product line consists of six wings. 1) The Sun (DHVl and AFNOR Standard) 2) The Flair (DHV 1-2 and AFNOR Standard) 3) The Mission (DHV 2, replaces the Spear) 4) The Oxygen (DHV 2-3), replaces the Spark 5) The Stereo (DHV 1-2 and AFNOR biplace), a tandem Flair replacing the Frantic twin

6) The Funiac XT (uncertified, lightweight and compact mountaineering wing with trimmers based on the discontinued DHV 1 Funiac, available in one size only)

HE FRE

THE WING

Sizing The Flair (not to be confused with the action "co flare") is available in three sizes. I flew the large size and my hook-in weight put me below the minimum recommended launch weight. Such a light wing loading

should provide me with a superior sink rate, reduced top speed, lighter brake line tension, and increase the potential for collapses, but with more subtle consequences.

Photo 3 - Wing tip showing unique brake line configuration at winglets. Note scalloped air inlets.

FreeX uses British Carrington Nylon 1097 Performance Fabric for rheir gliders. This cloth was selected because of its UV resistance without color fading, and for its lasting low porosity. The key to the low permeability is the fine filament yarn. Previous versions of Nylon cloth had a relatively course structure comprised of 10 filaments per yarn. Large fJaments tend to retain their round cross-sectional shape following the rolling process used to apply the polyurethane (PU) coating. This new Nylon fabric has a much finer structure comprised of 100 filaments per yarn, which flattens when pressed. This flattening of the yarn results in fewer and smaller fiber gaps, improved coating adhesion, and greater flexing resistance. These micro-scale refinements to reduce porosity produce a cloth that behaves as if it's lighter because it has less

Canopy

rigidity, which is a minor detriment for light-wind inflations, which is noted lacer. The leading and trailing edge are reinforced with a polyester cape, while the central ribs have Mylar stiffeners (thin polyester sheet) at the leading edge to improve the inflation characteristics and eliminate highspeed flutter. Like most recreational gliders, the Flair does not have diagonal V-ribs. The entire line of FreeX gliders share two distinctive appearance features . Most noticeable on the ground are the scalloped air irJecs (see Photos 1 and 3). According to FreeX, curved cell openings were utilized to balance the tension between the upper and lower surfaces, while allowing the opening size co remain small for improved performance in terms of both increased life and reduced drag. The second distinctive appearance feature, which is most noticeable in the air, are the winglets, replacing the conventional stabilizers (see Photos 2 and 3). A winglec is an aerodynamic device designed to reduce wing-tip airflow between the area of high pressure below the wing and the area of low

PARAGLIDING

the Nov.IDec. '98 issue ofthis publication, provides a preview to this series and is recommended reading ifyou missed the first installment.

Photo 4 - Big ears. Note straight trailing edge. 4). The center cell is marked with a small rectangular placard.

Lines and Retainers

Risers

pressure above. This lift-reducing flow is known as induced drag and is the source of wing-tip vortices, a major component of wake turbulence. Winglets on other aircraft are typically tall and placed on top of the wing. The suspension configuration of a paraglider naturally lends itself to the winglet being located on the bottom of the wing for structural support (see Photo 3). Also, FreeX has reduced their winglet to the smallest possible dimensions to keep parasitic drag to a minimum, while still providing the directional and pressurization stability benefits common to all stabilizers. Or. Peer Frank designed the Flair airfoil to have an unusually large range of angle of attack, to provide a broader speed range. An airfoil is the cross-sectional shape of the wing. The ribs reveal this local profile at their location along the span. Changes in this wing profile affect the point of airflow separation, and therefore the range of angle of attack in which the airfoil can operate. The different sizes of each FreeX glider model are identical in aspect ratio with the intention of achieving equivalent perfor-

NOVEMBER/DECEMBER

Three sizes of Eluit aramid lines are used on the Flair: 2.1 mm lower, 1.4 mm middle, and 0.9 mm upper. There are three lines per riser, which are clearly color-coded with polyester sheathing: A-green, B-red and C-yellow. The single blue winglet line is bundled with the C-lines. All lines are bundled to the quick links using double-rwisted rubber 0-ring retainers. Upper 0-lines branch from the middle C-line cascade points to reduce drag from using lower 0-lines.

mance independent of the model size. Aspect ratio (AR) is the measure of the slenderness of the planform of the wing (AR = span2/area), and is a primary factor in the efficiency of a three-dimensional wing in terms oflift-to-drag ratio (LID). It is important to distinguish berween flat and projected AR when comparing wing specifications. The former must be computed using the flat area and span, while the latter must use the projected values. Flat is the amount of fabric used to make the glider while projected is the size when the glider is inflated. The flat values of span, area and aspect ratio will always be larger in magnitude than the projected values, bur the projected values are those applicable to in-flight performance because they account for anhedral, the concave downward curvature of the wing. The Flair is available in four colors: red, dark blue, yellow and white. The first three colors share a contrasting white trailing edge, which the white has a black trailing edge. The FreeX name appears in black lettering within an oval on the right bottom surface and the left top surface (see Photo

1999

The Flair has three, black, 47-cm (18.5-inch) long risers per side. A colorcoded reinforcing confluence tape wrap distinguishes the risers; A-blue, B-red, C-black. The Flair is not fitted with split A-risers or

Photo 2 - The winglets. Note straight trailing edge.

manual warns that extremely stiffened crossstrap harnesses with very high suspension points may adversely affect the Flair's handling, particularly during spiral dives. (Please refer to the paragraphs below tided Spiral Dives, Special Certification Notes, and Motoring.)

GROUND HANDLING Inflations

coded Lines and risers and "Line bundlers. "

trimmers. A pair of rectangular steel slider rings connects the B-riser to the A-riser to provide a 3:2 displacement ratio of the A-riser relative to the B-riser when actuating the accelerator.

Accelerator FreeX distinguishes their speed system using a detachable and capsular accelerator they term the Overdrive. This 3: 1 pulley system is enclosed in a Lycra (stretch Nylon) cube to prevent entanglement. This modular system connects with a non-locking spring clip to a D-ring sewn onto the A-riser. The other end has a thin webbing loop, which attaches to the carabiner (see Photo 5). The intention of chis configuration is quick and easy attachment and detachment of the Overdrive from the glider so that it can remain with the harness. When connected, the accelerator provides a maximum of 13 cm (5 inches) of travel to the A-riser for 39 cm (15 inches) of stirrup travel, providing an additional 10 km/hr. of top speed. DO NOT CONNECT THE STIRRUP DIRECTLY TO THE A-RISER D-RING WITHOUT THE OVERDRIVE INSTALLED! If enough force is applied to pull the risers down fully in chis incorrect configuration, the leading edge will totally collapse. However, immediate recovery will occur as soon as the stirrup is released.

Harness/Glider Combination All sizes of the Flair are certified by DHV for use with a GH-cype harness. The owner's

The Flair inflates easily at all wind speeds, either forward or reverse, with a slight tendency to overshoot. Even underweight on the glider, I could perform no-hands forward and reverse inflations in kiceable winds. In calm or light winds, with the glider lying on the ground, the leading edge may tend to fall forward (upwind) under the weight of the Mylar stiffeners, thus blocking the air inlets and preventing inflation. This inconvenient characteristic seems to be due to the flexibility of the cloth. To alleviate chis situation, be sure to lay out the canopy so the cell openings face upward. If the canopy is to be reinflated following deflation, if the pilot steps toward the canopy prior to the leading edge nearing the ground, chis movement can provide the additional line slack so the leading edge can fall back and let the air inlets remain open.

Brake Setting The owner's manual cautions that the brake setting should not be shortened more than 10 cm (4 inches) from the factory setting, and chat the glider should be able to be fully flared for landing without caking wraps. Taking wraps is further discouraged by the owner's manual because of the change of hand position associated with the stall point and the hindrance of deploying a reserve. For adjusting the brake line length, the owner's manual recommends a fisherman's knor because of its lesser weakening of the line compared with some ocher knots. There is a clear sequential pictorial showing how to tie this knot.

Deflations The owner's manual recommends using the C-risers for deflation after landing in windy conditions, and I concur that chis technique worked well with the Flair to avoid "dragback" that can happen if the brakes are used. It further cautions to never lee the inflated canopy fall with its cell openings facing the ground to avoid bursting the rib seams. While I have seen this type of damage occur

Photo 6 - Pitching backward while entering B-staLL. Note crease along row ofB-Lines. only once during nearly 10 years of paragliding, this is worthy advice for all paragliders.

IN-FLIGHT HANDLING Flight Familiarization The Flair has light and responsive handling and it is both easy and enjoyable to fly. The range of brake travel is long to help avoid inadvertent stalls and spins. The wing is very predictable and manageable in pitch oscillations and roll reversals, but can rapidly accelerate to high speed in a spiral dive. (Please refer to the paragraphs below on Spiral Dives, Special Certification Notes and Motoring.)

Rear riser turns were effective enough to execute left turns against the right-turning torque while motoring under full power.

Big Ears Performing big ears was less convenient than with gliders chat have split A-risers. When the A-lines are released, the wing will steadily reopen. A quick pump on the brakes can accelerate the recovery. Using the accelerator with big ears was very effective for descending with some forward penetration and felt very secure.

Search For Deep StaLL I did not encounter deep stall using the brakes or otherwise. The glider resumed normal flying speed whether the brakes were released quickly or slowly. The owner's man-

PARAGLIDING

Size Area (m2) Flat Projected

Small

Medium

Large

23.9 20.9

27.6 24.0

31.2 27.2

11.1 9.1

11.9 9.7

12.6 10.3

5.1 4.0

40-65 88-143

60-85 132-187

80-110 176-242

5.4 12.1

6.0 13.5

6.6 14.8

55-90 124-202

80-110 180-247

100-120 225-270

60-78 135-175

78-100 175-225

100-130 225-292

Span Flat (m) Projected

Aspect Ratio Flat Projected

'::;fft

Pilot

Rangel

lbs.

Glider weiJht without backpack daN lbs.

Launch Weight Range-3 DHV daN 2 lbs. AFNOR daN 2

Photo 7 - B-stall. Note slight forward pitch and B-row crease. ual advises to "push the A-risers forward" if deep stall is ever encountered. Deep stall, also known as constant stall or parachutal stall, is most likely to occur on any glider when exiting a B-stall with a slow release of the risers, particularly with a light wing loading.

PERFORMANCE The Flair is trimmed to fly at the airspeed for maximum glide ratio in calm air. The DHV data indicate that trim airspeed occurs between 32 km/hr. (19.9 mi./hr.) and 35 km/hr. (21.7 mi./hr.) depending upon the wing loading at which it is flown. The maximum speed is between 43 km/hr. (26.7 mi./hr.) and 44 km/hr. (27.3 mi./hr.). The owner's manual states that • I . 1 1 1 mm1mum smK rate occurs wnen ootn brakes are pulled 20-30 cm (8-12 inches) from trim. Without V-ribs, the Flair would be expected to have less performance than a wing that utilizes this design feature because of the additional line drag required to externally maintain the airfoil. Yet the 1998 FAl world speed record over a 100-km (60-mile) out-and-return was flown on the Flair, so this wing can hold its own even against V-ribbed gliders.

applying the accelerator in turbulent air is an incorrect action. To minimize the chance of collapse, active flying dictates that a pilot should fly slow and keep the wing centered overhead. Applying the speed system reduces the angle of attack, making the wing more susceptible to leading edge collapse.

Symmetric and Asymmetric Collapse When inducing a full frontal collapse the glider immediately recovered without need for pilot input and with negligible altitude loss. Likewise, recoveries from 50% asymmetric collapses were prompt and predictable with less than 45 ° of rotation and did not require any pilot input. Such stability is very reassuring, especially for the recreational pilot.

m/sec. (20-26 ft./sec. or 1,200-1,560 ft.I min.). On my first attempt I failed to fully stall the wing because the wing required more force than I applied for the initial portion of the pull. When inducing a B-stall the canopy first pitched back (see Photo 6) and then forward before settling into a steady-state descent. On every B-stall the canopy stabilized in a slight but noticeable nose-down attitude (see Photo 7). While this orientation was unusual, it was not accompanied by any complications. I was unable to determine whether this nosedown attitude contributed to any forward rrajectoty because of a headwind and resulting negative ground speed. A longer pull on the B-risers may compensate for this unusual attitude, but I didn't get to test this theory.

B-Stall

Spiral Dives

The owner's manual states that inducing a B-stall requires a pull of 10-20 cm (4-8 inches) and will produce a sink rate of 6-8

The owner's manual states that "the spiral dive is the most effective method of descent and should therefore be practiced."

1 The pilot weight range is naked body wei'ghr and does nor include clothing, boots or equipmeut such as hamess, helmet a11d reserve pamchute. FreeX allows from three dafli2 (67 lbs.} to 20 d11fli2 (45 lbs.} for equipment weight depending 011 wing size 1111d pilot ,veight.

SAFETY Accelerator

2 daN means dekn-Newron (tens ofNewtons) 1 daN = JON A Newton is the mnric imit offorce. Force equals masJ times arcelemtion (F = ma).

The owner's manual states that a sudden reduction of pressure on the foot bar is an indication of an impending leading edge tuck and may be avoided by rapid release of the stirrup. This is true of all wings and NOVEMBER/DECEMBER

lbs.

1 Newron = I kilogram-me1er/seco11tf2· fl. Newron is rbe technicnl(y ton-ect unit to express weight, which is rdso a farce. W = mg. where g is the accelerarion due ro gravity. I daN = 2.248 lbs.; 1 kg= 2.205 lbs., a 20(, discrepancy. The inaccumre comparison ofmass and farce is fl historical consequence ofmisundersranding.

3 The discrepancies between the DH\! and AfNOR launch wei'ghr range is due to the difj"erence in the costs ofcntificarion. DHV certification cost includes resting each glider m both rhe minimum weight mu/ the mnximum weight. AFNOR pe1jOrms only rt single ft'st within the weight rrmge unless rhe range exceeds the minimum weigh1 by 30%, in which case 11 second rest is pe,fonned only for an additional cost.

1999

I totally agree with this statement, however, the increased descent rate is produced by G-loading: an effective increase in wing loading as a consequence of banking the wing. This stretches the fabric, potentially increasing porosity and shortening the useful life of any glider. Therefore, once you have gained proficiency at executing and recovering from a spiral dive, practice only enough to remain current. Also, practice equally in each direction to avoid developing an asymmetrical distortion that can bias the glider to not trim straight. The manual cautions that "the Flair speeds up very quickly when in a spiral dive and can reach a descent rate of more than 20 m/sec." The rapid rotation rate associated with such an extreme descent rate can be disorienting to the unaccustomed pilot. The manual continues, stating, "the Flair may show a tendency for retarded turning out of high speed (sink rates > 12 m/sec.)." A tendency to steepen the bank is known as spiral instability. This behavior is exhibited by all paragliders as the definitive indication that a true spiral dive has been entered. However, a reluctance of the wing to recover is not a common characteristic and dictates the need for an increased error margin. The manual further states that "in an average spiral dive both brakes are equally applied with about 30 cm (12 inches) to prevent the Flair from becoming noseheavy." I did not explore this realm and I caution you to avoid this degree of spiraling unless it's necessary to escape from cloud suck (extreme lift beneath developing cumulonimbus clouds). With such characteristics it should be obvious that pilots acquiring spiral dive experience use an incremental progression, and I recommend that recovery be completed above 500 ft. (150 m) AGL.

The Flair comes with a threeyear gu.arantee, but after 300 hours or two years, whichever comes first, the glider must undergo a manufacturerapproved i,;spection. dive. Nonetheless, the Flair has the potential to become quite "slippery" in a spiral dive.

OTHER FLIGHT MODES

Towing I didn't tow-launch the Flair, but the owner's manual and the DHV both endorse the wing for towing.

Motoring I flew the same large-size Flair with my "heavy" motor without any distinguishable loss of handling. As I indicated in the section above on "Rear Riser Turns, " I was able to make climbing left turns using only the rear risers. According to the FreeX Web site, the Flair has passed the DULY certification in all three sizes. This is the German certification for ultralight vehicles. I didn't experiment with spiral dives while motoring, but based on the owner's manual warning noted in the earlier paragraph tided "Harness/Glider Combination," most if not all motors have relatively high suspension points and can be considered extremely stiff compared to paragliding harnesses. Therefore, MOTOR PILOTS SHOULD BE WARY AND EXERCISE EXTREME CAUTION IF ATTEMPTING SPIRAL DIVES USING THE FLAIR!

Special Certification Notes There is a special certification note indicated by the DHV for the large size Flair which states, "Spiral dive: at sink rates > 14 m/sec. turn continue possible." The note for the medium size was more emphatic, "Spiral dive: at sink rates >14 m/sec. clear tendency to continue turn." According to FreeX, properly designed winglets, as used on their gliders, help prevent them from staying in a stable spiral

The owner's manual states, "If the glider comes in contact with sea water, rinse out with fresh water at the earliest possible occasion and spread it out to dry. Only use warm, fresh water for cleaning the canopy. At most use a mild soap, but never any strong detergents." The Flair comes with a three-year guarantee, but after 300 hours or two years,

whichever comes first, the glider must undergo a manufacturer-approved inspection.

OWNER'S MANUAL It is important to recognize that owner's manual terminology can sometimes be confusing, particularly due to language translation. One example of this is in the section tided "Launching Technique," where the pilot is advised to "pull down the A-risers" for inflation. It should be understood that this means "to apply tension to the A-risers by lifting and sweeping them through an arc." Another example under the section on B-stalls indicates that "a full stall will occur. " Again, it should be understood that the author intended to indicate that the wing will "completely stall," as opposed to developing a rear horseshoe shape and falling backward as it would when performing a "full stall." On the positive side, the FreeX Flair manual clearly and correctly points out in the "Launching Technique" section chat the pi lot should "continuously accelerate running (increase length of paces, not frequency of paces)." SUMMARY The Flair is a sporty and well-rounded entry-level glider with a distinctive appearance. It's a bit more of a "racer" than a "floater" with the light handling of an intermediate wing. It demands respect in managing spiral dives, but otherwise offers the safety and stability you would expect from a recreational glider. The unique, innovative and modular Overdrive offers better routing control of the accelerator line for compatibility with the harnesses that hinge for streamlining. If you appreciate creativity and want a wing that stands out in the crowd, fly with a Flair!

ABOUT THE AUTHOR Alan Chuculate began teaching hang gliding in 1975 and has been teaching paragliding since 1990. He is a tandem instructor for both types ofgliders and is authorized by the USHGA to train and certify instructors in both disciplines. He is also a certified instructor for powered paragliding, and teaches powered hang gliding using the Mosquito powered harness. He resides in San Diego, California. For comments or questions you're invited to contact him directly via e-mail at g_achucu@qualcomm.com or by telephone at (858) 292-1552. • PARAGLIDING

TROUBLE. STAYING

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The Ozone

ELECTRON M article and photos by Jay Carroll

The combination ofa symmetrical pumform, Large cells and a simple Line cascade provides fo r a stable pressurizedfan-to-fly canopy.

''Y:

bruuda, could you do me a favor?" "Sure what d'ya need?" I had no idea what I was accepting when Chris Santacroce asked me for a favor and handed me a big bundle of slick orange fabric. It was an easy answer, however, considering that everything l had done with him was fun. My first thought was that I was going to help him with demo canopies at the Tourle River Fly-In, but to my surprise he said, "Take this. Fly it, shoot it and write about it." I hesitated, considering that I don't consider myself a glider-review author, but I do

love to fly and photograph. Two out of three sounded okay, so off I ran to fly the Electron M.

FIRST IMPRESSIONS As I walked through the woods hugging a bundle of orange fabric I muttered, "Jeeez, this stuff is slick." The innovative use of fabrics on the Electron impressed me. They use durable UV-resistant South African Gelvenor on the upper surface and high strength-to-weight Porcher-marine Skytex+ for the lower surface and ribs. The use of this fabric is smart; all of my wings have

died from sunburn on the upper surface. Why not put some silicone sun block up there? The only disadvantage of Gelvenor is that the heavy siliconized fabric treatment is like a magnet for fine dust particles and repels the adhesive in sticky-back repair cloth - not a bad trade for the extra UV hours your glider can endure. Just keep it off the fine dust and try not to rip the upper surface, otherwise you will have to stitch on a dart of the cloth that is supplied with the canopy. When spread out on the ground the canopy reveals a medium aspect in a symmetrical planform and 43 spacious single cells - no V-ribs. The construction details are clean and well executed. The stitching is ample, and reinforcing is not overdone (overstitching weakens the fabric) . The Mylar cell stiffeners are finished so as not to abrade the upper surface in storage, and the line attachments are lapped deep into the seams. Edelrid lines cascade three times to triple lower lines. The lowers are beefy and tangle resistant and are easily identified with contrasting colors (red N.s, blue B's, green C's and D's). Note that the stabillo line (the outermost line that affixes to the tip) is part of the C-riser group and not the B's. The risers are functional and durable. Color coding is stitched to the polyester webbing just below the stainless steel quick links so as to separate the A (red) and B (blue) risers as an aid in riser identification. The speed system operates smoothly over three-to-one ratio metal pulleys providing 180 mm of range that progressively reduces the length of the A, B and C risers. The cat's meow of the system is the speed bar and the "spinnaker clip" attachment system. Even though I was unable to use them (my harness has mini-biners) I would like to convert all my gliders to use these cool spinnaker clips and solid molded bar. The A-risers feature a split "baby A" as an aid in identifying the outside A-line for deflating the wing tip for drag induction in big ears. This is a convenient feature, but I personally dislike split N.s as it seems to clutter the A-risers, making launching and ground handling more complicated.

FLIGHT IMPRESSIONS After gloating over all these slick construction details I was anxious to go fly the rwin bowls of the Tourle Valley, a consistent northwest thermal site. This launch is shallow and was fickle due to the high-pressure,

PARAGLIDING

light thermal conditions of rhe day. A launch-hungry crowd had formed, so I tried to sneak off in a corner so I could sort out this new wing. My first launch was a reverse with little running room, and I found it difficult to pressurize the wing due to the fickle conditions and unfamiliar, long brake-line adjustment. So, there I stood with canopy overhead and plenty of launch crowd pressure, but not enough canopy pressure to launch. I spun and lost half a wing but it was pressurized so I stepped forward, instantly clearing the collapse and launching aggressively to a crowd-pleasing "oohawe" as I swished away from the brushy slope. During the first few turns I enjoyed the weight-shift response as I sorted out how many wraps I needed to get the toggles to a height chat I was comfortable with. Once this was all sorted out I flew for a few hours, scratching in very light, crowded conditions, and was eventually able to core up in the very rare, subtle thermals of the day. I was elated with the low-speed turning and handling characteristics that enabled me to climb back to launch a few times and eventually top-land as ifl had a turning hot-air balloon. My next launch was a forward and found it to be very easy to raise the canopy with the Xs alone and accelerate into flight smoothly without an "oohawe" from the crowd. I scratched close to the ground for the rest of the day, getting a good feel for the Electron, but was anxious to get back to my home flying sites in the windy Columbia River Gorge to hopefully get higher flights .

MORE FLIGHT IMPRESSIONS High pressure dominated the conditions during the weeks I had to fly the Electron, so I was challenged to get much higher than at Toutle, but I enjoyed six hours of airtime and a few X-C miles at several Gorge sites. To get an average opinion I had Steve Roti and a few other friends fly the Electron in Central Oregon at the Pine Mountain Fly-In so I could compare notes. In a variety of conditions I found the launch characteristics to be very forgiving and controllable. I use only the Xs to launch, a technique that can cause the canopy to race up and overshoot in crisp thermal and breezy conditions. The Electron never overshot and repeatedly parked reliably overhead in a stable, ready-to-fly configuration. In no-wind conditions the Electron inflated smoothly NOVEMBER/DECEMBER

from a slight horseshoe, lifting symmetrically, and pressurized overhead with average running accelerarion . While flying I found the Electron to react well to weight-shift input, either banking rums or flattening them for efficient thermal climbing. There is a broad range of brake input and it becomes stiff when very deep in the brakes. There is a slight acceleration as the brakes are released, but the canopy never surged ahead. The accelerator is easy to apply, providing approximately six mph more airspeed without a drastic reduction in glide. At minimum sink this canopy is a climbing machine, and I was able to core very narrow thermals with nice, eight, flat turns, and easily parked in ridge lift. Once I started getting bopped around in thermals I found that I could easily select any angle of bank with weight-shift and toggle input to load up and stabilize within the core. Exploring the bank and input further, to the point of wingovers and spiral dives, was very comforting and had to be, as I was never able to get more than 1,000 feet above the ground during my test flights. The Electron was predictable unwinding from what energetic dives I was able to perform with weight shift alone. In a playful dive I exited quickly to explore the energy recovery leading to whip stall. The canopy climbed, slowed and returned to normal trim without excessive surge. Unfortunately, I was unable to pull G's in extended dives to explore the deep spiral stability of the Electron. I found that ears were easily deflated and held in place with the split "baby Xs ," and the glider steered well with weight shift. Upon release of the baby Xs the tips inflated instantly with no toggle input needed. Pulling an entire A-riser presented a bit of resistance to produce an asymmetric collapse that had a slight tendency to turn, but that was easily corrected with weighr shift alone. When the riser was released the collapse cleared systematically to the tip with very little roggle input required. A resistant pull on both A-risers produced a full frontal collapse thar cleared with an audible "pop" and a little surge to normal trim. I had to do only short 200- to 300-foot B-line stalls considering my ground clearance, and found that a deliberate, symmetrical pull on the B-riser quick links developed a clean crease, stalling the canopy. As the sink rate increased, the canopy retained its shape without "snaking." Upon releasing the

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The electron turned efficiently with average input into a slight bank. ft reacted quickly to stronger input and weight shift far faster banked turns.

The riser system features split '54''., with a 3 to I accelerator system. Aluminum and brass pulleys provide smooth, durable operation over its 180-mm range. Brass snaps are used far the toggles.

OZONE ELECTRON SPECIFICATIONS Size Projected Area (rrl) Projected Aspect Ratio In~Flight Load (kg) Trim speed (km/h) Max Accelerated (km/h)

21.89

23.75

25.69

27.7

3.57

3.75

55-85

80-100

95-115

110-130

19-35

An interesting note: The trim-speed specs far the Electron and the Proton (Ozone's Perfarmance/DHV 2-3) are very close. The Electron's trim speed is 19-35 km/h and the Proton's is 19-37 km/h. risers the canopy surged controllably back to trim with little braking input. I was unable to explore deep B-line stalls considering my ground clearance, but feel that this canopy would handle them well. This was the extent of the maneuvers I was able to perform, and left full stalls and negative spins for a flight over water. I did, however, explore the glider's tendency to spin and found that it was further into the brakes than I care to fly. (Yup, I am a chicken, but not a flightless one.) I had a interesting breezy flight that allowed me to get a good feel for the Electron's overall stability in turbulence. Ir was an afternoon flight on a very blue sky day. It should have been thermally but nothing was lifting up very far; instead, the heat of the day created wind. The combination of this hot wind and steep, contoured topogra-

phy of the eastern gorge allowed me in essence to go for a 16-mile slope-soaring fight. During this flight I encountered stiff breezes that were impenetrable at times on the ridges, and that created slope and thermal turbulence in the valleys. I flew with the accelerator partially and fully engaged and found that the canopy retained a high degree of stability. At full speed the leading edge fluttered slightly but never tucked. The Electron has a lower top speed than the DHV 2-3 glider I typically fly so I felt a bit slow, but the increased stability was very comforting and made this flight possible. In turbulence the Electron gave me a high sense of security, and I found myself flying closer than I should to lee-side slopes to extract lifting thermal bubbles. The canopy transmitted input well to the harness so I could feel the turbulent air. This

· wing definitely talked. There were several times when I was parked and could feel tugs from the turbulence and a chorus of crinkling noises. Expecting a collapse, I would look up quickly to find a fully inflated, wiggling canopy. I expected collapses even as I applied the speed bar to get outta there, but as though protected by a guardian angel we wiggled and crinkled onward to the next ridge. This was a nutso flight that continued like this, ending in a speed-bar-assisted vertical landing next to the river. The wing never suffered a single collapse, even flying in these conditions. IfI had flown my other canopy (a DHV 2-3) I would have landed much sooner as a result of psychological and canopy collapse in the rowdy air.

SPECIFICATIONS The Ozone canopy is sold with a pilot manual, stuff sack, heavy duty backpack, T-shirt, hat and repair cloth. The Electron pilot manual is informative and concise with specifications, DHV reports and line charts. The Electron received a DHV 1-2 test rating for all four sizes offered (S, M, L, XL) as well as a DUVL certification for motoring. The Electron offers a broad pilot load range with a 55-kg minimum hook-in for the small size and an impressive 130-kg maximum for the extra large size (see specs).

PARTING IMPRESSIONS After flying the Electron in a variety of conditions and comparing notes with other pilots who flew the Electron M and L, it is easy to summarize that it is very stable with lots of fun-to-fly factor. I wouldn't hesitate to recommend the Electron as a first wing with plenty of performance that will allow any pilot to discover the joy of soaring flight for years to come. As an experienced pilot I found the overall stability to be very comforting - almost too comforting, since it inflicted a sense of security that propelled me into potentially dangerous situations. Of course, this was not the glider's fault, it was mine for pushing the flight envelope. I am excited about the introduction of the Ozone product line and the company's fun-flying philosophy. I can't wait until the next time I get to bore a hole in the atmosphere with Ozone overhead. •

The backpack is constructed from a durable, waterproof, nylon pack-cloth featuring padded, adjustable hip and shoulder straps, a big zipper with compression straps and pockets.

PARAGLIDING

t was about 7 :45 AM on Thursday, August 5, 1999 when I arrived at the Strawberry Reservoir in Utah. As I got out of my car I walked toward Chris Santacroce, the clinic instructor, to introduce myself. I was extremely surprised that Chris knew who I was. I was pretty nervous and really did not know what to expect, however, I knew it was going to be fun since I knew most of the pilots attending the clinic. I was here and ready to learn the different maneuvers. I didn't think that I'd learn anything else. After everyone had arrived, Chris handed out documentation about maneuvers, towing instructions and a checklist. He explained how the day was going to be set up. First, he asked us to team up with another pilot. The purpose of choosing a buddy was to go over the checklist and make sure that the pilot was safe before each tow. I teamed up with Peter Delmissier. Our first tow exercise consisted of being pulled up by a scooter. The main focus of the first tow was to get a feel for towing and to learn to take off and land while being towed. Before taking off, my buddy went through the checklist and verified that I was safe to launch. Chris Santacroce, Jeff Farrell from Super Fly, Ken Hudonjorgensen from Two-Can Fly Paragliding and Pat Blackburn were there to guide each one of us through the towing. When all of us were done, Chris and the other instructors debriefed us, reviewing and commenting on what we had just done and answering any questions we had. The next towing exercise involved learning to release the weak link and land safely. Everyone performed beautifully. Again, we went through a debriefing. I thought that it was extremely helpful and I was pleased with the way things were going. After the scooter tow, Chris went over the different maneuvers using the simula-

NOVEMBER/DECEMBER

tor. He talked about asymmetric folds, B-line stalls, front stalls and "tweaking" the /\s to prevent parachutage, turning, and how to hold the toggles/brake lines. Each one of us practiced the different maneuvers using the simulator. The purpose of this exercise was to develop a clear understanding of each maneuver. This exercise was very beneficial and enjoyable. AB the weather started to deteriorate we all gathered around with the instructors to listen to advice, a safety briefing and some pointers and tips about flying (for instance, a pilot's posture - sitting, arms, legs and head position). The instructors also talked about boat towing and explained what to expect. For example, they explained what to do when the boat is turning, to keep looking at the wing in order to correct the heading and prevent a lockout. At this point I really felt like I was in good hands and could trust them. All topics were covered professionally and thoroughly. My first boat tow was very stressful. After my buddy went through the preflight checklist the anxiety kicked in the fear of failure was overwhelming. My desire to do well was so intense that I felt like my head was going to pop. To calm me down and reduce the anxiety I was feeling, Pat Blackburn suggested that I focus on deep breathing and assured me that I would be okay. This really helped. I took off and made my first flight, performing the maneuvers Chris instructed me to do (asymmetric fold, turns, front stall and wingover). Chris's instructions were very clear and simple to follow. He would describe the maneuver first and then step me through each movement. It

1999

really was a thrilling experience and I felt extremely comfortable and confident under Chris's guidance. After two or three pilots towed and flew, Chris gathered us all together for a debriefing. This was extremely helpful. We had many opportunities to ask questions and comment on our experiences with the maneuvers we had performed. Learning from each other's experiences and questions added to the learning experience. As each day progressed it became apparent to me that this clinic was not just about maneuvers. It was about safety, attitude and taking the time to progress in the sport. In my opinion, Chris Santacroce is the best pilot in the world. His positive attitude, composure, safety consciousness, clear explanations, instruction and patience made me want to continue in this sport. The maneuvers clinic slipped away and it was time to depart much too soon. At the end of the clinic, talking with my fellow pilots, I felt that we all walked away with much more confidence in our wings and our ability to respond appropriately in specific situations. I also believe we had learned to be safer pilots, as long as we remember not to practice radical maneuvers over the ground. I feel that my personal safety and progress in paragliding was enhanced by at least several years during this three-day clinic. I am so grateful to Chris Santacroce, Jeff Farrell from Super Fly, Ken Hudonjorgensen from Two-Can Fly Paragliding and Pat Blackburn for providing this opportunity to become safer pilots. Thank you! I'm planning on attending this clinic again next year. Ill

Continued ftom page 33. OJ, who was yelling friendly abuse at me, "What're ya doing here with me?" Finally, we got up and around the turnpoint. I'd lost track of Lee, and yelled to Mark Ferguson, "Where's Lee?" A 360 later, he pointed and I saw a white glider some five miles ahead. I did some quick and dirty mental calculations, figured there was no point going for second place, and went on glide, with a good tailwind and the Ball Graphics Comp showing an 11: 1 glide to goal. Meanwhile, Mark continued circling in moderate lift. From 10,500' down to 5000' there was no lift worth turning in. I landed and emitted a good string of curses. It turned out that the "white" glider had been Todd's yellow one. Lee had landed near the turnpoint. And Mark came in a close second, after Todd came up short of goal. If I'd stuck with Mark I would have won by a good margin, but instead fell into third place. There's a multiple choice moral here: a) keep an eye on the top pilots; b) ground crew can be helpful for (a); c) always make goal.

S.R: This year you became National Champion at the Red Bull Wings Over Aspen competition. Tell us about the competition and about the choices you made that led to your success. J.C.: On the second task I got impatient and spent 90 minutes unsuccessfully trying to scratch out from behind Buttermilk. It didn't help that day but did get me familiar with the area and the several different winds at different levels and parts of the valley system. All that scratching practice paid off in the third task with a 150-foot save on the east side of Highlands. Working a smooth slope wind above the bomb-out field, it eventually popped off and turned into a thermal which shredded soon after getting up into the valley wind. I pumped out the collapse and found another, resolving not to let it get away this time. That one worked. Unfortunately, I'd used up my save for the day and dined near the monastery turnpoint. Steve Cox, who I left ridge soaring there when I landed, had a great story of getting hoovered up by a dust devil, using every trick

in the book to keep his glider vaguely overhead and in it. Familiarity with the backside of Buttermilk paid off again on the last task. We had to use the lee there twice for the task. While some found the east aspect of Buttermilk really rough, the south-facing corner was fairly nice. We got high there the first time, but by the second pass the valley wind had strengthened to the point where we could only ride bubbles up to a thousand over the ridge before they blew apart. I heard the wind later picked up to really unpleasant levels.

S.R: What motivates you to compete? J.C.: I get excited about going X-C quickly with a bunch of good pilots. It's a bit like how hiking gets more fun when you get in better shape and can go faster. Having a comp at a site often shows possibilities that wouldn't be uncovered in years of ordinary flying. It's encouraging that expenence seems to pay off. I'd like to taking fewer risks and making better decisions. I'm also happy to see some up-and-coming pilots on the U.S. comp scene such as Scotty

Eric Reed and Jill Nephew.

S.R: What have you done and what do you continue to do to make yourselfa champion? Are there psychological techniques, forms of preparation, that you use? J.C.: The best practice for competition is either competition or highly goal-oriented free flying. Having three summers in a row because of a trip to Australia and South Africa in '95 was helpful. There is a good state of mind to be in for comps, and I think it involves being familiar and comfortable with the situations and decisions that you face. Then you can deal with them in a reasonable way instead of getting overwhelmed. It takes me at least a day or t\vo of good, hard flying to get there after taking off for a month. Try not to get too excited or place too many expectations on yourself before a task. Being aware of your breathing and heart rate while flying may help avoid getting overloaded. A few slow, deep breaths before flying over that nasty thermal trigger could help you keep your cool. Flying a glider you're comfortable on is obviously important for your state of mind. During the '97 Worlds I quit coffee, figuring I was wired enough already with all the excitement of the meet. I've been enjoying running and hiking late-

ly. A quick survey reveals that the members of the U.S. Paragliding Team are in pretty good shape. Even if it doesn't help with flying, it's nice to be in decent shape. It's also important to have things to do on the unflyable comp days so you don't go nuts. The climbing gym keeps me sane in the winter. But don't go crazy on the lat pulldown machine at the gym the day before a big task, no matter what Will says.

S.R: Last summer you went to Hobbs, New Mexico with Will Gadd and Scott Johnson to try to break the US. and world open distance records. As a result you held the unofficial US. distance record (173 miles) for one week. Tell us about that flight. J.C.: I drove down with Will in his trusty Audi, Dieter. He would encourage me as I drove the winding back roads by moonlight, "You can take that turn much faster!" We met Scott in Hobbs and quickly searched out the fine Mexican food to be found there. There was one glaring problem with the plan. Much of the southern part of Mexico was on fire, and the smoke was heavily upon us. This wasn't helping thermal production at all. We looked at the map, tempted to drive off somewhere, anywhere away from this smoke. We told Todd not to bother coming down. Then the next day the wind clocked from south to southwest and things looked okay for a change. Scott got away on his first tow. Will and I towed up twice before drifting across the Texas border in light lift. Soon after, Will got sucked to the ground by some brown fields that really should have been going off. I scratched on. Nate's comment about typical Ketchum conditions came to mind, "It may be rough, but at least it's not going up much." After 50 miles of this, clouds appeared and the day turned on. I connected the dots and got cold. A glance at the GPS at 12,000' showed a ground speed of70 mph. My Max wasn't that fast, so there must have been some tailwind. At the edge of the caprock east of Lubbock, the clouds ended. It was a 40mile final glide to land in a gentle south wind a half hour before sunset. The retrieve, after suffering a barely working radio and cell phone, was epic. Luckily, Will and Scott were waiting to hear from me at a steak house in Lubbock. Soon after

NOVEMBER/DECEMBER

I had to head up to Alaska to do field work on a glacier, so I got to think I had a U.S. record for three weeks, even though Will broke it with a world record of 179 miles four days later. Will's version of the story is at www.gravsports.com. This year I came back for more. But this time it was too green. Having a good crew of pilots made sitting in the rain much more bearable. Did get two 100mile flights to the north on consecutive days. On one of those days, Will and Kim Csizmazia broke mine and Kari Castle's 65-mile U.S. tandem record with a 90miler.

S.R: What are your secrets for succesful crosscountry flights? J.C.: It's worth traveling to a good site. Many local hills have distance potential only on exceptional days. At a good site, X-C is possible even in average conditions. There has been a change in mindset about record flying, I think. In the old days you needed really strong conditions to go very far. Now, with better gliders, it's possible to go far even in moderate lift, given a good drift.

S.R: What advice do you have for aspiring cross-country pilots? J.C.: Practice working light lift. You'll need a low save or two, unless it's an ideal day. Our local site, Lookout, is good for this. A spare radio battery, accessible in flight, is handy, as is a cell phone. Staying hydrated is good. Figure out how to relieve yourself in flight. It's not as hard as it sounds (for men). For the ladies, I'll note that the Women's World Hang Gliding Team was nearly sponsored by Depends. Oh yes, your mother said to pack a good lunch, and don't forget your warm clothes.

your own decisions, but do try to fly with others if the conditions are tricky. On the other hand, if you see a bunch of pilots scratching low, that may not be the place to go.

S.R: How does risk-taking fit in to the picture? J.C.: Sometimes a risk is worth taking, and sometimes it's not. It's an individual choice with no right answer. I'll take a bit more risk in a comp where I have a chance of doing well than I will free flying. Likewise with a record flight, but I don't generally launch in the lee while free flying just to get a scary sledder. I don't think that comps should be about who has the biggest balls. There is an acceptable level of risk, and when conditions go beyond that, it's time to cancel a task. Sometimes it's up to the pilots to do that. There are, of course, ways to limit your exposure, such as flying a glider well within your abilities. Some gliders may not be within anyone's abilities, when things go bad. I've had a great time flying my serial Pro-Design Target in comps. It lets you concentrate on the X-C and not worry about glider control so much. I've been encouraged by the support for the serial class in the U.S. lately. I'd meant to support it in Aspen but was concerned about qualifying for PWC's next year and decided to fly my Mad Max. Another thing is to leave yourself plenty of terrain clearance. A bare minimum is room to do a 360 in the event of a large collapse. And of course, when in doubt, chuck it out.

S.R: What is your favorite place to fly in the world? J.C.: Somewhere new.

S.R: How about advice for pilots who are interested in competing? J.C.: Don't expect too much from yourself at first, even if you're the best at your local site. It's a different gig from flying X-C alone. Just have fun flying with a bunch of pilots. Maybe wind-dummy first if the entry fee is a turnoff. Following the top pilots is good for a start, but will only get you so far. Make

1999

S.R: Your World Team bio said that you're working on a Masters degree in geophysics and doing research on glaciers. What are your plans after college? J.C.: I'd like to either go on the comp circuit or get a real job, possibly in the ground-water field. Going bivouac flying in the Alps sounds fun too. We'll see. II

BEGINNER RATINGS Region 1 BENDER, JAMES: Bainbridge Is, WA; L. Chirico/Chirico's Fright School BERCAW, MARIE: Kirkland, WA; M. DeVietti/Dixon's Airplay PG BERCAW, ROBERT: Kirkland, WA; M. DeVietti/Dixon's Airplay PG BUCHANAN, B WAYNE: Seartle, WA; M. DeVietti/Dixon'sAirplay PG CHORAKJR, PETER: Vashon, WA; D. White/Dixon's Airplay PG COPPINGER, BETSY: Bremerton, WA; D. Jebb/Torrey Pines Gliderporr DICKINSON, DAN: Anchorage, AK; B. Hamler/Golden Eagle PG ELROD, JENNIFER: Lake Stevens, WA; M. DeVietti/Dixon's Airplay PG FERRO, PATRICK: Portland, OR;]. Clemenson/Sky Up PG FRIESEN, BETH: Woodinville, WA; D. White/Dixon's Airplay PG FRIESEN, ERNIE: Woodinville, WA; D. Whire/Dixon'sAirplay PG GALL, BARRY: Snohomish, WA; D. White/Dixon's Airplay PG HAMLIN, KEVIN: Medford, OR; R. Kocurek/Crested Butte PG HIGGINS, WILLIAM: Lynnwood, WA; M. DeVietti/Dixon's Airplay PG KEAS, PAUL: Lake Oswego, OR; D. Raybourn/HG/PG School of Oregon KILBY, BIL: Seattle, WA; M. DeVietti/Dixon'sAirplay PG KRUSEMARK, BRENDA: Seattle, WA; M. DeVietti/Dixon's Airplay PG KRUSEMARK, FRED: Seatrle, WA; D. White/Dixon's Airplay PG LLOYD, MICHELE: White City, OR; K. Lee/Thermal Tracker PG LIDYD, RICHARD: White City, OR; K. Lee/Thermal Tracker PG MCNEILL, KEVIN: Seattle, WA; M. DeVierri/Dixon's Airplay PG MILLER, LIBBY: Mercer Island, WA; K. Hong/Torrey Pines Gliderporr NELSON, KURT: Renton, WA; M. DeVierri/Dixon'sAirplay PG ORDWAY, MARK: Arlington, WA; M. De Vietti/Dixon's Airplay PG RIESS HIGGINS, KAREN: Lynnwood, WA; M. DeVierri/Dixon'sAirplay PG RUCANDO, MATTHEW: Eagle River, AK; B. Hamler/Golden Eagle PG SKELTON, GEOFFREY: Clackamas, OR; M. DeVietri/Dixon'sAirplay PG TEVIS, ERIC: North Bend, WA; L. Chirico/Chirico's Fright School TRAIL, MICHAEL: Colville, WA; M. DeVietti/Dixon'sAirplay PG VERNON, TREVOR: Kirkland, WA; M. DeVietti/Dixon'sAirplay PG WOOD, ALLAN: Redmond, WA; L. Chirico/Chirico's Fright School YAMAKAWA, TAKESHI: Vancouver, WA; L. Pindar/Over the Hill PG Region2 AYAG, SARAH: Sebastopol, CA; H. Rejmanek/No Limits PG CANTO, PATRICK: Salinas, CA; H. Murphy/Surf the Sky PG EAVES, PATRICK: Los Osos, CA; H. Murphy/Surf the Sky PG FOREMAN, MICHAEL: Livermore, CA; H. Rejmanek/No Limits PG HONOROF, DARIN: Scareline, NV; R. Leonard/Adventure Sports HOONSBEEN, PAUL: Carmel Valley, CA; H. Murphy/Surf the Sky PG HUNTER, PETER: Fairfax, CA; H. Rejmanek/No Limits PG LANCASTER,JOHN: Incline Vllge, NV; R. Leonard/Adventure Sports LAVAGNINO, SANDRA: Monterey, CA; H. Murphy/Surf the Sky PG LIENAU, RYAN: San Jose, CA; H. Murphy/Surf the Sky PG PACK, MATTHEW: Arroyo Grande, CA; K. Wong/Big Air PG PARLANTI, CARLO: Monterey, CA; H. Murphy/Surf the Sky PG PEASE, JEFFREY: San Francisco, CA; K. Hong/Torrey Pines Gliderport RATHER, STEVE: Antioch, CA; H. Rejmanek/No Limits PG VIKOVEN, SEAN: Oakland, CA; T. Switzer/Skytimes PG WHITE, KEITH: Sebasropol, CA; H. Rejmanek/No Limits PG WOLFE, DOANLD: San Jose, CA; H. Rejmanek/No Limirs PG Region 3 ARTIGAS, ALEXANDRA: Costa Mesa, CA; J. Casaudoumecq/Aerolighr USA BRATZ, BOBBIE: Santa Barbara, CA; C. Basrian/Fly Above All CASTAINGTS, JORGE: Orange, CA; M. DeBarros/Armosphere PG EACHUS, DANA: Simi Valley, CA; C. Bastian/Fly Above All

EBRAHIMZADEH, HIRBOD: Laguna Nigel, CA; J. Williams/Air America PG FLANDERS, PETE: Santa Barbara, CA; C. Bastian/Fly Above All GOLASOVSKY, PETR: Moreno Valley, CA; G. KelleyNail Valley PG GOODMAN, BLAKE: Honolulu, HI; P. Michelmore/Paradise PG HALL, DAVE: Carlsbad, CA; K. Hong/Torrey Pines Gliderporr HARMON, BRYAN: Westminster, CA; S. Mayer/Cloud 9 PG HOLZMEISTER, ANNE: Carlsbad, CA; K. Hong/Torrey Pines Gliderport MC GOWAN, ROBERT: Honolulu, HI; P. Michelmore/Paradise PG MILLER, BRANT: Rancho Santa Fe, CA; K. Hong/Torrey Pines Gliderport MILLER, CAMILLE: Rancho Sante Fe, CA; K. Hong/Torrey Pines Gliderport NISHIYAMA, MASANORI: Gardena, CA; K. Hong/Torrey Pines Gliderport NORRIS, LEE ANNE: Santa Barbara, CA; C. Bastian/Fly Above All PARKER, IAN: Santa Barabara, CA; C. Bastian/Fly Above All PHILPOTTS, WILLIAM: Honlulu, HI; P. Michelmore/Paradise PG RHODES, FRANK: San Bernardino, CA; G. Jebb/Torrey Pines Gliderport RUPPRECHT, PHIL: Cerritos, CA; J. Williams/Air America PG SCHWARTZ,JEFF: Oceanside, CA; K. Wong/Big Air PG STOUT, EIRIK: Marina Del Rey, CA; C. Bastian/Fly Above All STOUT, KATHERINE: Marina Del Rey, CA; C. Bastian/Fly Above All STUCKY, MARK: Wrightwood, CA; R. McKenzie/High Adventure Region4 BARNARD, JARED: Salt Lake City, UT; K.Hudonjorgensen/Two Can Fly BROOKING, JAMES: St George, UT; S. Mayer/Cloud 9 PG CARLSON, DOUGLAS: West Jordan, UT; !-I. Comfort/The Soaring Center CHRISTOPHERSON, CHRIS: Provo, UT; S. Mayer/Cloud 9 PG DENBERG, AARON: Durango, CO; S. Mayer/Cloud 9 PG DOBBS, ADAM: Steamboat Sprng, CO; G. KelleyNail Valley PG DRAN, MICHAEL: Edgewater, CO; G. Ridgik/Parasoft PG HAUGLAND, ROBERT: Jackson, WY; T. Bartlett/Peak PG JACQUES, DEBIE: Conifer, CO; W. Laurence/Fly Away PG JOHNSON, PATRICK: Farmington, UT; S. Mayer/Cloud 9 PG JOHNSTON, STEFANIE: Aspen, CO; E. Pienaar/Aspen PG JONES, RONALD: Vail, CO; K. HustedNail Valley PG LAHULEK, YAROMIR: Aspen, CO; D. Bridges/Aspen PG LILLARD, HARVEY: Ridgeway, CO; S. MacLowty/Paraglide Telluride LUNACEK, TED: Colorado Sprgs, CO; W. Laurence/Fly Away PG MACFARLANE, JEFF: Salt Lake City, UT; K.Hudonjorgensen/Two Can Fly MOUSTEN, PETER: Aspen, CO; E. Pienaar/Aspen PG PENDLETON, BRETT: Salt Lake City, UT; S. Marion/Point of the Mm PG PYNAKER, LINDA: Boulder, CO; D. Bridges/Aspen PG PYNAKER, ROBERT: Boulder, CO; D. Bridges/Aspen PG RANSOM, SCOTTY: Murray, UT; S. Mayer/Cloud 9 PG SCHACHT, STEVEN: Durango, CO; S. Mayer/Cloud 9 PG SCHWELLING, BRIAN: Superior, CO; G. Banks/Parasoft PG SILK, JEFF: Orem, UT; H. Comfort/The Soaring Center STOKER, BARBARA: Englewood, CO; G. KelleyNail Valley PG VAN SCHOONEVELD, DANIEL: Albuquerque, NM; W. Smith/Mountain Flyer., PG ZUKER, HUGH: Aspen, CO; T. Alexander/Aspen PG Region 5 BEATTY, JOHN: Jackson, WY; J. Hunt/Peak PG BEECHINOR, MATT: Ketchum, ID; G. Callaghan/Sun Valley PG BORGERSON, TORR: Teton Village, WY; R. Kocurek/Cresred Butte PG CHAMBERS, MICHAEL: Jackson, WY; S. Harris/Paraglide Wyoming DAVIS, THOMAS: Twin Falls, ID: G. Callaghan/Sun Valley PG FABER, FLORIAN: Victor, ID; B. Bloxham/King Mm PG GRIBBLE, DAYID: Lewisron, ID; F. Johnson/U.S. Airborne HALES, NICK: Pocatello, ID; H. Comfort/The Soaring Center

PARAGLIDING

REGION 6 Jeff Sinason (R - 99) 12954 Ballantine Ct Saint Louis MO 63146 (314) 542-2473 jsinason@itdcomm.com REGION 7 Bill Bryden (R - 00) (HG Accident Chair) 6608 North 100 East Rd Seymour IN 47274 (812) 497-2327 hm bbryden@hsonline.net

USHGA Board of Directors REGION 1 Bill Bolosky (R - 00) 24622 SE Mirrormonl Dr Issaquah WA 98027 (425) 557-7981 bolosky@microsoft.com Steve Roti ~R - 99) 3024 NE 181 Ave Portland OR 97212 (503) 284-0995 paragliding@compuserve.com Paul Klemond (L - 99) (PG Accident Chair) 3612 NE 43rn 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 51'1 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

REGION 3 Ken Baier (R - 00) 253 Rodney Ave Encinitas CA 92024 (760) 753-2664 airju nkies@worldnet. att. net

Dan Johnson (L - 99) 8 Dorset St St Paul MN 55118 (651) 450-0930 CumulusMan@aol.com

John Greynald (R - 99) 2774 Puesta Del Sol Santa Barbara, CA 93105 (805) 682-3483 throgrog@aol.com

REGION 8 Douglas Sharpe (R - 00) 401 Silver Hill Rd Concord MA 01742 (978) 318-9714 dsharpe@tiac.net

Gregg Lawless (R - 99) 9127 Bittercreek Ln San Diego CA 92129 (619) 484-2056 glawless@sempra-slns.com

Randy Adams (H - 00) PO Box 369 Claremont NH 03743 (603) 543-1760 randyadams@cyberportal.net

Rob Kells (H - 00) 500 Blueridge Ave Orange CA 92665 (714) 998-6359 rob@willswing.com

REGION 9 Pete Lehmann (R - 99) 5811 Elgin St Pittsburgh PA 15206 (412) 661-3474 LPLehmann@aol.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 Tracie Fifer-Welch (H - 99) PO Box 8225 Jackson WY 83001 (307) 733-6823

Geoffrey Mumford (R - 00) APA/PPO 750 First St NE Washington DC 20002 (202) 336-6067 gmumford@apa.org Dennis Pagen (L - 99) RD 3 Box 254B Spring Mills PA 16875 (814) 422-0589 hm pagenbks@lazerlink.com Chris DuPaul (H-00) PO Box 462 Nellysford VA 22958 (540) 672-0065 Krisd upaul@aol.com 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 David Glover (H - 99) 1696 Creek Rd Wildwood GA 30757 (706) 657-8485 david@davidglover.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 1281h 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 REGION 13 (lnt'I) Jan Johnson (L - 99) See Reg 12 Michael Robertson (H - 00) RR 5 865 Con 7 Claremont Ontario Canada L1Y 1A2 (905) 294-2536 flyhigh@inforamp.net USHGA Executive Director Philip Bachman PO Box 1330 Colo Springs CO 80901 (719) 632-8300 wk (719) 632-6417 fax phbachma n@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

(09/21/99)

HOKANSON, RYAN: Bozeman, MT; M. Sivazlian/High Plains PG KASHINO, AQUILA: Bellevue, ID; G. Callaghan/Sun Valley PG KOSLOSKY, JEFFREY: Dillon, MT; M. Sivizlian/High Plains PG MACRAE, DAN: Bozeman, MT; H. Comfort/The Soaring Center NIELD, JOHANN: Dayron, WY; S. Mayer/Cloud 9 PG NIELD, SABRINA: Dayron, WY; S. Mayer/Cloud 9 PG ONEIDAL, DAVID: Ketchum, ID; G. Callaghan/Sun Valley PG RAY, RICHARD: Teton Village, WY; M. DeVietti/Dixon's Airplay PG RIEHLE, WOLF: Ketchum, ID; G. Callaghan/Sun Valley PG TILLMAN, TRAVIS: Inkom, ID; B. Bloxham/King Mtn PG Region 7 ARTHMIRE, FRANK: St Clair Shores, Ml; R. Higgins/Sun Sports PG GUCWA, MARK: Oxford, Ml; B. Fifer/Traverse Ciry HG VEILLE, JEAN-MARC: Ann Arbor, MI; B. Fifer/Traverse Ciry HG Region8 ANGIER, MARK: Vergennes, VT; R. Sharp/Parafly PG AZEVEDO, SAMUEL: Somerville, MA; J. Nicolay/Morningside FP BELCH, CHRISTOPHER: Adams, MA; J. Nicolay/Morningside FP ILIFFE, ROBERT: Framingham, MA; J. Nicolay/Morningside FP JONES, CHRISPTOHER: Dalton, MA; J. Nicolay/Morningside FP MACIEL, RICARDO: Somerville, MA; N. Cauchy/American Free Flight Assn MOULIGNE,JOHN JAY: Portsmouth, RI;J. Nicolay/Morningside FP MOULIGNE, PATRICK: Portsmouth, RI;J. Nicolay/Morningside FP RODRIGUES, FABRICIO: Bethel, CT; L. Linde/Easrcoast PG THIROUARD, BENOIST: Cambridge, MA; N. Cauchy/American Free Flight Assn Region 9 AUGUSTE, DAVID: Middletown, MD; S. Mayer/Cloud 9 PG BREIL, MARTHA: Richmond, VA; L. Linde/Eastcoast PG BREIL, PETER: Richmond, VA; L. Linde/Easrcoast PG DAMICO, DAVID: Washington, DC; K. Hong/Torrey Pines Gliderport DENNIS, CARL: Sterling, VA; T. Bowles/Southern Skies PG KUDNER III, ARTHUR: Grasonville, MD; S. Mayer/Cloud 9 PG MC DOWELL, FRANKLIN: Baltimore, MD; S. Mayer/Cloud 9 PG MESSIAH, ANTOINE: Media, PA; P.SchallerFranco/New York PG NEUBER, CARL: Philadelphia, PA; S. Mayer/Cloud 9 PG SHILTS, WALLY: New Paris, OH; S. Mayer/Cloud 9 PG SHOAFF, GARY: Wernersville, PA; S. Mayer/Cloud 9 PG VOJAS, MIKE: Covington, KY; S. Mayer/Cloud 9 PG WYSHAM, JOHN: Washington, DC; D. White/Dixon's Airplay PG YOCHEM, ROBERT: Baltimore, MD; S. Mayer/Cloud 9 PG Region 10 BETRON, BRIAN: WPalm Beach, FL;J. Casaudoumecq/Aerolight USA COHEN, TERRY: Avondale Estate, GA; S. Mayer/Cloud 9 PG CREAMER, DENNIS: Panama Ciry, FL; M. DeVietti/Dixon's Airplay PG CROSIER, ROY: Jamestown, NC; T. Bowles/Southern Skies PG GRANT, JOSEPH: Winston Salem, NC; D. White/Dixon's Airplay PG JONES, CLIVE: Pompano Beach, FL; S. Mayer/Cloud 9 PG LUZWICK, PHIL: Tobaccoville, NC; T. Bowles/Southern Skies PG MARQUIS, FRANK: Cumming, GA; M. DeVietri/Dixon's Airplay PG MCCIANAHAN, CHRISTOPHER: Charlotte, NC; T. Bowles/Southern Skies PG PISKAREV, ANDREY: Carrboro, NC; C. Bowles/Southern Skies PG PISKAREV, NINA: Carrboro, NC; C. Bowles/Southern Skies PG TACKETT, BOB: Mathiston, MS; S. Mayer/Cloud 9 PG WARD, BLEECKER: Birmingham, AL; M. Davis/Sun Valley PG WILLIAMS, JOHN: Florence, SC; C. Bowles/Southern Skies PG

WILLIAMS, RICHARD: Wilmington, NC; C. Bowles/Southern Skies PG Region 11 DREYER, ANDRE: Houston, TX; M. Osowski/Hill Country PG HERBERT, CLIFTON: Houston, TX; N. Stanford/Hill Country PG MILLER, RONALD: Irving, TX; M. Davis/Fly Sun Valley UMANSKY, RICARDO: Houston, TX; A. Palmaz/Aspen PG Region 12 CACIOPPI, THEODORE: New York, NY; L. Linde/Eastcoasr PG FITZGERALD, NEIL: New York, NY; L. Linde/Eastcoast PG GASKIN, MATTHEW: Williston Park, NY; P.SchallerFranco/New York PG HUGHES, JOSHUA: Morristown, NJ; L. Linde/Eastcoast PG ROLAND, KEVIN: Rochester, NY; D. White/Dixon's Airplay PG SULLNAN, STEVE: Staten Island, NY; P.SchallerFranco/New York PG THOMSON, ARTHUR: New York, NY; L. Linde/Eastcoast PG TRUCKENBRODT, HUBERT: Highland Park, NJ; P.SchallerFranco/New York PG VILLINSKI, PAUL: Long Isl Ciry, NY; S. Mayer/Cloud 9 PG VOLKOV, OLEG: Brooklyn, NY; D. Jebb/Torrey Pines Gliderport Region 13 AGUILAR ISLAS, GUADALUPE: Mexico; M. Gutierrez/Alas Del Hombre ALFARO, JAVIER: Mexico; M. Gutierrez/ Alas Del Hombre ANNANOLLI, SARI: Finland; K. Hong/Torrey Pines Gliderport CLEASBY, ORION: Canada; C. Kahyaoglv/Sup G LEE, CHOON Kl: Korea; K. Hong/Torrey Pines Gliderport NAUMENKO, IAN: Canada; T. Lavictoire/Flying Fish Adventures POWELL, PETER: Canada; S. Mayer/Cloud 9 PG SENN IMHOF, CORINNE: Switzerland; K. Hong/Torrey Pines Gliderport VANCE, MALCOLM: Chile; S. Mayer/Cloud 9 PG VESTERINEN, ATSO: Finland 02340; K. Hong/Torrey Pines Gliderport WELIKALA, VIJITHA: Sri Lanka; C. Bastian/Fly Above All

NOVICE RATINGS Region 1 BENDER, JAMES: Bainbridge Is, WA; L. Chirico/Chirco's Fright School CARSWELL, CHRIS: Des Moines, WA; E. Oman/Wild Wings PG DUNCAN, BRAD: Mukilteo, WA; M. DeVierri/Dixon'sAirplay PG ELROD, JENNIFER: Lake Stevens, WA; M. DeVietti/Dixon's Airplay PG EVANS, LISA: Bellevue, WA; M. DeVierci/Dixon's Airplay PG FERRO, PATRICK: Portland, OR; J. Clemenson/Sky Up PG FRIESEN, BETH: Woodinville, WA; D. White/Dixon's Airplay PG FRIESEN, ERNIE: Woodinville, WA; D. White/Dixon's Airplay PG INGRAM, SRY: Redmond, WA; D. White/Dixon's Airplay PG KEAS, PAUL: Lake Oswego, OR; D. Raybourn/HG/PG School of Oregon KRUSEMARK, FRED: Seattle, WA; D. White/Dixon's Airplay PG LLOYD, MICHELE: White Ciry, OR; K. Lee/Thermal Tracker PG LLOYD, RICHARD: White Ciry, OR; K. Lee/Thermal Tracker PG MCNEILL, KEVIN: Seattle, WA; M. DeVietti/Dixon's Airplay PG MURPHY, GARY: Mukilteo, WA; M. DeVietti/Dixon's Airplay PG NELSON, KURT: Renton, WA; M. DeVietti/Dixon's Airplay PG PONDER, SANFORD: Redmond, WA; D. White/Dixon's Airplay PG REED, DENISE: Anchorage, AK; D. White/Dixon's Airplay PG SKELTON, GEOFFREY: Clackamas, OR; M. DeVietti/Dixon's Airplay PG STROOP, DOUGLAS: Anchorage, AK; D. White/Dixon's Airplay PG TEVIS, ERIC: North Bend, WA; L. Chirico/Chirico's Fright School TRAIL, MICHAEL: Colville, WA; M. DeVietti/Dixon's Airplay PG VAN KUIKEN, MIA: Bellevue, WA; M. De Vietti/Dixon's Airplay PG PARAGLIDING

VERNON, TREVOR: Kirkland, WA; M. DeVietti/Dixon's Airplay PG WEISER, MANNY: Bellevue, WA; M. DeVietti/Dixon's Airplay PG WOOD, ALLAN: Redmond, WA; L. Chirico/Chirico's Fright School Region2 AYAG, SARAH: Sebastopol, CA; H. Rejmanek/No Limits PG CANTO, PATRICK: Salinas, CA; H. Murphy/Surf the Sky PG EAVES, PATRICK: Los Osos, CA; H. Murphy/Surf the Sky PG FOREMAN, MICHAEL: Livermore, CA; H. Rejmanek/No Limits PG HAMILTON, LORETTA Reno, NV; S. Harris/Paraglide Wyoming HOONSBEEN, PAUL: Carmel Valley, CA; H. Murphy/Surf the Sky PG HUNTER, PETER: Fairfax, CA; H. Rejmanek/No Limits PG KESTNER, DAVID: Santa Cruz, CA; J. Lucas/Glidell KNIVETON, BURKET: Sacramento, CA; W. Anderson/Merlin Flight School LAVAGNINO, SANDRA: Monterey, CA; H. Murphy/Surf the Sky PG LIENAU, RYAN: San Jose, CA; H. Murphy/Surf the Sky PG LOTRAKUL, MARAYA: Las Vegas, NV; K. Biernacki/Upper Limits MEAGHER STARK, SHARON: Las Vegas, NV; A. Palmaz/Aspen PG PACK, MATTHEW: Arroyo Grande, CA; K. Wong/Big Air PG PARLANTI, CARLO: Monterey, CA; H. Murphy/Surf the Sky PG RATHER, STEVE: Antioch, CA; H. Rejmanek/No Limits PG STARBUCK, E ORCA: San Francisco, CA; J. Lucas/Glidell VIKOVEN, SEAN: Oakland, CA; T. Switzer/Skytimes PG WHITE, KEITH: Sebastopol, CA; H. Rejmanek/No Limits PG WOLFE, DOANLD: San Jose, CA; H. Rejmanek/No Limits PG Region 3 ALLERS, WILLIAM: Rialto, CA; K. Hong/Torrey Pines Gliderport ALVI, SHAHBAZ: San Diego, CA; K. Hong/Torrey Pines Gliderport ARTIGAS, ALEXANDRA: Costa Mesa, CA; J. Casaudoumecq/Aerolight USA BRATZ, BOBBIE: Santa Barbara, CA; C. Bastian/Fly Above All CASTAINGTS, JORGE: Orange, CA; M. DeBarros/Atmosphere PG DENOTH, MIRELLA: San Diego, CA; K. Hong/Torrey Pines Gliderport EACHUS, DANA: Simi Valley, CA; C. Bastian/Fly Above All FLANDERS, PETE: Santa Barbara, CA; C. Bastian/Fly Above All GOLASOVSKY, PETR: Moreno Valley, CA; G. Kelley/Vail Valley PG GOODMAN, BLAKE: Honolulu, HI; P. Michelmore/Paradise PG HARMON, BRYAN: Westminster, CA; S. Mayer/Cloud 9 PG KELSEY, RONN: San Diego, CA; G. Jebb/Torrey Pines Gliderport MC GOWAN, ROBERT: Honolulu, HI; P. Michelmore/Paradise PG NISHIYAMA, MASANORI: Gardena, CA; K. Hong/Torrey Pines Gliderport NORRIS, LEE ANNE: Santa Barbara, CA; C. Bastian/Fly Above All PARKER, IAN: Santa Barabara, CA; C. Bastian/Fly Above All RHODES, FRANK: San Bernardino, CA; K. Hong/Torrey Pines Gliderport RUPPRECHT, PHIL: Cerritos, CA; J. Williams/Air America PG SCHWARTZ, JEFF: Oceanside, CA; K. Wong/Big Air PG SOLOMONSON, STAN: Encinitas, CA; G. Jebb/Torrey Pines Gliderport STOUT, EIRIK: Marina Del Rey, CA; C. Bastian/Fly Above All STOUT, KATHERINE: Marina Del Rey, CA; C. Bastian/Fly Above All STUCKY, MARK: Wrightwood, CA; R. McKenzie/High Adventure SUZUKI, T AKAHIRO: Los Angeles, CA; J. Williams/ Air America PG Region4 BARNARD, JARED: Salt Lake City, UT; K.Hudonjorgensen/Two Can Fly BROOKING, JAMES: St George, UT; S. Mayer/Cloud 9 PG CARLSON, DOUGLAS: West Jordan, UT; H. Comfort/The Soaring Center CHRISTOPHERSON, CHRIS: Provo, UT; S. Mayer/Cloud 9 PG CLARK, TOM: Basalt, CO; A. Palmaz/Aspen PG DENBERG, AARON: Durango, CO; S. Mayer/Cloud 9 PG NOVEMBER/DECEMBER

1999

DOBBS, ADAM: Steamboat Sprng, CO; G. Kelley/Vail Valley PG DOUGLAS, KEVIN: Minturn, CO; G. Kelley/Vail Valley PG DRAN, MICHAEL: Edgewater, CO; G. Ridgik/Parasoft PG HAUGLAND, ROBERT: Jackson, WY; T. Bartlett/Peak PG JACQUES, DEBIE: Conifer, CO; W. Laurence/Fly Away PG JOHNSON, PATRICK: Farmington, UT; S. Mayer/Cloud 9 PG JOHNSTON, STEFANIE: Aspen, CO; E. Pienaar/Aspen PG LAHULEK, YAROMIR: Aspen, CO; D. Bridges/Aspen PG LILLARD, HARVEY: Ridgeway, CO; S. MacLowry/Paraglide Telluride LUNACEK, TED: Colorado Sprgs, CO; W. Laurence/Fly Away PG MACFARLANE, JEFF: Salt Lake City, UT; K.Hudonjorgensen/Two Can Fly MOUSTEN, PETER: Aspen, CO; E. Pienaar/Aspen PG PENDLETON, BRETT: Salt Lake City, UT; S. Marion/Point of the Mtn PG PYNAKER, LINDA: Boulder, CO; D. Bridges/Aspen PG PYNAKER, ROBERT: Boulder, CO; D. Bridges/Aspen PG RANSOM, SCOTTY: Murray, UT; S. Mayer/Cloud 9 PG SCHACHT, STEVEN: Durango, CO; S. Mayer/Cloud 9 PG SCHWELLING, BRIAN: Superior, CO; G. Banks/Parasoft PG SILK, JEFF: Orem, UT; H. Comfort/The Soaring Center VAN SCHOONEVELD, DANIEL: Albuquerque, NM; W. Smith/Mountain Flyers PG WIEDER, DAVID: Albuquerque, NM; W. Smith/Mountain Flyers PG Region 5 ANDERSON, SCOTT: Hailey, ID; M. Davis/Sun Valley PG BEATTY, JOHN: Jackson, WY; J. Hunt/Peak PG BEECHINOR, MATT: Ketchum, ID; G. Callaghan/Sun Valley PG BORGERSON, TORR: Teton Village, WY; R. Kocurek/Crested Butte PG CHAMBERS, MICHAEL: Jackson, WY; S. Harris/Paraglide Wyoming DAVIS, THOMAS: Twin Falls, ID; G. Callaghan/Sun Valley PG FABER, FLORIAN: Victor, ID; B. Bloxham/King Mtn PG GRIBBLE, DAVID: Lewiston, ID; F. Johnson/US. Airborne HALES, NICK: Pocatello, ID; H. Comfort/The Soaring Center KASHINO, AQUILA: Bellevue, ID; G. Callaghan/Sun Valley PG KOSLOSKY, JEFFREY: Dillon, MT; M. Sivazlian/High Plains PG MACRAE, DAN: Bozeman, MT; H. Comfort/The Soaring Center MC ROBERTS, GREG: Hailey, ID; G. Callaghan/Sun Valley PG NIELD, JOHANN: Dayton, WY; S. Mayer/Cloud 9 PG NIELD, SABRINA: Dayton, WY; S. Mayer/Cloud 9 PG ONEIDAL, DAVID: Ketchum, ID; G. Callaghan/Sun Valley PG RAUSCHER, DAVE: Boise, ID; M. Davis/Sun Valley PG RAY, RICHARD: Teton Village, WY; M. DeVietti/Dixon's Airplay PG RIEHLE, WOLF: Ketchum, ID; G. Callaghan/Sun Valley PG Region 7 ARTHMIRE, FRANK: St Clair Shores, MI; R. Higgins/Sun Sports PG GUCWA, MARK: Oxford, Ml; B. Fifer/Traverse City HG VEILLE, JEAN-MARC: Ann Arbor, Ml; B. Fifer/Traverse City HG Region 8 ANGIER, MARK: Vergennes, VT; R. Sharp/Parafly PG AZEVEDO, SAMUEL: Somerville, MA; J. Nicolay/Morningside FP BELCH, CHRISTOPHER: Adams, MA; J. Nicolay/Morningside FP ILIFFE, ROBERT: Framingham, MA; J. Nicolay/Morningside FP JONES, CHRISPTOHER: Dalton, MA;J. Nicolay/Morningside FP MACIEL, RICARDO: Somerville, MA; N. Cauchy/American Free Flight Assn MOULIGNE, JOHN JAY: Portsmouth, RI; J. Nicolay/Morningside FP MOULIGNE, PATRICK: Portsmouth, RI; J. Nicolay/Morningside FP RODRIGUES, FABRICIO: Bethel, CT; L. Linde/Eastcoast PG

THIROUARD, BENOIST: Cambridge, MA; N. Cauchy/American Free Flight Assn Region9 BREIL, MARTHA: Richmond, VA; L. Linde/Eastcoast PG BREIL, PETER: Richmond, VA; L. Linde/Eastcoast PG DAMICO, DAVID: Washington, DC; K Hong/Torrey Pines Gliderport HIMMIGHOEFER, WALTER: Balco, MD; S. Mayer/Cloud 9 PG MAY, JORDAN: Baltimore, MD; S. Mayer/Cloud 9 PG MESSIAH, ANTOINE: Media, PA; P.SchallerFranco/New York PG PHILLIPS, JOHN: Reading, PA; S. Mayer/Cloud 9 PG SHILTS, WALLY: New Paris, OH; S. Mayer/Cloud 9 PG SHOAFF, GARY: Wernersville, PA; S. Mayer/Cloud 9 PG VOJAS, MIKE: Covington, KY; S. Mayer/Cloud 9 PG WYSHAM, JOHN: Washington, DC; D. White/Dixon's Airplay PG YOCHEM, ROBERT: Baltimore, MD; S. Mayer/Cloud 9 PG Region 10 BETRON, BRIAN: W Palm Beach, FL; J. Casaudoumecq/Aerolighc USA COHEN, TERRY: Avondale Estate, GA; S. Mayer/Cloud 9 PG JONES, CLIVE: Pompano Beach, FL; S. Mayer/Cloud 9 PG MARQUIS, FRANK: Cumming, GA; M. DeViecci/Dixon's Airplay PG PISKAREV, ANDREY: Carrboro, NC; C. Bowles/Southern Skies PG PISKAREV, NINA: Carrboro, NC; C. Bowles/Southern Skies PG T ACKEIT, BOB: Mathiston, MS; S. Mayer/Cloud 9 PG Region 11 DREYER, ANDRE: Houston, TX; M. Osowski/Hill Country PG HERBERT, CLIFTON: Houston, TX; N. Stanford/Hill Country PG LONGORIA, ALFREDO: Laredo, TX; D. Jebb/Torrey Pines Gliderport Region 12 CACIOPPI, THEODORE: New York, NY; L. Linde/Eastcoast PG FITZGERALD, NEIL: New York, NY; L. Linde/Eastcoasr PG GASKIN, MAITHEW: Williston Park, NY; P.SchallerFranco/New York PG HUGHES, JOSHUA: Morristown, NJ; L. Linde/Eastcoast PG ROLAND, KEVIN: Rochester, NY; D. White/Dixon's Airplay PG SULLIVAN, STEVE: Staten Island, NY; P.SchallerFranco/New York PG THOMSON, ARTHUR: New York, NY; L. Linde/Eastcoast PG TRUCKENBRODT, HUBERT: Highland Park, NJ; P.SchallerFranco/New York PG VILLINSKI, PAUL: Long Isl City, NY; S. Mayer/Cloud 9 PG VOLKOV, OLEG: Brooklyn, NY; D. Jebb/Torrey Pines Gliderport Region 13 BAHR, JIM: Canada; K Hong/Torrey Pines Gliderport CLEASBY, ORION: Canada; C. Kahyaoglv/Sup G LEE, CHOON KI: Korea; K Hong/Torrey Pines Gliderport NAUMENKO, IAN: Canada; T. Lavictoire/Flying Fish Adventures POWELL, PETER: Canada; S. Mayer/Cloud 9 PG SENN IMHOF, CORINNE: Switzerland; K Hong/Torrey Pines Gliderporc VANCE, MALCOLM: Chile; S. Mayer/Cloud 9 PG VESTERINEN, ATSO: Finland 02340; K Hong/Torrey Pines Gliderport WELIKALA, VIJITHA: Sri Lanka; C. Bastian/Fly Above All

INTERMEDIATE RATINGS Region l BENDER, JAMES: Bainbridge Is, WA; L. Chirico/Chirico's Fright School CARUK, STUART: Ridgefield, WA; M. Jong/Mescalico DANIEL, KARIE: Maple Valley, WA; C. Mullack/Tiger Men PG

DIAZ, MICHAEL: Porcland, OR; K Kellar FORD,JOHN: Bellevue, WA; L. Chirico/Chirico's Fright School HARDIN, JUSTIN: Portland, OR; J. Saltveic/N W FL P HUGHES, MURDOCH: Marysville, WA; C. Mulack/Tiger Men PG KUIPERS, RON: Edmonds, WA; M. DeVietti/Dixon'sAirplay PG PAUR, JASON: Redmond, WA; M. DeVietti/Dixon's Airplay PG SCHWARTZ, WAYNE: Fall City, WA; L. Chirico/Chirico's Fright School TABECHIAN, DAVID: Kirkland, WA; L. Chirico/Chirico's Fright School TONSMEIRE, JULIAN: Bellingham, WA; L. Chirco/Chirico's Fright School WALDEN, JOE: Pore Townsend, WA; M. DeViecci/Dixon's Airplay PG Region2 BEITING, MARC: Alameda, CA; H. Rejmanek/No Limits PG BRENNER, JULES: Novato, CA; T. Switzen/Skytimes PG BRENNER, PAM: Novato, CA; T. Switzen/Skytimes PG CARL'iON, ROBERT: Union City, CA;]. Lucas/Glidell EHNOW, FRED: Sunnyvale, CA; T. Switzer/Skytimes PG GUBERMAN, DARRON: Emeryville, CA; W. Anderson/Merlin Flight School HOUGARD, PAUL: Grover Beach, CA; H. Murphy/Surf the Sky PG KLAUS, MARTIN: Los Altos, CA; H. Rejmanek/No Limits PG LEE, RONALD: Vallejo, CA; R. Osc/Blackwing PG SULPRIZIO, SCOIT: Gardnerville, NV; R. Leonard/Adventure Sporrs Region3 ARTIGAS, ALEXANDRA: Costa Mesa, CA; J. Casaudoumecq/Aerolight USA CASTALDO, JOSEPH: Palos Vrdes Est, CA; T. Nelson/Thermal Dynamics GOLASOVSKY, PETR: Moreno Valley, CA; G. KelleyNail Valley PG KELSEY, RONN: San Diego, CA; K Hong/Torrey Pines Gliderport OVERTON, RICHARD: San Diego, CA; K Baier/Airjunkies PG STUCKY, MARK: Wrightwood, CA; R. McKenzie/High Adventure WOLFE III, KENNETH RAY: La Mesa, CA; K Hong/Torrey Pines Gliderport Region4 BENNEIT, BRIITE: Salt Lake City, UT; S. Mayer/Cloud 9 PG HILEMAN, EDWARD: Tucson, AZ; S. Horton/Alas De Arizona HOLMES, CHRIS: Telluride, CO; S. MacLowry/Paraglide Telluride IVO, SALOMON: Salt Lake City, UT; S. Mayer/Cloud 9 PG KRIVKA JR, MILOS: Lehi, UT; S. Mayer/Cloud 9 PG KUPEC, DANIEL: Sandy, UT; P.SchallerFranco/New York PG KUPER, JUDAH: Telluride, CO; S. MacLowry/Paraglide Telluride LAHULEK, YAROMIR: Aspen, CO; D. Bridges/Aspen PG LILLARD, HARVEY: Ridgeway, CO; S. MacLowry/Paraglide Telluride MCCONATHY, JASON: Denver, CO; W. Laurence/Fly Away PG MOUSTEN, PETER: Aspen, CO; D. Bridges/Aspen PG OELERICH, PAUL: Park City, UT; S. Mayer/Cloud 9 PG PYNAKER, LINDA: Boulder, CO; D. Bridges/Aspen PG PYNAKER, ROBERT: Boulder, CO; D. Bridges/Aspen PG Region 5 BAND, ANNE-LOUISE: Wilson, WY; T. Barcletc/Peak PG D ARGE, RANYON: Jackson, WY; S. Harris/Paraglide Wyoming O'NEAL, SHANDY: Jackson, WY; S. Harris/Paraglide Wyoming SIMON, GLENN: Jackson, WY; S. Harris/Paraglide Wyoming WEBB, MIKE: T econ Village, WY; T. Barclett/Peak PG WILCOX, JIM: Jackson, WY; T. Bartlett/Peak PG Region 7 GILL, TIM: Rapid City, SD; M. Eberle/North American PG METZ, RICHARD: Maple Grove, MN; P. Caulfield/Sport Soaring Center

PARAGLIDING

P A R A G L I D E R S

K I T E S

MAC PARA TECHNOLOGY ltd. P.O.Box 26, 1 .m aj e 82 3, C6 756 61 Roinov pod Radh oStem • Czec h Republic http// www.com.m acpara.cz • E-m ail: mailbox@m acp ara.cz

www.macpara.com www.com.macpara.cz Dealer for USA phone: I 619 5175465 pager: I 619 3383276 email: PETAFLY@HOTMAIL.COM

Region 9 KRISELER, DANNY: Olney, MD; S. Mayer/Cloud 9 PG MARZEWSKI, ERIC: Severn, MD; S. Mayer/Cloud 9 PG

Region 12 DREWETI, SHARI: New York, NY; L. Linde/Eastcoast PG

Region 10 PISKAREV, ANDREY: Carrboro, NC; C. Bowles/Southern Skies PG

Region 1 MC NABB, ANDREW: Snohomish, WA; G. Callaghan/Fly Sun Valley

Region 11 CORRY, TOM: Rockport, TX; N. Stanford/Hill Country PG DREYER, ANDRE: Houston, TX; M. Osowski/Hill Country PG LONGORIA, ALFREDO: Laredo, TX; D. Jebb/Torrey Pines Gliderport

Region4 CRISTOL, JEFF: Telluride, CO; S. MacLowry/Paraglide Telluride SNITSELAAR, CARL: Durango, CO; S. Mayer/Cloud 9 PG

TANDEM ONE RATINGS

Region 12 SOMMER, JAN: Brooklyn, NY; P.SchallerFranco/New York PG VOLKOV, OLEG: Brooklyn, NY; D. Jebb/Torrey Pines Gliderport Region 13 CLEASBY, ORION: Canada; C. Kahyaoglv/Sup G LEE, CHOON KI: Korea; K. Hong/Torrey Pines Gliderport SENN IMHOF, CORINNE: Switzerland; K. Hong/Torrey Pines Gliderport

ADVANCED RATINGS Region 1 COMBS, DAN: Greasharn, OR; R. Higgins/Sun Sports PG HECKENDORN, JOHN: Seattle, WA; L. Chirico/Chirico's Fright School MC NABB, ANDREW: Snohomish, WA; G. Callaghan/Fly Sun Valley PENTZ, GEOFF: Brementon, WA; D. Jebb/Torrey Pines Gliderport STERLING, MIKE: Portland, OR; R. Schmaltz/Over the Hill PG WYSOCKA, JOLANTA: Seattle, WA; M. Haley/Airplay of Salt Lake Region2 MONTOYA, JANENE: San Francisco, CA; B. Anderson/No Limits PG OATES, QUENTON: Mill Valley, CA; H. Rejmanek/Airrime of SF SCHICK, CHARLES: Carson City, NV; R. Leonard/Adventure Sporrs SMITH, DANNY: Burlingame, CA; H. Rejmanek/No Limits PG SOLTZ, DAVID: Sanjose, CA;J. Lucas/Glidell Region 3 ARTIGAS, ALEXANDRA: Costa Mesa, CA; J. Casaudoumecq/Aerolight USA GOLASOVSKY, PETR: Moreno Valley, CA; G. KelleyNail Valley PG R¥ZHY, AMY: San Diego, CA; K. Baier/Airjunkies PG STACKABLE, STEVE: La Jolla, CA; D. Jebb/Torrey Pines Gliderport Region4 MCALISTER, ALEXANDER: Salt Like City, UT; K.Hudonjorgensen/Two Can Fly MICHAELIS, NEAL: Telluride, CO; S. MacLowry/Paraglide Telluride WEBSTER, THOMAS: Sandy, UT; J. Farrell/Super Fly Boyz Region 5 DIENER, JEFFREY: Jackson, WY; K.Hudonjorgensen/Two Can Fly HELMS, JEFF: Pocatello, ID; G. Callaghan/Sun Valley PG NORRIS, DAVID: Teton Village, WY; K.Hudonjorgensen/Two Can Fly Region 7 PETERSON, ALEX: Long Lake, MN; J. Williams/Air America PG Region 11 SNYDER, JAMIE: Tow, TX; N. Stanford/Hill Country PG

Region 5 YVERNAULT, NICK: Jackson, WY; S. Harris/Paraglide Wyoming Region 12 HOGAN, PAUL: Maspeth, NY; L. Linde/Eastcoast PG TANDEM INSTRUCTOR RATINGS Region 1 WAGNER, JR, LEE: Portland, OR; K.Hudonjorgensen/Two Can Fly Region4 FARRELL, JEFFREY: Sandy, UT; C. Santacroce/Super Fly Boyz GUNNUSCIO, BRAD: Salt Lake City, UT; K.Hudonjorgensen/Two Can Fly

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

RANK SCHOOL .......................................... BEG!NNER 1 2 3 4 5 6 7 8 9 10

Cloud 9 Paragliding ......................................... 65 Dixon's Airplay Paragliding .............................. 64 Torrey Pines Gliderport ................................... 63 Southern Skies Paragliding .............................. .48 Hill Country Paragliding .................................. 27 East Coast Paragliding ...................................... 24 Fly Above All.. .................................................. 18 Morningside Flight Park. .................................. 16 Sun Valley Paragliding ..................................... 15 Aspen Paragliding ............................................. 14

1999 TOP 10 SCHOOL/CLUB LEADERS IN NOVICE (PARA 2) RATINGS ISSUED

RANK SCHOOL ............................................... NOV!CE Cloud 9 Paragliding ......................................... 64 1 2

3 4

5 6

6 7 8 8

Dixon's Airplay Paragliding ............................. .47 Southern Skies Paragliding .............................. .42 Torrey Pines Gliderport ................................... 38 East Coast Paragliding ...................................... 24 Fly Above All .................................................... 18 Morningside Flight Park. .................................. 18 The Soaring Center .......................................... 16 Parasoft Paragliding .......................................... 15 Sun Valley Paragliding ..................................... 15

Rankings were compiled from ratings published in the January/February through November/December 1999 issues of Paragliding magazine.

PARAGLIDING

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

EDEL CORVETrE 22 - Perfect for the small 100l 50lb pilot $300. (858) 484-1094, upsandiego@webrv.net EDEL SABER M - LIKE NEW, <20 hours, w/harness $1,599. Bill (503) 848-7242. EDEL SABER L- Good condition $950 OBO. UP compecirion harness $300. (212) 451-8869 JRosler@sciam.com

NOVA TANDEM-Excellent condition, 10 hours, still crisp $1,600. SupAir tandem harness w!tandem reserve, spreaders and beaners $600. Brand new & used XIX wings, great prices. (619) 483-9393, skypilotbrian@yahoo.com NOVA X-ACT 25 xtract@webtv.ner

New, DHV 1-2, blue $2,400.

RITMO lI XL- $850. (409) 861-4406.

PARAGLIDERS ADVENTURE F3 PARAMOTOR - NEW, electric start, 4-blade, silencer kit, w/harness and accessories. Elle 30 paraglider, both 2.5 hours total time $5,500 OBO. (417) 779-2096.

EDEL SABER- Large, like new, 1 hour airtime $1,400. Mike 1-800-859-2282, (562) 806-2648. EDEL SABER- Large, dO hours $1,600. Prolice harness $250. Airbag $150. Alberto (972) 770-7641.

AILES DE K CRISTAL 32.3 - '97, <7 hours, all new condition, 7.5 glide, 90-117kg total weight, top light blue/dark blue, bottom white, matching harness, backpack, reserve, beginner/intermediate. ALL $3,000 STEAL! (541) 535-1121

EDEL SUPER.SPACE M-25 - Good beginner and intermediate, <6 hours, excellent condition, with back protection harness, helmet, reserve and Aircotec Piccolo vario. All for $1,500. l haven't flown in 3 years. (310) 652-3770.

APCO FUTURA 42 TANDEM - Nearly new, 30 flights. Outstanding glide and handling, must sell $2,200 OBO. RELAX 34 by ProDesign, 70 flights $2,000 OBO. Call Ross (808) 572-5160 or Sreve Toll Free (877) 463-5944.

FIREBIRD CULT - Compwing, 28 hours $1,000. (808) 876-1534 mendes@shaka.com FLIGHT DESIG\I A5-30- -45hrs, w/harncss, reserve $1,500. (860) 464-8539 cmiddletonOl@snet.net

AT MIRAGE LARGE- lmermediatc, 165-209lbs, mint condition, <2 hours, Trace harness, helmet $1,800. (787) 731-4313, jay@comlasa.com. AXION 26 - Excellent condition, purple/white, w/harncss, reserve $3,000. (714) 473-6977.

1-'0R SALE/BEST OFFER- Edel Rainbow XL 28M , -100 hours. Sol Balance 75-95Kg, -150 hours. Apco Starlite 24M, -200 hours. Edel Mustang 22M, -150 hours. AT Image 70-95kg, -70 hours. Airea Aspect medium, -25 hours. Sol Quasar large, only 10 hours. Edel Corvette 22M, only 3 hours. (858) 484-1094, upsandiego@webrv.ner

UP STELi.AR 35 - Good condition, -75 hours, 8511 Okg., w/UP cordura backpack/storage, SupAir harness, Edel steerable reserve $800. (SOI) 942-7701. Firebird Flame L ....................... Sweet ............... $1,600 Firebird Flame L ...................... New ................. $2,650 Firebird Ignition L .................... New ................. $2,350 F.del Saber M ............................ 5 hours ............ $1,600 Edel Quantum S ...................... .Very Good ....... $1,250 Edel Quantum M ..................... New ................. $1,550 Edel Quantum L.. ..................... Almost New .... $1,450 Edel Hero Harness (one size) .... New .................... $275 Edel Balance Harness M ........... New .................... $375 Edel Balance Harness L. ............ Good .................. $300 UP Fast Harness ........................ Good .................. $400 Vitcorazi Paramo tor .................. New ................. $3,900 1-888-932-6709 POWERED PARAGLIDERS ADVENTURE F3 PARAMOTOR - NEW, electric start, 4-blade, silencer kit, w/harness and accessories. Elle 30 paraglider, borl1 2.5 hours coral time $5,500 OBO. (417) 779-2096.

r------------------------------------------------------------------------------------------------,

I I

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Begin with _ _ _ _ _ _ 19____ issue and run for ____ _ consecutive issue(s). My O check, O money order is enclosed in the amount of$ __________ NAME: ________________ ADDRESS: __________________ CITY:

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

L-----------------------------------------------------------------------------------------------NOVEMBER/DECEMBER

1999

DK WHISPER - w/cart & large Symphony paraglider, like new, 1Ohrs $5,000. (262) 251-0444.

F!Y TORREY PINEJ

OVER 50 - New, used, really cheap. Leave message (30.o) .'347-8995.

PAP 920 - Redrivc, electric start, improvements, 150175lb pilot, 12 hours $2,600 or trade for larger unit. Will sell Ritmo II xl paraglider for $750. (409) 8614406.

DERPORT

2800 Torrey Pines Scenic Drive San Diego CA 9203 7 Since IY2R

SKYBIKE ZR250 - Pro Design Challenger Classic wing, 3-whecl trike attachment, tandem frame, booms, risers, backpack carnying case. Engine rest run but never Aown, everything virtually new, cost over $8,800., asking $6,200. (909) 202-3474. ZF.NOAH JET POCKET - Same model as used by last two PPG World Champions, Aown only once. Includes extra propeller, cage $3,200. (323) 871-2295, info@gsteinmetz.net

USHGA certified paragliding & hang gliding instruction. Courses are expertly run on a friendly, informative basis. We have been introducing people to the world of foot launched Aight since 1976. New and used gliders and accessories. Ball, Comet, Edel, Nova, SupAir, Pro Design, Firebird, Airwave, Wills Wing/Swing and others. All skill levels welcome. PO Box 1226, Del Mar CA 92014. (858) 481-7400 Southern California.

EMERGENCY PARACHUTES AIR ROCKET- Large L.A.R.A. canopy. List $1,095, first $500 takes. (.'303) 347-8995. BRAND NEW $.195 - 38sq/m & 42sq/m. Used $200 meets military specs. (30.o) 347-8995. SCHOOLS & DEALERS ARIZONA DIXON'S AIRPLAY PARAGLIDING-#! School for 1997 & 1998. The perfect beginner training areas! Year round temperate climate. DRIVE UP to 360 degree treeless and rocklcss launches. Land in wide open fields. Master rated tandem instructor Dixon White has supervised over l 7,000 student Aights to date, teaching new pilots is his profession. Individualized training with stateof-rhe-art equipment, 2-way radios, comprehensive ground schooling with an emphasis on micromctcorology. Great new and used inventory. Specialized clinics including the CAGE, towing and BACKPACK MOTORS. Enjoy the Grand Canyon and other spectacular scenery. Great lodging bargains or luxury accommodations. Dave Bridges, US National Champion says, "Dixon's students are extremely well-trained and competent pilots." Dixon's Paragliding in ARIZONA and WASHINGTON (appointmems recommended), PO Box 2626, Flagstaff AZ 86004. (520) 526-4579. www.paraglide.com

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

NOVEMBER/DECEMBER

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 rowing instruction and special events. USHGA certified. Handling the latest equipment. Call (760) 753-2664 for

PARAGLIDING AND HANG GLIDING USHGA certified instruction, tandem Aight 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.Aytorrey.com or call (858) 452-9858. FLORIDA SOUTHERN SKIES - Serving rhe SOUTHEAST, nearest MOUNTAIN FLYING, also POWERED PARAGLIDING. (828) 632-6000 WWW.SOUTHERNSKIES.NET GEORGIA SOUTHERN SKIES - Serving rhe SOUTHEAST, 4 hours from ATLANTA. MOUNTAIN FLYING, and POWERED PARAGLIDING. (828) 632-6000 WWW.SOUTHERNSKIES.NET HAWAII

information.

#¢~~ · ·· C ad J. Bastian

FLY ABOVE ALL - Experience the chrill of flying today ac the best training hill in che western US! Year-round paragliding solo and tandem instrunion, tandem flights, and all rhe equipment you need to fly. Fully 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 rhe bottom after each flight! Visit our website www.Ayaboveall.com or call (805) 965-3733 and step into Aighr! HIGH ADVENTURE - Paragliding, hang gliding school. Equipment, sales, service at world famous Marshal Peak. USHGA tandem instructor: Rob McKenzie. By appointment year round (909) 883-8488, www.flytandem.com.

1999

PARADISE PARAGLIDING, INC- Come Ay where the sun always shines and the wind always blows. Fly with USHGA Tandem Instructor Pete Michelmore and Hawaii Stare Champ Marc "Nalu" Hill at World Famous Makapuu Cliffs, 50km Aighrs, 3,000 MSL and land on white sand beaches. Hawaiian Islands guide service and lessons. Beautifol beach accommodations. Fun for the entire family. Phone (808) 239-2372 or email paradiseparagliding@yahoo.com WWW.ParaglideHawaii.Com - FLY MAUI-CHECK OUT DA WEB SITE. Locals Ay 320 days a year. Fly from Haleakala Crater 10,023'. Soar friendly leeside thermals from several different launch points. Flying for all levels. Training available year-round on perfect 1,000 training slope. Guiding and equipment rental and sales provided daily by ProAyght. Toll Free 877-GO-PLY-Hl IDAHO KING MOUNTAIN PARAGLIDING - Certified full-time 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 rhe USA, $24.95, RADIO HARNESSES $39.95, PG CARGO/DUFFEL BAG (holds wing & eve1yrhing else) $49.95. 10169 N 15 E, Idaho Falls, ID 83401. Phone or fax (208) 524-0039, email KingMrPG@aol.com, Visa/Discover/Discover.

MEXICO

NORTH CAROLINA

TEXAS

LEARN TO PARAGLIDE

HILL COUNTRY PARAGLIDING INC: - Learn complete pilot skills. Personalized USHGA certified training, ridge soaring, foot & tow launching in central Texas. MOTORIZED PARAGLIDING INSTRUCTION & EQUIPMENT AVAILABLE. (915) 3791185. Rt 1, Box 16F, Tow TX 78672.

11t Kitty Hawk Kites

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

VALLE DE BRA VO - Week long tours, in-n-out on Sunday, $55 paragliding. 1-800-861-7198, jeff@flymexico.com

KITE ENTERPRISES - Foot launch, payout winch tow and powered paraglider instruction too. Training, sales, rentals and repair. Edel, Airwave, Wills Wing, UP and DK Whisper. Dallas, Fort Worth and north Texas area. 211 Ellis, Allen TX 75002. (972) 390-9090 nights, weekends. www.kitc-enterpriscs.corn

UTAH

FM,zil Address info@kittyhawk.com

CLOUD 9 PARAGLIDING SCHOOL - Proud to be Utah's largest paragliding school, offering 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. We currently are 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 100% applied roward the purchase of new gear.

- 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 Ml 49684. Offering POWERED PARAGLIDING lessons & dealer for the Explorer & used units. Call Bill at (616) 922-2844, tchangglider@juno.com. Visit our paragliding school in Jackson, Wyoming. Call Tracie at (307) 739-8620.

SOUTHERN SKJES - MOUNTAIN FLYING and POWERED PARAGLIDING instruction, sales and service with full-time shop, 1 hour north of Charlotte. 7 beautiful flying sites nearby. (828) 632-6000 WWW.SOUTHERN SKIES.NET OREGON

THE SOARING CENTER - 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 equipment. We teach at the famous "Point of the Mountain." Free camping right where you learn. Great discount barf,')in lodging or luxury accommodations. Guide services, mountain tours, site information. Affordable classes. For a free information package, call toll free 1-888-9445433, email HBC3CiDaol.com, fax (801) 576-6482, 12665 S Minuteman Dr., Draper UT 84020,

OVER THE HILL PARAGLIDING - Oregon/SW Washington. Sales, service, beginner-advanced USHGA certified instruction. Nova, Firebird, Apco, AT, Pro Design, SOL, Ball, Flytec, HES Quantum parachutes. Service: full service shop, FAA rigger repairs/mods. Out of state pilots: We have great thermal, coastal and Gorge sites. Call us for info. There is no sales tax in Oregon! New/used gear. Trades welcome. 22865 SE Yellowhammer, Gresham OR 97080. (503) 667-4557, fax (50.'3) 666-6979. Email: othpara@spiritone.com web: http://www.overthehillparagliding.com

www.soaringcenter.com

MONTANA HIGI I PLAINS PARAGLIDING - Mark Sivazlian is offering USHGA certified paragliding lessons in beautiful Helena, Montana. A variety of flying sites ensures the highest quality training possible. Montana's only authorized dealer for SupAir, Ozone, Firebird, Gin, and Flytec!!! (406) 442-7163, hiplainz@aol.com Check out our site!!! http://homctown.aol.com/hiplainz Cct all the details on gear and Montana flying! NEVADA ADVENTURE SPORTS - Sierra soaring at its best. Tours and tandems available. Instruction from certified USHGA instructors with 25 years experience. Sales, service and instruction by appointment Carson City/Lake Tahoe NV. (TIS) 883-7070 http://homc.pyramid.net/advspts NEW YORK IKAROS SPORT AVIATION - Lessons, equipment. Paragliding. hang gliding, powered paragliding, trikes. Phone (718) 777-7000, WWW.FLYFORFUN.NET

We arc 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 Instructor, Tandem lnsrructor, Advanced paraglider pilot, and Novice hang pilot. "Brush up" lessons for rated pilots arc $45 per session, and P3 and 1'4 rating classes are $100. Call or e-mail us for a complete information packet at (801) 553-1834, info@paragliders.com or visit our site on the web at www. paragliders.corn

SUNSPORTS PARAGLIDING - l lood River, Oregon. Beginner lessons, tandem flights, advanced instruction, consignment sales. Rick Higgins, Master

rated pilot, Advanced Instructor, Tandem Instructor. (541) 387-2112, rsunsports@aol.com

VIRGINIA KITTY HA WK KITES -

Sec North Carolina.

SOUTHERN SKIES - Serving the SOUTHEAST, 1 hour from Virginia state line. MOUNTAIN FLYING and POWERED PARAGLIDING. (828) 632-6000 WWW.SOUTHERNSKIES.NET

Sell your unused equipment here. PARAGLIDING

STILL THE BEST -

WASHINGTON 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-art equipment, 2-way radios, comprehensive ground schooling with an emphasis on micrometeorology. Great new and used inventory. Specialized clinics including the CAGE and BACKPACK MOTORS. One hour from the CHELAN BUTTE. On-site climbing wall, skiing, mountain biking, etc. Dave Bridges, US National Champion says, "Dixon's students are extremely well-trained and competent pilots." Dixon's Paragliding in Washington and Arizona (appointments recommended), 810 I Hay Canyon Road, Cashmere WA 98815. (509) 782-554.o. www.paraglide.com

Windsok. Made of 1.5 oz. ripstop nylon, UV treated, 5'4" long w/1 I" throat. Available colors fluorescent pink/yellow or fluorescent pink/white. $39.95 (+$4.75 S/1-!). Send co USHGA Windsok, P.O. Box 1330, Colorado Springs. C:O 80901-13.10, (719) 632-8300, fax (719) 632-6417. VISA/MC accepted.

Top Navigator

(808) 968-6856, aircotec@excite.com BUSINESS & EMPLOYMENT OPPORTUNITIES INSTRUCTOR WANTED - GrayBird AirSports is looking for a paraglider and powered paraglider instructor. Interested, reliable, self-motivated pilots should contact (;regg McNamee at: Gray Bird AirSports Flight Park & Soaring Center, 15072 SW 111 ch St., Dunnellon, l'L ,14432. (.152) 489-9969 days, (352) 245-826.o evenings, email: fly@graybirdairsports.com, Wcbpage: www.graybirdairsports.com

WISCONSIN RA VEN SKY SPORTS - ( 414) 473-8800, brad@hanggliding.com PARTS & ACCESSORIES FLIGHT CONNECTIONS, INC. PTT!!

FLIGHT CONNECTIONS, INC.

MINI VARIO - World's smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 ft., fost 1·esponse and 2 year warranty. Creat for hang gliding too. ONLY $169. Mallettcc, PO Box 15756, Santa Ana CA, 92735. (714) 966-1240, www.mallcttec.com MC/Visa accepted.

MAUI, HAWAII l'ARAGI.IDING SCHOOL- For sale. 1st professional paragliding operation in the state of Hawaii, servicing the islands Maui and Hawaii since '93. Customer base-2 million tourist/year. Averaging 50 tandems/month, at $175/candern. Secured training and flying sites. Well established sales force with travel and tourist based businesses. Lots more potential. Check out website at WWW.ParaglideHawaii.com. NEED EXP. TANDEM PILOTS AI.SO. Toll free 877-GO rl.Y-Hl Fax (808)876-0589. PUBLICATIONS & ORGANIZATIONS

•Newand Improved • Water/Dust Resistant Push Button • held Replaceable Finger Swiech • Heavier Gauge Wire/Improved Plugs • Increased Strain Relief at ALL Joints Introductory price $89.95. Extra finger switch $14.95 w/purchasc. Dealer inquiries welcome. Call (915) 2687946. MC/Visa. Visit our websi tc at www.flightconn.com HAVE EXTRA EQUIPMENT - Thar you don't know what to do with. Advertise in the Paragliding classifiecls, $. 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.

Sell your unused equipment here. NOVEMBER/DECEMBER

DO YOU WANT TO HIKE with your paraglider and not feel like a pack mule? 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 brochme. Critter Mountain Wear 1-800-686-9327, email crittcr@crestedbutte.net

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 8090 I. (719) 632-8300, fax your MC/Visa to (719) 632-6417, or order from our web site www.ushga.org

www.crittcrn1tnwcar.com

1999

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

EDEL CORVETTE 24 PG - Stolen from storage locker in CLARK FORK, ID on May 4th, I 999. Hot pink/lime green, with trim tabs. Also GQ security chute, burgundy "vetter" helmet wiseveral site stickers on it (Funston, WOR, Dunlap, Ed Levin, etc.) And older red helmet. Rhoda, (208) 266-1505.

VIDEOS HOT NEW VIDEO - "Demo Daze 1999" Dani Lortz doing amazing loops in a paraglider. $24.95 +s/h. Dealer inquiries welcome. Call The Soaring Center (801) 576-6460. STARTING PARAGLIDING by Adventure Productions. Covers basic preparations, weather, proper attitude, ground handling & those first exciting launches. 30 min $29.95. 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 minutes $35.95. PARAGLIDE: THE MOVIE by Viking Films. Rock-nroll world class competition at Owens Valley. Professionally filmed & edited, 35 minutes $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 to impress your friends or for those socked-in days. MISCELLANEOUS VIDEOS, BOOKS & APPAREL - Call USHGA for your Merchandise order form (719) 632-8300, fax (7 I 9) 632-6417, email:ushga@ushga.org,www.ushga.org DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE CLASSIFIEDS. CLASSIFIED ADVERTISING RATES The rate for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps. Phone number=2 words, PO Box=2 words, 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 art logo and $25.00 for each photo. LINEART & PHOTO SIZE NO LARGER THAN l.75" X 2.25". Please underlint;, words to be iq bold print. Special layouts of tabs are $25.00 per column inch. AD DEADLINES: November 20th is the deadline for the January/February issue. Please make checks payable to USHGA. Send to: PARAGLIDING MAGAZINE, Classified Advertising, P.O. Box 1330, Colorado Springs, CO 80901-1330 (719) 632-8300 or fax (719) 632 .. 6417, email jjelgan@ushga.org with your Visa or MasterCard. STOLEN WINGS & THINGS AT BAG/FIREBIRD G-SPORT L - Lost at LAKE CHELAN, WA launch area by the towers on May 16th, 1999. AT bag is purple/green, Glider is pink/white. Also SupAir purple/white harness, reserve, Piccolo vario. Darren Hart (970) 925-2483.

FREE-X FLAIR M - Stolen from a vehicle in SAN FRANCISCO, CA area on April 20, I 999. Red w/white LE. Advance harness attached, purple/black/yellow. Call Stephen Ainge (516) 283-3240, ainge@hamptons.com 1998 DK WHISPER GT Powered PG - Stolen at PIKETON, OH on December 21, 1998. Engine VIN# 9630 frame VIN#3273, (prop guard was NOT stolen.) Harness w/lefr torn footbar loop; large tan leather patch attached with velcro strips on the back. XL DK Hathor Symphony glider. Purple on top, white/multi-color on bottom. Contact Pete Richmond, (740)493-2517, Richmond@zoomnet.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, Firebird backpack, High Adventure Excite harness w/stirrup, front mount Firebird RSI! reserve, lcaro carbon fiber helmet. Call William Jenkins (303) 444-5200, jenkins@privatel.com STOLEN WINGS are listed as a service to USHGA members. There is no charge for this service and lost and found wings or equipment may be called in (719) 6328300 or fax it in (7 I 9) 632-6417 for inclusion in Paragliding & Hang Gliding magazine. Please call ro cancel the listing when gliders are recovered. Periodically, this listing will be purged.

INfDEX TO AfDVEIRTISERS Adventure Productions ........................... 15 Airplay Paragliding ............................ 20,21 APCO Aviation Ltd .......................... 11, 13 Ball Varios .............................................. 39 Brauniger ............................................... 25 Canadian Paragliding ............................. 15 Edel ......................................................... 2 Fly Ecuador .............................................. 9 Flytec .................................................... .39 Hall Brothers ......................................... 15 Mac Para Technology ............................ 51 Mojo's Gear ............................................. 9 Nova ...................................................... 27 Parafly .................................................... 39 Parasoft .................................................. 15 Pro Design ............................... Back Cover Sky Pilot ................................................ 29 Sol. ......................................................... 59 Sport Aviation Publications .................... 15 Sup' Air .................................................. 51 Super Fly, Inc .................................... 30,31 Thermal Tracker .................................... 58 Thin Red Line ....................................... 19 USHGA .................................... 5, 17,29,54 Wills Wing ............................................... 7

large, illuminated display, 40+ memories, 1.5w or 5w transmit output, scan function, lockable keypad, mss encoder standard, DTMF selective call, full featured! SALE $ 149 to $229. Dry-cell battery cases (AAx4), PTT's for all brand radios, antennas, etc.

This comfortable "One Size Fits All" radio harness instantly adjusts lo hold any radio snugly to your chest. Features all-Cordura construction, large bellow cargo pocket and pen/antenna pouch . $39.95 (on sale 'ti!

kou•, Htp .-c~fffJ'

Solid (ordura conslruction protects your investent! Fully opens lo cover gear or cinches up around unfolded wing, harness, etc., offering protection and portability. Unique 'Cinch Closure" design stays ed! Built in stow bag and shoulder straps. The best quality and design 11v11i111ble t@d11y! Beautifully crafted aluminum hook knives all feature replaceable stainless sleel blades and lightweight construction. Knife pockets available. 4" Single blade design. The best small hook knife available.

41 3/4" Also a single blade design, with snap strap. Incredibly rugged! The 8" R1ptor. The highest quality Hook Knife available today. lightweight and very strong, the handle is designed lo fit your hand even while wearing heavy gloves.

PARAGLIDING