USHGA Paragliding January/February 2000 by US Hang Gliding & Paragliding Association

m2 m

larg,

20.33 9.4

10.5

4.4

55 55 55 55 70-90 80-1!)() 90-110

Southwest Service Center Mitch McAlecr 29120 Melby Drive Lake Elsinore, Ca 92523 909.674.8844 fox 909.674.5394 mmca1ecr@cz2.net Repairs Et Service. 18 years of sail loft and foot launch experience

Edel No Limits Paragliding, Inc Bill Anderson 3620 Wawona Street San Francisco, Ca 94116 415.759.9011 fox415.759.1182 edelsky@c-zone.net Repairs Et Service. Kites, lessons, Tandem Instruction. full Service Shop at the famous Fort Funston Hying site.

22.3 10 4.44 6.5-85 2·3

24.2

10.4 ~44 70- 100 2- 3

26.2 10.8 4.44

'90-ns 2 -3

PARAGLIDING ., JANUARY/FEBRUARY 2000

AIR MAil

RATINGS

EXEC'S CORNER

USHGA REPORTS

UPDATE

CLASSIFIED ADVERTISING

CALENDAR OF EVENTS

PINE MOUNTAIN -THE FRANKIE\VA'l'SON STORY by Richard Thompson ,

HAWAIIAN FLYIN' -A SOARING GUIDE

by Brett Snellgrove

THE THIN RED LINE SCORCHED EARTH HARNESS by Will Gadd, sidebar by Ma:xim deJong

COMPETITION CORNER

by Steve Rott, ·sidebar byMafk1!elep

JANUARY/FEBRUARY

.DISCLAIMEll9F .•W~WEUBUCA· TIOl.\TS: The trulter)alpresentedhere i{l.publisl:ied as part of M i.QfO!.'tMtiOn dissemination $eivice for

PILOT R.EPORT:THEW"INDTECR QllARX

COVER: Steve Greenwood sunset soaring in Hawaii. See story on page 32. Photo by Scott Amy.

INCIDENT REPORTS

THE 1999 SNOWBilID X..C CO~ltnt!ON . article ana photos ·b.:Y Jeff l)if?ntw

2000

USI:IGAtiie111berti. 111e .USHGAmake!ino war; rant.tes representations

and a$sutnes n:o UabiUty concefilin& the validity of a:ny advice, .cipillion or tee• oin1:llend1ttiguexpressed in the material. All ind!Yiduals relying upon tllematefial do so at. tMtr own risk. Copyright © 2000 Ut)J.ted Stat~s U~g Gliding Assn., Inc.1\11 tigltte rei,erved to Paragliding and indivtdtial contributors: ·

Gil Dodgen, Managing Editor/Editor-in-Chief Steve Roti, Contributing Editors Dave Pounds, Art Director Will Gadd, Dennis Pagen Staff Writers Office Staff Phil Bachman, Executive Director, phbachman@ushga.org Jeff Elgart, Advertising, jjelgart@ushga.org Joanne Peterson, Member Services, rjpeterson@ushga.org Cleda Ungles, Member Services, cungles@ushga.org Natalie Hinsley, Merchandise Services, njhinsley@ushga.org John Halloran, Administrative Director jghalloran@ushga.org USHGA Officers and Executive Committee:

David Glover, President Mark Ferguson, Vice President Bill Bryden, Secretary Geoff Mumford, Treasurer REGION 1: Bill Bolosky, Steve Roti. REGION 2: Russ Locke, Ray Leonard, Scott Gasparian. REGION 3: Ken Baier, John Greynald, Gregg Lawless. REGION 4: Mark Ferguson, Jim Zeise!. REGION 5: Frank Gillette. REGION 6: Jeff Sinason. REGION 7: Bill Bryden. REGION 8: Doug Sharpe. REGION 9: Pete Lehmann, Geoff Mumford. REGION 10: David Glover, Matt Taber. REGION 11: Dave Broyles. REGION 12: Paul Voight. DIRECTORS AT LARGE: Ed Pitman, Paul Rikert, Dan Johnson, Jan Johnson, Dennis Pagen. HONORARY DIRECTORS: G.W. Meadows, Bob Hannah, Randy Adams, John Harris, Steve Kroop, Larry Sanderson (SSA), Chris DuPaul, Gene Matthews, Lars Linde, Ken Brown, Rob Kells, Michael Robertson, Liz Sharp, Russ Locke. EX-OFFICIO DIRECTORS: Art Greenfield (NAA). The United States Hang Gliding Association Inc. is an air sports organization affiliated with the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the U.S. at FA! meetings, has delegated to the USHGA supervision of FAl-related paragliding activities such as record attempts and competition sanctions.

PARAGLIDING magazine is published for paragliding sport enthusiasts to create further interest in the sport, and to provide an educational forum to advance paragliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos and illustrations concerning paragliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other paragliding publications. PARAGLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. PARAGLIDING editorial offices: 31441 Santa Margarita Pkwy., Suite A-256, Rancho Santa Margarita, CA 92688, phone (949) 8887363, fax (949) 888-7464, e-mail: GilDodgen@aol.com. The USHGA is a member-controlled sport organization dedicated to the exploration and promotion of all facets of unpowered ultralight flight, and to the education, training and safety of its membership. Membership is open to anyone interested in this realm of flight. Dues for full membership are $59.00 per year (of which $15 goes to the publication of Paragliding), ($70 non-U.S.); subscription rates only are $35.00 ($46 non-U.S.). Changes of address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue.

PARAGLIDING (ISSN 1089-1846) is published bimonthly Uan./Feb., March/April, May/June, July/Aug., Sept./Oct., Nov./Dec.) by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903-3657 (719) 632-8300. FAX (719) 632-6417. PERIODICAL POSTAGE is paid at Colorado Springs, CO and at additional mailing offices.

POSTMASTER: SENO CHANGE OF ADDRESS TO: PARAGLIDING, P.O. BOX 1330, Colorado Springs, CO 80901-1330.

JANUARY/FEBRUARY

2000

RUSSIAN PARAGLIDING

Paragliding). Laura Nelson states, "In my

Dear Editor, I represent the St. Petersburg Paragliding Club which is located in St. Petersburg, Russia, and we would like to establish contacts with you in the area of sports and tourism. We would be delighted to invite American paraglider pilots to our city to admire its beauty in the summer and to take part in the All-Russia Championships which usually take place in July and August near the city of Piatigorsk in the mountains of southern Russia. I have been working in tourism for 10 years and have a broad network of people in different parts of Russia who will help our clients not only see Russia but participate in the competitions and probably win. If you are interested in detailed information don't hesitate to e-mail me at elena@mail.leivo.ru. Elena Terentieva St. Petersburg, Russia

MORE ON WIND GRADIENTS Dear Editor, This letter concerns comments about wind gradient stalls ("Airmail," Nov./Dec.

experience it is impossible for a wind gradient to stall a wing; the pilot stalls the wing." Any aircraft can stall due to wind conditions alone. Paragliders are no exception. Wind gradients often have a component of more downward movement at the lower end of the gradient. Also, faster and slower air is often in very close proximity. The wing may have a tendency to right itself with the downward movement, opposing its tendency to pitch forward due to decreased airspeed, the result being an increased tendency to stall. She also comments, "If left alone, the glider will dive or surge to maintain airspeed and it will not stall." This is true, but this describes the dynamic oscillation of a wing in ideal air. The dynamic oscillations you experience as you proceed through different air masses may result in any number of behaviors in your wing. Even in smooth, ideal air this can be hard to predict. For example, when exiting a spiral the oscillation may begin with either a forward or rearward surge. It is not just the behavior of your wing that determines your flight path, but the behavior of the air you are flying in as well as your control input. Eric LaRue Lomita, CA

2001 USHGA PARAGLIDING CALENDAR PHOTOS SOLICITED ES! The USHGA will be producing a paragliding calendar for the year 2001 (finally!), and our esteemed Calendar Photo Selection Committee is ready, with light tables and lupes in hand, to see your best shots - launching, landing, soaring, thermaling high, saving low, para-waiting and LZ hanging out. We want to see them all! Slides (transparencies, chromes, etc.) work best for the highest-quality reproduction possible. Imagine your wing being admired around the world. If your beloved imagery is chosen, you will be the envy of your club, and you will have established your mastery of the fine art of paragliding photography. THE DEADLINE IS MARCH 31, so don't waste time! Send to: USHGA Calendar, Attn: Jeff Elgart, P.O. Box 1330, Colorado Springs, CO 80901. Your photography will be treated with the utmost of respect and returned after the selection process. Questions? Call or e-mail me at (719) 632-8300, jjelgart@ushga.org.

VOLUME

11,

ISSUE

PARAGLIDING

Soar over to MoJo's Gear Ltd. Co, PARAGLIDING FLIGHT

www.mojosgear.com

$19.95

•.. for all your flying needs!

Training manual full of practical advice. 208 pages, 170 photos and illustrations UN11rns·1 AND[N(,

THE SKY

UNDERSTANDING THE SKY - $19.95 Best large and small-scale weather guide available. 288 pages, 270 photos and illustrations

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 $3.50 for shipping to: Sport Aviation Publications, PO Box 43, Spring Mills, PA 16875 Tel/Fax: 814-422-0589 - We accept credit cards.

$29 : DISCOVERING 'Pll'IWJUOING MAGAZINE+ GUIDE 10 POWEREZ> PA'IMGUOING MAGAZINE & VIDEO $29: HOW 10 FLY II POWEREZ> 'Pll1MGUOE'R VIDEO $316: HOW 10 FLY II POWEREZ> 'Pll'IUICMITE VIDEO $39: TOUCHING CI.IJUOBIISE INmtlCTIONIII. VIDEO $24 : TOUCHING CI.IJUP11ASE INmtlCTIIJNIII. 11001( FREE $29: TOWING Iii.OFT INSTIWCTION 11001( SHl'P'PING $161/J: COMPACT Al.11Mf1E'R/WEA1HE'R FO'RECIISTER ONWEi $II: II GUIDE 1iJ THE Sl(Y CI.IJU'O POSTER O'ROE'RS $211/J: ICOM 12.H 2Mf1ER :RADIO OVER $30 $29: UII NANGGUOE'R BAG WJ9: SUUNTO WATCH $31; : INSTABILITY VIDEO $39: SECURITY IN FUGHT IIIDEO $85: J(ESTRAI. 1000 WIN'DMETER SUS: l(ES11MI. WOO 1415 C'R 220 (WnEM'PERATU:RE DATA) TOW, TX11612 $155: !(ESTRAi. 3000 915·379·1115 'PH (WnEM'P & MIMIDITY DATA) 915·379·11611 FX $119: PTT HELMET FINGERSWITCH INmtlCTION + 112 MO'RE ITEMS AT-·-> l-800-664-1160 SAi.ES & SERVICE

1357 Main. St. E Hamilton On LSK 1.86 Canada call 1(905) 547-9807 or toll. free 1(888) 850-9995

HAND-HELD WIND METER Monitor changing wind conditions. Responsive to slightest variation in wind velocity. AIRSPEED INDICATOR use with optional PATENTED paraglider mounting bracket. Maximize your performance and skill. RUGGED & ACCURATE: Molded of super tough LEXAN ® resin. stainless gtee/ rod. Calibration traceable to National /ngtltute of standards and Technology.

.hor

The best hang gliding

video series in the world!

WEATHER TO FLY, CB300 STARTING PARAGLIDING, CB100A TURNING POINT IN ALPINE THERMALLING PARAGLIDING, THE FREE FLIGHT CO-ROM

Check ow web site for other great videos!

115. 747.0175 ORDER: via Web Site, Email, Phone/FAX, or Postal with Credit Card, Check or Money Order.

Hall Brothers, P.O. Box 1010-P, Morgan, UT 84050, USA Ma,tercard/VlSA/C.0.D. Phone (801) 829-3232 Fax (80 I) 829-6349, hallbros@earthlink.net

See FI<££ Streaming T!ideo on our web site/

Paul Hamilton 6553 Stone Valley Drive Reno, NV 89523 USA paul@adventurep.com

Expenses 1998 national office 22%

membership 22%

BOD & committee

development .. 3% other programs

1% cost of merchandise 13%

other 2% other programs 1%

by Phil Bachman USHGA Executive Director s we rapidly approach the close of 1999 (and the 20th century), and efore we start making predictions for the 21st century, we need to study where we have been. There are many ways to look at and measure how we have done and are doing. Our membership renewal rates are one extremely important measure. The problem with using this measure as a real-time indicator is that our renewal rate really doesn't settle down to the actual number for any given month until approximately six months later. Let me explain. Beginning with the first business day of each month, the office begins, actually continues, the processing of membership applications and renewals received. Each working day for the rest of the month sees a daily increase in our active membership numbers because of that processing. Then comes the last day of the month when our god-like computer points out that, yeah, you guys did good this month, however, I still see 300 to 500 members (a hypothetical example, but close to the actual number of expireds each month) who should have renewed this month and haven't.

contributions 1%

Revenue 1998

merchandise sales 13%

magazine advertising 22%

Therefore, this being the last day of the month, all of those members are now officially expired and I am removing them from the membership count of active members (until such time as they renew). Then we begin the first day of the next month, building the number back up agam. As I explained, our actual membership renewal rate for a given month or for the previous year will not be known for a while. With that said, we can look at some historicals. In 1997 we had a membership renewal rate of74.6%, down from 79.85% in 1996. Then in 1998 our renewal rate improved to 82%. Comparing numbers to past years for 1999, we are expecting to see an 81 % to 82% renewal rate again this year. (The renewal averages for membership associa-

membership dues

61%

tions nationally is between 78% and 79%.) With our new database coming on line next month we will be able to maintain a rolling 12-month renewal rate picture. Another measure of how we are doing in our air sports is fatalities. Through November 8, 1999, we have had six fatalities for this year compared to 13 fatalities for the same time period last year - obviously a good trend. A more traditional measure of how we are doing is, of course, the money flow. These first two pie charts show the distribution of revenues and expenses for the first three quarters of 1999. The distributions will change somewhat by year's end. I have included charts for the 1998 year as a reference for what a typical year's distributions will look like. At the risk of stating the obvious, membership dues represent PARAGLIDING

Expenses = first 3 quarters 1999 national office

BOD & committee 3% development

4% other programs 1% cost of merchandise 11%

other 2%

other programs 1% contributions 0%

Revenue~ first 3 quarters 1999

merchandise sales

magazine advertising 23%

membership dues 63%

more than 60% of the association's total revenue, with magazine advertising second. Our credit card royalties add an additional $10,000 to $11,000 annually. The balance of the revenue is from pay-as-yougo programs such as instructor certifications, annual tandem fees, etc. The magazine production costs are the single largest expense at plus or minus 35%. The balance of the expense load is direct membership costs plus office expenses, which fall within the plus or minus 45% range. This figure includes our membership participant and thirdparty liability insurance coverage. Of all our expenses, the insurance renewal premium is the greatest unknown from year to year and is almost impossible to forecast due to the number of variables involved. The best example of this happened in 1995 when our renewal premium jumped from $66,093 the year before to $137,929. This was not predictable and JANUARY/FEBRUARY

2000

was a heck of a surprise since our agent had prepared us for a premium amount of "up to $90,000." This example brings me to the real core of the money issue with the USHGA our reserves. In the beginning of 1994, our reserves were approximately $94,000,

the result of a dues increase that had been voted in by your Board of Directors. We were able to increase it to $124,000 by the beginning of 1995. Then we got hit with the huge insurance premium increase. (The BOD had been told to expect it in 1994 but it did not happen that year.) In 1996 our premium was $133,298, another large hit to our reserves. We finance the premium amount over nine months with a significant down payment. The 1995 and 1996 down payments reduced our reserves by over 50%. Then came the Dan Brown lawsuit. When the dust settled from that event about 18 months later, the USHGA was out $71,000 in legal expenses. We had to use more of our reserves. Today we are down to $21,870 in reserves, a pitiful amount for a million-dollar business and a serious situation in terms of prudent business planning. This reserve situation was discussed at length by the USHGA Executive Committee and again at the BOD meeting in October, and was the primary consideration in the five-dollar dues increase, which went into effect December 1, 1999. The plan is to use the next two years to once again accumulate a reasonable amount of reserves to financially prepare and position the Association against any future financial hiccups that cannot be predicted. In the next few issues I will present more graphs and information on other areas of the Association's workings, including additional financial information, fiveand ten-year membership trends, etc. Ill

Helicopter Flight Helmets

$1195.00 w/Electronics Dual Visors Leather interior

DOT Approved Helmet with Ooening face protector and visor

Comrnunications built-in w/ Flex-boo,n mic & dual earphones and adapters available for most radios **** includes helmet bag

l-SOO-SKY PILOT www.good-deal.com/helmets/ $498 •00 l1S ) 1 800-759-7456

8irPlay

Paragliding Schooj and Flight Park

All pholographs copynght O David Levitt. Forest Brender.

Windtech Ambar

Skill level Projected

Area Span

AIR Root Tip

Min lrlm Max

Area Span Area Span

23.0 24.5 26.2 28.8 8.93 9.26 9.60 10.04 3.64 3.64 3.64 3 64 25.0 26.8 28.8 31.5 m' m 10.9 11.2 U.6 12.0 4.67 4.67 4.67 4.67 m 2.85 2.96 3.07 3.21 m 0.65 0.67 0 70 OJ3 35 35 35 35 60-85 75.95 85-105 95-120 k& 21 km/h 21 21 21 37 37 37 km/h 37 45 45 45 km/h 45 mis 1.15 I.IS 1.15 1.15 7.6 7.6 7.6 7.6 Std Std/J.21·2 Std

m' m m' m

AIR

Windteclt Siena

S1nk rate Glide ratio OHV/ACPUL

m' m

AIR

Cells flight weight Flight speed

Ber1nnerllntermed1ate Area Span

AIR

Chord

Root Ttp

m m

Mln Trim Max

kg km/h km/h km/h mis

20.3 22.1 2M 25.8 9.28 9.68 10.09 10.47 4.25 4.25 4.25 4.25 22.9 24.9 27.0 29.l J 1.12 11.6 12.09 12.54 5.41 5.41 5.41 5.41 2.56 2.68 2.79 2.89 0.55 0.57 060 0.62 67 67 67 67 60-85 7S-95 85-105 95-120 22 22 22 22 38 38 38 38 52 52 52 52 1.0 1.0 1.0 1.0 8.4 8.4 8.4 8.4 Perl. Perl. Pert. Pert.

Sk,ll le,el Projected

flat

Chord Cells Flight weight Ftlght speed

Sink rate Glide ratio OHV/ACPUL

Intermediate

22.9 9.30 3.77 AIR Area m' 26.1 11.29 Span m 4.89 AIR Root m 2.87 Tip m 0.67 48 kg 65-90 Min km/h 22 Tnm km/h 37 Max km/h 45 mis 1.15 7.7 Area Span

Std

Skill level Projected

flat Choid Cells Flight weight DHV/ACPUL

24.6 27.1 9.64 10.12 3.77 3.77 28.0 30.9 11.7 12.28 4.89 4.89 2.98 3.13 070 0.73 48 48 75-100 90-115 22 22 31 37 45 45 1.15

1.15

7.7

Std

Sid

Tandem Area Area Span AIR Root Tip

m' m' m

m m kg

37. l 41.3 14 4.85 3.62 0.95 45 140-210 Tandem

ait.Play

Paragliding Gear and Service Center

Ill

GREAT LAKES PARAGLIDING SERIES

n the Finger Lakes region of New York you will find pristine lakes, rolling hills and plenty of trees, but few paraglider pilots. However, with six launches that encompass all wind directions and an average of 800' elevation that will change. Last year's competition was friendly and fun, and gave all pilots a chance to improve their skills. We chased the wind, camped, hiked, helped one another, and developed friendships that I'm sure will last a lifetime. The competition was designed to make pilots think about their flying and make sound decisions, and it was a huge success in this regard. We have Stan and Lenka Drdla of Canadian Paragliding, Ltd. to thank for hosting the event. -

submitted by Bob Roth

Great Lakes Paragliding Series Final Standings

Place 1) 2) 3) 4) 5-6) 5-6) 7) 8) 9-10) 9-10) 11-15) 11-15) 11-15) 11-15) 11-15)

Pilot Glider Robert Roth Pro-Design Stan Drdla Pro-Design Phil LaRose Perche Cem Altunbas Nova Florian Ghiban Edel John O'Hearn Edel Klaus Van Bellen Swing Dave Brien Perche Mike Burgess Edel Peter Padazopolous Perche Phil D'eon Airea Phil O'Connor Edel Brad Shewood Ai era Louis Vasconcelos Perche Charles Warren Edel

EDEL CONTROL IN STOCK

he Control is DHV l, with the speed system, designed by Micheal Nessler as a school and beginner pilot's wing. It is the first V-rib DHV 1 glider specifically for the student or entry-level pilot. The Control is designed with maximum stability, excellent performance (36 km/hr. trim speed at max load) and long brake travel with high brake pressure before the stall point. Steve Mayer, Owner of the largest

USHGA school, Cloud 9 Soaring Center at Point of the Mountain, Utah, comments, "I was amazed that a DHV 1 glider could perform at this level. The Control has set the new standard for a safe, easy-to-thermal, recreational glider."

Control Specs Sm. 22.86 9.02 3.60 Weight range (kg) 65-85 Max speed (km/hr) 46 # of cells 31

Med. Lrg. 24.80 25.79 9.40 9.78 3.60 3.60 80-100 95-120 46 46 31 31

NEW FAI 50-KM TRIANGLE WORLD SPEED RECORD CLAIM - MANILLA, AUSTRALIA

n December 5, 1999, Australian champion and national team pilot Enda Murphy, flying an Advance Omega 4R, launched from Mt. Borah, Manilla, Australia and flew a 50-km triangle in 2 hrs., 7 mins. for an average speed of 23.6 km/h. The previous record had been held by Judy Leden since 1994 (15.8 km/h). This is the first paragliding triangle world record to be claimed in Australia. The Mt. Borah, Manilla site was the location of the FAI Open Distance world record of 335 km set in November 1998 by Godfrey Wenness on an Advance Omega 4. Manilla will host the Big Sky Manilla Paragliding Open, March 4-11, 2000.

FRESH AIR UPDATE

resh Air now offers a site guide packed with information and tips from seasoned South African paragliding instructor Greg Hamerton. It includes information about 65 great flying sites, contact details, weather information, and a comprehensive guide to flight maneuvers and X-C flying. It is the pilot's companion to the Western Cape and South Africa. Also available is Beyond The Invisible, an inspirational collection of flying stories. For more information visit: http://www.paragliding.co.za/hammer.

hile La Nifia inundated the Colorado Rockies for most of the

summer, the 1999 Telluride X-C Open brought a brief respite from the mudslides and deluges. The short window of opportunity before the afternoon rains set in dictated short tasks. Overdevelopment and strong upper-level south winds shut down the first task but conditions for the remaining two tasks were good. The excess humidity and early cloud development, along with light winds made for very atypical flying conditions for this site. Conditions were in fact considered quite friendly. A larger contingent of free-flying pilots showed up for the 26th Telluride Airmen's Rendezvous than for the comp, promising an open opportunity for newer comp pilots. Fortunately for the lot of them, Chris couldn't make it in time for the first task He blazed the second task on a crispy Proton fresh out of the plastic, and if not for many pilots missing the launch deadline and killing the validity of the task, he would have placed in, and entirely rearranged the top five. His aerobatics "blew away" Ron Young, reigning hang gliding aero champ, and tempted him to take up the sport. Watch out Chris! Turnout was poor due to weather and proximity to the Red Bull meet, but the event was without incident and a great time was had by all. Thanks to everyone who came.

he Coupe Icare 1999 video has been completed and is available for $30 from: GMI Corp., P.O. Box 451, Glen Cove, NY 11542. Visit www.Supair-USA.com for more informa-

CAGE UPDATE

arl Stice's articles in Cross Country (December 1995) about the "Cage" first raised awareness and curiosity about this design in the U.S. The first Cage, the Lagon 27 model, was brought to the U.S. in May, 1996, afrer careful instruction by Jean Louis Darlet in the Pyrenees in southern France (see Paragliding, July/August 1996). The two wing halves are "integrated" into a single hang point, giving a signifi-

PARAGLIDING

cant increase in stability, and pitch is dampened by moving the pilot upward in the suspension line pendulum. There is the same feedback from the wing to the pilot's hands on the control bar as hang glider pilots experience. Big ears are completely integrated into the control system by virtue of a single overhead pull, which can be grasped in one hand while flying or ground handling the wing. Movement of the Cage occurs with fingertip control, manipulating all lines simultaneously without creating the drag induced by pulling brakes. The wing can be made flight-ready more quickly than a conventional paraglider, yet folds for transport in the same size bag. Many paraglider pilots have not yet seen the wing fly, and it has not been seen in major competitions, except for Dixon White's showing in the 1997 Mexican Nationals and Steve Lantz's free-flying at Telluride. Is it alive? Mais oui! The Cage design is alive and

JANUARY/FEBRUARY 2000

well, slowly gaining enthusiastic evangelists, and product loyalty is striking. With the addition of the Paradigme model there is now a family of Cage gliders. The Lagon (beginner) model has been further refined and a larger 33 size recently added. Production remains in the Pyrenees in southern France. A very enthusiastic group of Cage pilots in France has been organized through the Internet, and the first Cage fly-in was held last July in the Alps. In the U.S., Cages are flying in the San Francisco and Reno areas as well as in Maui. Spring events are planned in the U.S. in Maui and the Reno area. THE PARADIGM£

High-aspect designs using the Cage have been undergoing flight testing by Jean Louis Darlet since prior to 1996. Following a long period of evaluation, the high-performance Paradigme was released in 1998. The design is currently offered

in 28 and 30 square-meter sizes. Previous experience flying the Lagon is required. This pilot's evaluation of the Paradigme is based upon approximately 100 hours in both the P28 and P30 sizes in a variety of soaring conditions. The glide ratio and sink rate of the P30 appear to be extremely competitive compared to all other paragliders. As the canopy airfoil shape changes to optimize for varying angles of attack, the impressive glide ratio holds remarkably well over the speed range. Handling is very crisp and tight, quicker than that of the Lagon series. As with the Lagon model, there is a marked advantage in ground handling which is most obvious in high winds. Even in the P30 with a light wing loading, I often still had forward ground speed in windy conditions when conventional paragliders were in "hover" mode. The Paradigme can be slowed to a virtual halt during thermaling, and is extremely stable at low speed. Steve Lantz, flying the

P30 last summer, found that he could easily bank into the core of a thermal and climb through other pilots. I found that the Paradigme greatly increased my chances of soaring. It became typical to climb out slowly and then experience long flights in conditions that previously would not have allowed soaring. For more information contact: http://www.cageusa.com, or Joel Greger, Cage2usa@aol.com, (510) 787-6867.

outing. The advent of new, lightweight, high-performance gear has been a big asset in this adventurous sport. Harti flew with a prototype Nova HX 22-25 paraglider and a Thin Red Line Scorched Earth harness system which was also used as a climbing harness during the ascent. His complete paragliding kit weighed 9.7 lbs. Harri reached the summit alone at 10: 15 AM , after eight hours of continuous climbing from his high camp. Not wanting to miss out on perfect conditions, he laid out his wing and was ready to launch in minutes. The wind was six mph straight in, and after a few steps he was off. After 25 unbelievable minutes he landed gently right next to his tent at base camp (15 ,100 feet MSL) , just in time for lunch and tea. Congratulations Harri! Contact: Harri Gfollner, Flugschule Salzkammergut GmbH., Puchen 179, A-8992 Altaussee, Austria, flugschule@paragleiten.net,www.paragleiten.net.

new, and each cell attaches to a line to maintain an exact profile, with the width of each cell decreasing from the center to the tip. An internal compression strap maintains space between each profile. Materials were carefully selected to ensure long life and a high level of security. The glider is available in 24, 26, 28 and 30 m 2 sizes, each with 37 cells, for pilot weights ranging from 65 to 122 kg. Minimum sink is 1.1 mis and LID 7.8, with a maximum speed of 45 km/h with the speed system.

ADVANCE EPSILON 3 AND WINNER HARNESS

T ;\ ma Dablam, at 22,493 .l"'lfeet, an Everest neighbor and holy mountain of the Sherpas, widely considered one of the most beautiful mountains in the world, was successfully flown for the first time directly from the summit by Austrian Harri Gfollner on November 3 1999. His feat was a highlight in the increasingly popular sport of "paralpinism" which combines paragliding and mountain sports (climbing, skiing, hiking) in a single

he new Epsilon 3 is an easy-to-fly intermediate glider designed to allow a pilot to develop new skills. The hightech design is elaborate and the glider is built to the highest standards. The wing was designed for a wide range of "-~~' - - pilots, and is suitable ::; for the talented beginner as well as the demanding, experienced pilot. According to the manufacturer, it is easy to fly and exhibits safe flight characteristics and excellent stability, while offering high performance and good hand.ling. The profile of the Epsilon 3 is entirely

A dvance also announces the Winner .l"lharness, with improved aerodynamics, greater comfort and better security. New features include: a larger seat board with adjustable recline, integrated airbag with impact protection, numerous options for individual size adjustment, attractive design with trendy colors, and an aerodynamic shape. It is suitable for use with any paraglider on the market. The Winner was tested and flown to victory at the World Cup by test pilot Kari Eisenhut. For more information contact: International Paragliding (732) 7477845. NEW EDEL 8000 PARAGLIDER

n keeping with a trend coward high-tech, lightweight gear, Edel now offers the first certified, super-lightweight paraglider on the market with the latest industry technology. Designed by Michael Nesler, the new Edel 8000 has received AFNOR Standard

PARAGLIDING

certification and is in production. Nesler's goal was to design a paraglider that would appeal to beginners, mountaineers, travelers and anyone generally fond of lighter-weight, less cumbersome equipment. It was specifically developed to require less material so as not to adversely compromise durabiliry, a problem often associated with lightweight gliders in the past. The 8000 sports diagonal rib construction, 36 g/m2 Porcher Marine fabric, beefy 1.8 mm 180 dN polyester sheathed Technora main lines, and 0.9 mm 150 dN unsheathed Technora cascades. The 8000 offers entry-level safery, performance commensurate with current

JANUARY/FEBRUARY 2000

DHV 1-2 standards, excellent launch characteristics, an easy-to-ground-handle, smaller canopy size with high carrying capaciry and weight range, tiny pack volume, and a special system to hold the canopy in place for launching on steep snow. Female champion Sandie Cochepain recently flew an 8000 from

759-9011, edelsky@c-zone.net, www.nolimitsparagliding.com; Edel Tech, www.edel-paragliders.com. Thin Red Line harness specs can be found at www.thinred-line.com.

EDEL 8000 Specifications Size M L Scaling% 100 108 Flat area (m 2 ) 25.15 29.33 Projected Area (m2) 21.9 25.6 Flat span (m) 11 11.9 Projected span (m) 9.4 10.2 Aspect Ratio 4.8 4.8 Projected Aspect Ratio 4 4 Min Take Off (kg) 0 90 Max Take Off (kg) 95 115 Trim Speed (km/h) 39 39 Max Speed (km/h) 50 50 Number of Cells 33 33 Number of Lines 84 84 Weight (kg) 4.3 4.6 Line meters (m) 254 265 AFNOR Certification Continued on page 40.

TROUBLE STAYING

Ut>?

• *MEMBERSHIP APPLICATION * ATTENTION: USHGA RELEASE (ON BACK SIDE) MUST BE SIGNED FOR MEMBERSHIP PROCESSING

CITY_ _ _ _ _ _ _ _ _ STATE_ _ZIP _ _ _PHONE( NEW MEMBER RENEW/USHGA#- - - _ _ _ SEX (M/F)_ __ EMAIL ADDRESS- - - - - - - - - - - - -

)_ _ _ __

BIRTHDATE- - - - - - - - Month

Day

Year

*****************************************************************************

ANNUAL DUES:

Includes 12 issues of HANG GLIDING magazine (HG Division) or 10 issues of PARAGLIDING magazine (PG Division), liability insurance, ratings, and other benefits.

Please Check One: FULL MEMBER:

D Hang Gliding

D Paragliding

D I Division - $59.00 U.S. ($70.00 Non-U.S.*) ...................................... $- - - - -

0 Both Divisions - $84.00 U.S. ($100.00 Non-U.S.*) ............................. $- - - - FAMILY MEMBER: I Division - $27 .00 (Family Member(.1) must sign separate releaseji·om Full Member) $_ _ _ __ (Includes all benefits except

Please Check One: D Hang Gliding

D Paragliding

the magazine. MUST reside Both Divisions - $39.50 (Must sign separate release from Full Member) ...................... $ with full member of same division.) Name and US! !GA number of full member_ _ _ _ _ _ _ _ _ _ __

SUBSCRIPTION ONLY:

D Hang Gliding Magazine $35.00 U.S. ($46.00 Non-U.S.) D Paragliding Magazine $35.00 U.S. ($46.00 Non-U.S.)

$ _ _ _ __

***************************************************************************** OPTIONAL MAGAZINE MAILING SERVICES (In addition to member/subscription costs.) 1ST CLASS MAIL SERVICE- PER DIVISION: ($24.00-U.S., Canada, & Mexico only) ................................ $_ _ _ _ __ AIR MAIL SERVICE- PER DIVISION: ($30.00-Wcstern llcmisphcre, $40.00-Europc. $50.00-J\II Others) ... $

******************************************************************************************

CHARGE MY:

MasterCard

VISA

$_ _ __

Credit Card# _ _ _ _ _ _ _ _ _ _ _ _ _ Exp Date_ _ _/_ __ Phone:(~_~) _ _ _ _ _ _ _ _ _ _ _ _ Signature_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

****************************************************************************************** *Foreign payments must be in U.S.funds drawn on a U.S. bank.

TOTAL $- - - - -

Please tell us how you heard of USHGA

UNITED STATES HANG GLIDING ASSN., INC. PO BOX 1330, COLORADO SPRINGS, CO 80901-1330 (719) 632-8300 www.ushga.o:rg FAX (719) 632-6417

(12/99)

RELEASE, WAIVER AND ASSUMPTION In consideration of the benefits to be derived from membership in the USHGA, (Pilo~ and the parent or legal guardian of Pilotif Pilotis a minor, for themselves, their personal representatives, heirs, executors, next of kin, spouses, mmor children and assigns, do agree as follows: A. DEFINITIONS - The following definitions apply to terms used in this Agreement: I. "PARTICIPATION IN THE SPORT means launching (and/or assisting another in launching), flying (whether as pilot in command or otherwise) and/or landing (including, but not limited to, crashing) a hang glider or paraglider. 2. "SPORTS INJURIES' means personal injury, bodily injury, death, property damage and/or any other personal or finandal injury sustained by Pilotas a result of Pilot's PARTICIPATION IN THE SPORTand/or as a result of the administration of any USHGA programs (for example: the Pilot Proficiency System). If Pilotis under 18 years of age, the term" SPORTS INJURIES"means personal injury, bodily injury, death, property damage and/or any other personal or finandal 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~parents or legal guardians, as a result of Pilot's PARTICIPATION IN THE SPORTand/or as a result of the administration of any USHGA programs. 3. "RELEASED PARTIES' means the following, including their owners, officers, directors, agents, spouses, employees, officials (elected or otherwise), members, independent contractors, sub-contractors, lessors and lessees: a) The United States Hang Gliding Association, a California Non-profit Corporation'(USHGA); b) Each of the person(s) sponsoring and/or participating in the administration of Pi/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; D All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where Pilot PARTICIPATES IN THE SPORl "All persons involved" include, but are not limited to, spectators, hang glider and/or paraglider pilots, assistants, drivers, instructors, observers, and owners of hang gliding and/or paragliding equipment; and g) All other persons lawfully present at the site(s) during Pilot1s PARTICIPATION IN THE SPORT. B. I FOREVER RELEASE 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 RELEASED PARTIES, to the fullest extent allowed by law. C. I WILL NOT SUE OR MAKE A CLAIM against any of the RELEASED PARTIESfor loss or damage on account of SPORTS INJURIES. If Iviolate this agreement by filing such a suit or making such a claim, Iwill pay all attorneys' fees and costs of the RELEASED PARTIES. D. I AGREE THAT this AGREEMENT shall be governed by and construed in accordance with the laws of the State of California. All disputes and matters whatsoever arising under, in connection with or incident to this Agreement shall be litigated, if at all, in and before a Court located in the State of California, U.S.A. to the exclusion of the Courts of any other State or Country. E. SEVERABULITY. If any part, article, paragraph, sentence or clause of this Agreement is not enforceable, the affected provision shall be curtailed and limited only to the extent necessary to bring it within the requirements of the law, and the remainder of the Agreement shall continue in full force and effect. F. I REPRESENT THAT Pilotis at least 18 years of age, or, that I am the parent or legal guardian of Pilot and am making this agreement on behalf of myself and Pilot. If I am the parent or legal guardian of Pilot, I AGREE TO INDEMNIFY AND REIMBURSE the RELEASED PARTIES for their defense and indemnity from any claim or liability in the event that Pilot suffers SPORTS INJURIES as a result of Pilot-'.s PARTICIPATION IN THE SPORT, even if caused in whole or in part by the negligence (whether active or passive) of any of the RELEASED PARTIES.

G. I VOLUNTARILY ASSUME All RISKS, KNOWN AND UNKNOWN, OF SPORTS INJURIES, HOWEVER CAUSED, EVEN IF CAUSED IN WHOLE OR IN PART INACTION, NEGUGENCE RELEASED Ihave read, understand, and agree to the above RELEASE, WAIVER Adult Pilot's Jifniltun

Jifnature ofPilot's l'annt or lepl 6ui1rdian 1rl'!lot under 18years ofare.

Date MMR 12-97

1111

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.

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.

THROUGH MARCH: Week-long tours,

COMPETITION JAN. 24-29: Millennium Cup Mexico 2000 (paragliding). $20,000 (U.S.) prize money, sponsored by Beer Sol. El Perron de! Diablo, 15 km south ofValle de Bravo. Enny $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 l-52-5-575-77-60, fax Ol 1-52-5575-85-95, alas@alas.com.mx.

MARCH: 4-11: Big Sky Manilla Paragliding Open 2000, Manilla, NSW, Australia, Mt. Borah. Four large launch areas for nearly every wind direction. Flatlands-style flying. FAI 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 GPS (no photos). Entry fee $140 ($170 after Feb. 21). Contact: Godfrey Wenness, tel. 011 61 2 67856545, fax 011 61 2 67856546, SkyGodfrey@aol.com., http://www.gri.une.edu.au/ mss.

AUG. 12-19: First World Paragliding Accurary Competition. Full details available from the BHPA at: http://www.bhpa.co.uk/bhpa/about/ contact.html.

FUN FLYING FEB. 25-27: 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 96768, Snell14@juno.com.

CLINICS/MEETINGS/TOURS THROUGH FEB.: Ecuadorian Adventure Tours with Kevin Lee of Thermal Tracker JANUARY/FEBRUARY

2000

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. JAN. 13-17: Paraglider Instructor Program and recertification clinic, hosted by GrayBird AirSports and Quest Air. Ray Leonard will administer the clinic. PG IP $350, instructor recertification $175. Prepayment required to reserve your spot. Participation limited. Contact: Gregg McNamee (352) 489-9969, or Russell Brown (352) 4290213. FEB. 1-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, 1-800235-1423.

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; register by Nov. 15, 1999. Contact: (775) 883-7070, www.pyramid.net/advspts.

Large, illuminated display, 40+ memories, 1.5w or Sw transmit output, scan function, lockable keypad, mss encoder standard, DTMF selective call, full featured! SALE S149 to $229, Dry-cell battery cases (AAx4), PTl's for all brand radios, antennas, etc.

This comfortable "One Size Fits All" radio harness instantly adjusts lo hold any radio snugly lo your chest. Features all-Corduro construction, large bellow cargo pocket and pen/antenna pouch. $44,95

kn1Je,

iGu-dl'ty

Solid Cordura construction protects your investment! Fully opens to cover gear or cinches up around unfolded wing, harness, etc., offering protection and portability. Unique "Cinch Closure" design slays ed! Built in stow bag and shoulder straps. The best quality and design available today!

N.-ririmm Hoa Kn'in1 Beautifully crafted aluminum hook knives all feature replaceable stainless steel blades and lightweight construction. Knife pockets available. 4" Single blade design. The best small hook knife available. 4 3/4" Also a single blade design, with snap strap. Incredibly rugged!

The 8" R11ptor. The highest quality Hook Knife available today. Light- weight and very strong, the handle is designed to fit your hand even while wearing heavy gloves.

Jackson Hole Paragliding (and Climbing, Kayaking, Mountain Biking, Fishing and General Recreation) Extravaganza by Will Gadd

ackson Hole, Wyoming is one big site: over 4,000 feet of southeast-facing mountain served by a tram, with the Grand Tetons just to the north and a big, flat valley spotted with small buttes to the east. It's a great place to fly, with a very active local flying community. (There are more paraglider pilots in Jackson than in Denver!) Novice pilots can't fly the mountain, but there are so many other absolutely stellar sites that this isn't much of an issue and may change in the future. The Extravaganza is an X-C competition, but it's also a fun fly-in with various events such as hike and fly, bomb drop and spot landing contests in which to compete.

SUNDAY, DAY ONE

It was blowing a hoolie at altitude, so Dan Olsen, Meet Head, called the day off early. This was good because many meat heads would have wasted our day sitting around on launch. Othar Lawrence, Mike Bellick, Todd Bibler, Bill Belcort, Nate Scales and I called our own task, a hike up the mountain, which takes about two hours or less depending on your suffering capacity. After that, about 25 competitors headed to the river in everything from rubber duckies to rodeo boats. The more of these comps I do the more I realize how critical it is to approach them not as flying events but sports trips with the possibility of flying. (By the way, many competitors did get morning flights in before the winds picked up.) MONDAY, DAY Two

The forecast was for early over-development, so a short (less than 15-mile task) was called. Although the site faces southeast, it doesn't really turn on until l :00 PM, which is strange, but we're about to learn

more about the strange local conditions. The task was basically a short flap south along a ridge to a turnpoint, followed by a shorter flap out into the valley to the Jackson high school. The wind at launch was over the back (from the north) at about 10 mph, but the thermals were countering this enough to launch. I and many other competitors didn't feel comfortable launching in the lee, so we walked over the ridge and launched into the wind, then flew around to the thermally lee side and climbed out. It doesn't matter if you're in a comp, you still are responsible for your own flying decisions. The meet was scored with GPS only, which is good because you don't have to worry about sectors or your $15 camera deciding to rewind after the start-tarp photo. The task was elapsed time, from the time a competitor crossed the start line in front of launch to goal, so timing was key; successful pilots would time their flights for best lift, others wouldn't. A large, rather black cloud threatened and shaded much of the first lOK to the turnpoint, and Othar and I decided to glide under it instead of heading out into the valley to escape it. The expected lift wasn't there for us, and Othar just made the first turnpoint "virtual beer can" while I got rained on and landed. Smarter competitors flew slowly but with lift around the cloud, eventually making goal. Some competitors felt that the cloud was quite dangerous, but the locals basically said, "We fly in worse all the time; shut up about it." I didn't really think it was that bad (I'd chosen to glide under the problem cloud), but there was definitely some perhaps justified grumbling. Many competitors sank out, while some got up to

about 15,000' off launch and basically did the whole course on one glide. Kevin Alexander won the day, with about a half dozen competitors reaching goal. The short distance and few competitors who made minimum distance dropped the validity to 540 points. DAYS THREE AND FOUR

Day three looked good, but again the forecast was for early over-development so another short task of 12 miles was called - five miles south down the ridge, same turnpoint as yesterday, then back to the Teton Village LZ. Conditions on launch were fairly quiet, with mild cycles coming up the south-facing launch from 8:00 AM on. The Extravaganza pilots were getting after it from the first tram up the mountain, often getting four or five 4,000-foot flights in before 12:00! The launch is literally a two-minute walk from the top of the tram, and the LZ is right near the bottom of the tram, so quick turnarounds are easy. The sky was filled with gliders all morning, including some healthy aerobatics. The start gate for this day's task opened at 11 :45 AM, so getting up quickly and getting on course was key. Tom Bartlett, a local, got up to about 15,000 feet and glided the entire course to goal in 36 minutes, while Eric Reed (Bay Area pilot, not local) took two thermals and did it an hour. I couldn't seem to get a grasp of the place and did a long death glide from 13,000 feet around the course, only to find exactly no lift anywhere and land about a mile from the LZ. About 25 other pilots had a similar experience with various starting altitudes, with the result that only four pilots made goal despite the very short course. The meet director called a 2:00 "mustland-by'' time because of the predicted over-development, but several competitors forgot this and managed to complete the course in several hours by devious routes, only to get zeroed for not landing by 2:00. Because the comp was being scored by GPS it was easy to see when people landed. Scotty Marion got zeroed despite finding enough lift to stay in the air for about four hours and make goal, as did others. I was finding the flying quite tricky, as were most PARAGLIDING

• people. The entire lead gaggle sank out with the exception ofTom Bartlett, which meant the scores flipped radically since most of the lead gaggle made goal the previous day. The recreational Extravaganza pilots kept flying until about 3:00, when everyone landed as the sky was obviously getting black and large. One pilot chucked off some time after 4:00, to everyone's amazement, and got a really rowdy backwards ride on a gust front for his efforts. Several locals asked what the heck he was thinking, and he replied that he knew what he was doing. From what I've just written it might sound like this event was a bit nutty. It wasn't. It was an excellent event and a lot of fun, but Jackson is a big site with big weather. Basically everyone from new P3's to world team pilots were having great flights, especially those flying in the Extravaganza as opposed to the comp. Some pilots had chucked up to nine 4,000foot laps in a day. Let's see, that works out to about two hours of airtime! The tasks had been low in validity and the lift somewhat unpredictable to many of us, but we had a lot of fun in a great town with a lot to offer in addition to flying. There were no tasks for the last four days, although again the paragliding extravaganzers and many comp pilots who could wake up in time for the early trams still flew almost every day. We also had several memorable sessions at various local walkup sites. I had a really fun evening flying with locals on High School Butte in the middle of town, and Kim Csizmazia, a new P2, ran two fast laps. Jackson is basically a town surrounded by and even spotted with flying sites. But with no tasks for the last four days, fun injuries did occur. Mark Horvath tried to ride a horse using only his T-shirt as a bridle, and fortunately the emergency room wasn't too busy. He should be walking soon. I developed massive blisters on both hands from kayaking. This may be the first paragliding comp pilots have left fitter than when they arrived, if only from all the evening flights from walk-up sites. The competition probably won't be worth JANUARY/FEBRUARY

2000

much for world team points or rankings, but I've decided that comps aren't really about competing; rather, they're a good excuse to hang out with your friends and generally recreate. Joking aside, this was a fun, well-organized event. We flew at least one or two extended sled rides every day in the morning, worked on wingovers/spins/whatever, paddled our brains out, hiked, climbed, swam, fished, and generally partook of all the good stuff to do here. Dan Olsen and the rest of the Jackson crew did a good job on this comp; I'll come back if he holds another one. The entry fee was reasonable, Jackson is a good town to hang out in, and the mountain is relatively pro-pilot. (The rules on the tram line are particularly lax. It's nice not to have to leave thermals as they drift over it.) I've never competed in a GPS-scored event, but I generally liked it. Mark and Paul Ferguson did a good job downloading everyone's scores and running the sailplanebased scoring system. (This was cool. You could see your flight in three dimensions from any direction on the computer screen - a definite techno-geek winner.) Scoring problems were minimal despite everyone trying to figure out how to make their GPS's work. One of the turnpoints was mismarked by about a quarter mile; I turned directly over the turnpoint and was just barely in the "beer can" radius. As is typical, the day after the comp was epic. XX and I had a stellar flight over the mountains into Idaho, while many others, including hospitality manager Mike Foster (I've never seen so many people crammed into one house), took a tour out and back over the 14,000-foot Tetons. The back part is especially relevant, as landing in Teton National Park may cost you your wing. Three pilots were fined several hundred dollars apiece earlier this season, so find a thermal if you get low. I can't imagine that paragliders have any significant impact compared with the jets landing at the airport in the middle of the park, so some kind of twisted logic must be at work here. So come on out next year, and be sure to bring a truck full of toys in addition to yourwing.111111

Jackson Hole Paragliding Extravaganza Results Place Pilot ...................... Total Points 1 Eric Reed ........................ 1,032 2 RickArmstrong ................. 991 3 Jon Patterson ..................... 912 4 Kevin Alexander ................ 844 5 Kevin Smith ...................... 740 6 Paul Ferguson .................... 720 7 Josh Cohn ......................... 716 8 Mike Carr ......................... 680 9 Chad Bastian ..................... 677 10 Will Gadd ......................... 660 11 Tom Bartlett.. .................... 630 12 Nat Scales .......................... 623 13 Othar Lawrence ................ 605 14 Jill Nephew ....................... 574 15 Brad Bloxham ................... 535 16 Scotty Marion ................... 498 17 Big Wally ........................... 492 18 Alan Bradley .................... ..491 19 Mark Horvath ................... 462 20 Mike Bellik. ...................... .441 21 Wade Ellett ....................... .430 21 Patterson Stark ................ ..430 23 Mike Reed ......................... 328 24 Bruce Wilson ..................... 262 25 Frank Gillette .................... 254 25 Ross Robinson ................... 254 27 Steve Thorpe ..................... 243 27 Jason McCounthy ............. 243 27 Tom Moock ...................... 243 27 Marrin Lades ..................... 243 27 Richard Kocurek ............... 243 27 Mark Ferguson .................. 243 27 Matthew Borocz ................ 243 34 Dawn Hirst ....................... 204

Eric Reed won an RS2 reserve parachute donated by Super Fly Boys (Firebirdl Gin/Ozone paragliders). Rick Armstrong won a helmet donated by SOL Paragliders and an Expedition suit donated by Critter Mountain Wear. Jon Patterson won a Dirt Bag donated by Critter Mountain Wear. Jill Nephew won a stunt kite donated by Airea and a Berber jacket donated by Critter Mountain Wear.

11111

SILVER SAFE PILOT AWARDS KATHLEEN WILDE

4TH DIAMOND SAFE PILOT AWARDS MICHAEL ROBERTSON

BEGINNER RATINGS Region l BAILLY, DEVIN: Portland, OR; R. Higgins/Sunsports PG BOURDESS, MIKE: Portland, OR; L. Pindar/Over the Hill PG BURKE, DAVID: Juneau, AK; G. Randall/Flying Dreams PG CAMPADORE, RANDY: Bellevue, WA; L. Chircio/Chirico's Fright School CURTIS, FRANK: Rainier, OR; D. Raybourn/HG/PG School of Oregon GEORGE, LOUIS: Everett, WA; F. Johnson/US Airborne GOVINDARAJAN, ANITA: Beaverton, OR; D. Raybourn/HG/PG School of Oregon GROSSBERG, ALAN: Seattle, WA; L. Chirico/Chirico Fright School MC KAIN, MARK: Twisp, WA; C. Mullack/Tiger Mtn PG MCELROY, COLIN: Bellingham, WA; M. DeVietti/Dixon's AirpltPG MONTGOMERY,JOHN: Federal Way, WA; L. Chirico/Chirico's Fri tSchool MORRILL, KAI: Bellingham, WA; M. DeVietti/Dixon's Airplay P NICHOLS, PAMELA: Redmond, WA; L. Chirico/Chirico's Fright School RIPP, FRED: Eagle River, AK; B. Hamler/Golden Eagle PG STEFANIAK, ERIC: Fort Lewis, WA; L. Chirico/Chirico's Fright School WARD, GLENN: Seattle, WA; M. DeVietti/Dixon's Airplay PG WHITE, JAY: Gis Harbor, WA; L. Chirico/Chirico's Fright School WILLIAMSON, JOHN: Bellevue, WA; B. Hannah/Paraglide Washington Region 2 BAUMGARTL, WILLIAM: Oakland, CA; J. Lucas/Glidell CANATA, CHRIS: San Jose, CA; J. Lucas/Glidell DISON, CORY: Los Osos, CA; K. Wong/Big Air PG EDINGER, MATTHIAS: Redwood City, CA; J. Laos/Glidell GARDNER, AL: Carmel Valley, CA; H. Murphy/Surf the Sky PG JONES, CHRISTOPHER: Daly City, CA; W. Anderson/Merlin Flight School LANCASTER, MICHAEL: Fresno, CA; N. Stanford/Hill Country PG RICKER, BILL: San Jose, CA; J. Laos/Glidell SCHILLINGER, MAX: Arcata, CA; S. Mayer/Cloud 9 PG TOWNSEND WELLS, PATRICK: Castro Valley, CA; G. Sternik/Skytimes PG Region 3 ALBAUGH, LORA: El Centro, CA; M. DeBarros/Atmosphere PG ALGUIRE, GARY: Encinitas, CA; S. Amy/Proflyght Hawaii PG BARSA, RENEE: Summerland, CA; C. Bastian/Fly Above All CANNEY, CHARLES: Palmdale, CA; R. McKenzie/High Adventure CUCINOTTA, RICCARDO: San Diego, CA; K. HonwTorrey Pines Gliderport HURLBETT, ROBERT: Santa Barbara, CA; C. Basnan/Fly Above All JAY, MIKE: Santa Barbara, CA; C. Bastian/Fly Above All KORSAK, ANDREW: Kancohe, HI; S. Amy/Proflyght Hawaii PG MANALIS, ANDY: Goleta, CA; S. McGarva/Sky n' Out PG MCCLURE, DAVID: San Diego, CA; K. Hong/Torrey Pines Gliderport MEADOWS, CHUCK: Sherman Oaks, CA; J. Meyers/Airtek MORGAN, JOHN: Palmdale, CA; C. Bastian/Fly Above All O'NEILL, DENNIS: Pasadena, CA; R, McKenzie/High Adventure OBLANDER, BRIAN: Saugus, CA; C. Bastian/Fly Above All RAOUL, BLASI: San Diego, CA; K. Hong/Torrey Pines Gliderport ROJAS, JUAN: Santa Barbara, CA; S. McGarva/Sky n' Out PG ROSS, JON: Kailva, HI; S. Amy/Proflyght Hawaii PG ROSS, TRISHA: Kailva, HI; S. Amy/Proflyght Hawaii PG SCOTT, CAROLYN: Placentia, CA; J. Meyers/Airtek SCOTT, KEN: Placentia, CA; J. Meyers/Airtek SOFFICI, SHERI: Santa Barbara, CA; C. Bastian/Fly Above All STEWART, RUSSELL: Torrance, CA; R. McKenzie/High Adventure WUNDERLICH, GEROLD: Haleiwa, HI; P. Michelmore/Paradise PG Region4 AUER, ADAM: Tempe, AZ; M. DeVietti/Dixon's Airplay PG BRENNING, TAWNYA: Salt Lake City, UT; S. Mayer/Cloud 9 PG BRIDGES, LLOYD: Riverton, UT; S. Marion/Point of the Mtn PG BROOKS, JAMES: Phoenix, AZ; M. DeVietti/Dixon's Airplay PG CARVALHO, MARK: Sandy, UT; S. Mayer/Cloud 9 PG CEELEN, JONAS: Boulder, CO; G. Banks/Parasoft PG DALE, TONDELEYO: Avon, CO; G. Kelley/Vail Valley PG EGAN, RALPH: Draper, UT; K.Hudonjorgensen/Two Can Fly FERGUSON, RYAN: Sandy, UT; K.Hudonjorgensen/Two Can Fly FONTANA, WALTER: Santa Fe, NM; L. Linde/Eastcoast PG GRIFFITHS, BEN: Littleton, CO; G. Banks/Parasoft PG GRIFFITHS, DON: Littleton, CO; G. Banks/Parasoft PG GRYGLA, ANGELA: West Jordan, UT; S. Mayer/Cloud 9 PG

GRYGLA, RYAN: West Jordan, UT; S. Mayer/Cloud 9 PG HANSEN, DALE: Smitl1field, UT; F. Gillete/Magic Valley Gliders I IICKS, JAMES: Salt Lake Ci~, UT; S. Mayer/Cloud 9 PG HOTH, TRACY: N Logan, Uf; F. Gillette/Magic Valley Gliders HOUGHTON, TROY: Aspen, CO; A. Palmaz/Aspen PG KAMAYA, HIROSHI: Salt Lake City, UT; S. Mayer/Cloud 9 PG KOHLER, REINER: Alamogordo, NM; K. Baier/Airjunkies PG LILA, RASA: Albuquerque, NM; W. Smith/Mm Flyers PG LINVILLE, DAVID: Chandler, AZ; M. DeViecti/Dixon's Airplay PG MAJOR, CHRIS: Avon, CO; K. Husted/Vail Valley PG MARTIN, REX: Flagstaff, AZ; M. DeVietti/Dixon s Airplay PG MERWIN, JULIE: Sandy, UT; S. Mayer/Cloud 9 PG MERWIN, KRISTIAN: Sandy, UT; S. Mayer/Cloud 9 PG MICHEAU, SHAWN MITCH: Grand Junction, CO; S. Mayer/Cloud 9 PG MORGAN, GREGORY: Park City, UT; S. Mayer/Cloud 9 PG NORDUND, USA: Aspen, CO; S. Mayer/Cloud 9 PG NORRIS, DONALD: Denver, CO; G. Banks/Parasoft PG OWNES, ROYAL CRAIG: Carbondale, CO; A. Palmaz/Aspen PG POULSEN, ERIN: Sandy, UT; K.Hudonjorgensen/Two Can Fly REICHMAN, DON: Colorado Springs, CO; G. Banks/Parasoft PG REVENAUGH, RICHARD: Salt Lake City, UT; S. Mayer/Cloud 9 PG SIMMONS, DAVID: Page, AZ; M. DeVietti/Dixon's Airplay PG SPRIGGS, RICK: Tucson, AZ; M. DeVietti/Dixon's Airplay PG TAYLOR, RYAN: Telluride, CO; S. Marion/Point of the Mtn PG THOMAS, RON: Holladay, UT; S. Mayer/Cloud 9 PG THOMPSON, PETE: Flagstaff, AZ; M. DeVietti/Dixon's Airplay PG Region 5 MITROVICH, STEFAN: Bozeman, MT; M. Sivazlian/High Plains PG MCWHOSTER, CAROL: Vaughn, MT; D. Covington/Big Sky PG Region6 WYNNE, LUTHER: Newalla, OK; D. White/Dixon's Airplay PG Region 7 KEATING, MC: Chicago, IL; M. DeVietti/Dixon's Airplay PG KLEIN, JARED: Bloomfield Hill, MI; D. Jebb/Torrey Pines Gliderport TOWNE, SCOTT: Brighton, Ml; B. Fifer/Traverse City HG/PG Region 8 DUNCAN, RICHARD: Hyde Park, VT; R. Sharp/Parafly PG EILERS, FRITZ: Portsmouth, NH; J. Nicolay/Morningside FP SCHAFER, DAYID: Natick, MA; J. Nicolay/Morningside FP STEINMETZ, LORI: Mansfield, MA; S. Amy/Proflyght Hawaii PG Region 9 ARNOLD, RICKY RAY: Vinton, VA; C. Bowles/Southern Skies PG ARNOLD, WILLIAM: Doylestonn, PA; D. White/Dixon's Airplay PG BISER, SCOTT: Cincinnati, OH; K.Hudonjorgensen/Two Can Fly BROWN, CLARK: Newark, DE; M. Bell/Torrey Pines Gliderport COBB, JEAN: Blacksburg, VA; C. Bowles/Southern Skies PG COBB, RICHARD: Blacksburg, VA; C. Bowles/Southern Skies PG COLLIER, MARK: Bridgewater, VA; C. Bowles/Southern Skies PG SCOTT, L RAY: Woodville, VA; C. Bowles/Southern Skies PG SZCZEPAWOWSKI, MATTHEW: Philadelphia, PA; S. Mayer/Cloud 9 PG Region 10 BUENO, ALURZO: Sun Rise, FL; J. Casaudoumecq/Aerolight USA COMETTI, PAULO: Fruit Cove, FL; T. Bowles/Southern Skies PG EHLERS, DAVID: Banner Elk, NC; C. Bowles/Southern Skies PG HASTINGS, ROBERT: Punta Santiago, PR; J. Nicolay/Morningside FP MILLER, BRYAN: Sarasota, FL; C. Bowles/Southern Skies PG PEARCE, PAUL: Fort Mill, SC; C. Bowles/Southern Skies PG PLANCK IV, ERNEST: Salada, NC; C. Bowles/Southern Skies PG Region 11 ELLIS, THOMAS: Austin, TX; M. Osowski/Hill Country PG HELFRICH, TERRY: Austin, TX; M. Osowski/Hill Country PG MENDIOLA, FRANK: San Antonio, TX; M. Osowski/Hill Country PG PAUR, LEONARD: Livingston, TX; M. deJong/Mescalito SANDERS, SCOTT: Highland Village, TX; N. Stanford/Hill Countty PG SMITH, MICHAEL: Coppell, TX; D. Broyles/Kite Enterprises Region 12 COLARDI, JOHN: N Bellmore, NY; M. DeVietti/Dixon's Airplay PG KICSKA, GREG: Bronx, NY; R. Liggett/Eastcoast PG KUNSBERG, PHILIP: Maplewood, NJ; M. DeVietti/Dixon's Airplay PG LEMECK, DENIS: Merrick, NY; M. DeVietti/Dixon's Airplay PG MILLER, STEVE: Bronx, NY; R. Liggett/Eastcoast PG

PARAGLIDING

RAMAKRISHNAN, S KARTHICK: Princeton, NJ; R. Liggett/Eastcoast PG ROTH,JR, ROBERT: Bloomfield, NY; P. Voight/Fly Higli HG TILSON, THOMAS: New York, NY; D. White/Dixon's Airplay PG TRAVERS, SCOTT: Apo, AE; F. Desancis/U Can Fly 2 Region 13 AGUILAR ISLAS, GUADALUPE: Mexico; M. Gutierrez/Alas Del Hombre ALFARO, JAVIER: Mexico; M. Gutierrez/Alas Del Hombre ANDERTON, DEBBIE: Canada; M. de Jong/Mescalito BUIRA CLARK, SEBASTIAN: Mexico; M. Gutierrez/Alas Del Hombre DAVIS, JASON: Canada; M. de Jong/Mescalico ENGLISH, JOE: Canada; M. de Jong/Mescalico ESPINOSA, ALFREDO: Mexico; M. Gutierrez/Alas Del Hombre FERNANDES, DARREN: Canada; M. deJong/Mescalico GIBBS, GORDON: Canada; M. de Jong/Mescalito GONZALEZ, ALEJANDRO: Mexico; M. Gutierrez/Alas Del Hombre GOOSEN, BRENT: Canada; M. de Jong/Mescalito PG HARRISON, ANNA KAY: Jamaica; K. Hong/Torrey Pines Gliderport LONGFORD, ULIC: Canada; S. Mayer/Cloud 9 PG MOORE, JOHN: Mexico; M. Gutierrez/Alas Del Hombre SANCHEZ CAMPOS, OSCAR: Mexico; M. Gutierrez/Alas Del Hombre SAVIC, VLADIMIR: Switzerland; T. Alexander/Aspen PG SCOTT, ARRAN: Japan; M. DeViecci/Dixon's Airplay PG VON DUESZELN, JURGEN: Jamaica; K. Hong/Torrey Pines Gliderport WEIGELMANN, RICK: Canada; M. de Jong/Mescalico NOVICE RATINGS Region l BAILLY, DEVIN: Portland, OR; R. Higgins/Sunsports PG BOURDESS, MIKE: Portland, OR; L. Pindar/Over the Hill PG BURKE, DAVID: Juneau, AK; G. Randall/Flying Dreams PG CAMPADORE, RANDY: Bellevue, WA; L. Chircio/Chirico's Fright School CAMPBELL, ANGUS: West Linn, OR; L. Pindar/Over the Hill PG CURTIS, FRANK: Rainier, OR; D. Raybourn/HG/PG School of Oregon GOVINDARAJAN, ANITA: Beaverton, OR; D. Raybourn/HG/PG School of Oregon GROSSBERG, ALAN: Seattle, WA; L. Chirico/Chirico Fright School MC KAIN, MARK: Twisp, WA; C. Mullack/Tiger Men PG MCELROY, COLIN: Bellingham, WA; M. DeVietti/Dixon's Airplay PG MONTGOMERY, JOHN: Federal Way, WA; L. Chirico/Chirico's Fright School MORRILL, KAI: Bellingham, WA; M. DeVictti/Dixon's Airplay PG NICHOLS, PAMELA: Redmond, WA; L. Chirico/Chirico's Fright School ROBERTS, KURT: Seattle, WA; E. Oman/Wild Wing PG STEFANIAK, ERIC: Fore Lewis, WA; L. Chirico/Chirico's Fright School WHITE, JAY: Gig Harbor, WA; L. Chirico/Chirico's Fright School WILLIAMSON, JOHN: Bellevue, WA; B. Hannal1/Paraglide Washington YAMAKAWA, TAKESHI: Vancouver, WA; L. Pindar/Over the Hill PG Region 2 ANDREWS II, WILLIAM: Fallon, NV; R. Leonard/Adventure Spores BASS, BRAD: Concord, CA; T. Switzer/Skycime PG BAUMGARTL, WILLIAM: Oakland, CA;]. Lucas/Glidell CANATA, CHRIS: San Jose, CA; J. Lucas/Glidell DISON, CORY: Los Osos, CA; K. Wong/Big Air PG EDINGER, MATTHIAS: Redwood City, CA;]. Laos/Glidell FOREMAN, GABE: Davis, CA; K. Hong/Torrey Pines Gliderport GARDNER, AL: Carmel Valley, CA; H. Murphy/Surf the Sky PG JONES, CHRISTOPHER: Daly City, CA; W. Anderson/Merlin Flight School LANCASTER, MICHAEL: Fresno, CA; N. Stanford/Hill Country PG RICKER, BILL: San Jose, CA;]. Laos/Glidell SCHILLINGER, MAX: Arcata, CA; S. Mayer/Cloud 9 PG SPARRER, HELMUT: San Francisco, CA; J. Laos/Glidell TOWNSEND WELLS, PATRICK: Castro Valley, CA; G. Sternik/Skytimes PG Region 3 ALBAUGH, LORA: El Centro, CA; M. DeBarros/Acmosphere PG BARSA, RENEE: Summerland, CA; C. Bastian/Fly Above All CANNEY, CHARLES: Palmdale, CA; R. McKenzie/High Adventure CUCINOTTA, RICCARDO: San Diego, CA; K. Hong/Torrey Pines Gliderport HURLBETT, ROBERT: Santa Barbara, CA; C. Bastian/Fly Above All JAY, MIKE: Santa Barbara, CA; C. Bastian/Fly Above All KORSAK, ANDREW: Kancohe, HI; S. Amy/Proflyghc Hawaii PG MANALIS, ANDY: Goleta, CA; S. McGarva/Sky n' Out PG MCCLURE, DAVID: San Diego, CA; K. Hong/Torrey Pines Gliderport MEADOWS, CHUCK: Sherman Oaks, CA; J. Meyers/Aircek MORGAN, JOHN: Palmdale, CA; C. Bastian/Fly Above All O'NEILL, DENNIS: Pasadena, CA; R, McKenzie/High Adventure

JANUARY/FEBRUARY 2000

OBLANDER, BRIAN: Saugus, CA; C. Bastian/Fly Above All RAOUL, BLASI: San Diego, CA; K. Hong/Torrey Pines Gliderport ROJAS, JUAN: Santa Barbara, CA; S. McGarva/Sky n' Out PG ROSS, JON: Kailva, HI; S. Amy/Proflyght Hawaii PG ROSS, TRISHA: Kailva, HI; S. Amy/Proflyght Hawaii PG SCOTT, CAROLYN: Placencia, CA; J. Meyers/Airtek SCOTT, KEN: Placentia, CA;]. Meyers/Aircek STEWART, RUSSELL: Torrance, CA; R. McKenzie/High Adventure VON ZABERN, JEFF: Riverside, CA; R. Von Zabern WUNDERLICH, GEROLD: Haleiwa, HI; P. Michelmore/Paradise PG Region 4 BRENNING, TAWNYA: Salt Lake City, UT; S. Mayer/Cloud 9 PG BRIDGES, LLOYD: Riverton, UT; S. Marion/Point of the Men PG CARVALHO, MARK: Sandy, UT; S. Mayer/Cloud 9 PG CEELEN, JONAS: Boulder, CO; G. Banks/Parasoft PG DALE, TONDELEYO: Avon, CO; G. Kelley/Vail Valley PG FONTANA, WALTER: Santa Fe, NM; L. Linde/Eastcoast PG GRIFFITHS, BEN: Littleton, CO; G. Banks/Parasoft PG GRIFFITHS, DON: Littleton, CO; G. Banks/Parasofc PG GRYGLA, ANGELA: West Jordan, UT; S. Mayer/Cloud 9 PG GRYGLA, RYAN: West Jordan, UT; S. Mayer/Cloud 9 PG HANSEN, DALE: Smithfield, UT; F. Gillece/Magic Valley Gliders HICKS, JAMES: Sale Lake City, UT; S. Mayer/Cloud 9 PG HOTH, TRACY: N Logan, UT; F. Gillette/Magic Valley Gliders HOUGHTON, TROY: Aspen, CO; A. Palmaz/Aspen PG KAMAYA, HIROSHI: Salt Lake City, UT; S. Mayer/Cloud 9 PG KOHLER, REINER: Alamogordo, NM; K. Baier/Airjunkies PG MAJOR, CHRIS: Avon, CO; K. Husted/Vail Valley PG MERWIN, JULIE: Sandy, UT; S. Mayer/Cloud 9 PG MERWIN, KRISTIAN: Sandy, UT; S. Mayer/Cloud 9 Pg MICHEAU, SHAWN MITCH: Grand Junction, CO; S. Mayer/Cloud 9 PG MORGAN, GREGORY: Park City, UT; S. Mayer/Cloud 9 PG NORDUND, LISA: Aspen, CO; S. Mayer/Cloud 9 PG NORRIS, DONALD: Denver, CO; G. Banks/Parasofc PG O'MALLEY, BRIAN: Englewood, CO; G. Kelley/Vail Valley PG REICHMAN, DON: Colorado Sprngs, CO; G. Banks/Parasofc PG REVENAUGH, RICHARD: Sale Lake City, UT; S. Mayer/Cloud 9 PG SPRIGGS, RICK: Tucson, AZ; M. DeVietti/Dixon's Airplay PG THOMAS, RON: Holladay, UT; S. Mayer/Cloud 9 PG WALDROP, MEL: Aspen, CO; S. Mayer/Cloud 9 PG Region 5 MCWHOSTER, CAROL: Vaughn, MT; D. Covington/Big Sky PG Region 6 WYNNE, LUTHER: Newalla, OK; D. White/Dixon's Airplay PG Region 7 TOWNE, SCOTT: Brighton, MI; B. Fifer/Traverse City HG/PG Region 8 DUNCAN, RICHARD: Hyde Park, VT; R. Sharp/Parafly PG EILERS, FRITZ: Portsmouth, NH; J. Nicolay/Morningside FP MELLOR, CHARLES: Peabody, MA; J. Nicolay/Morningside FP SCHAFER, DAVID: Natick, MA; J. Nicolay/Morningside FP Region 9 ARNOLD, RICKY RAY: Vinton, VA; C. Bowles/Southern Skies PG ARNOLD, WILLIAM: Doylestonn, PA; D. White/Dixon's Airplay PG COBB, JEAN: Blacksburg, VA; C. Bowles/Southern Skies PG COBB, RICHARD: Blacksburg, VA; C. Bowles/Southern Skies PG COLLIER, MARK: Bridgewater, VA; C. Bowles/Southern Skies PG DENNIS, CARL: Sterling, VA; C. Bowles/Southern Skies PG KRUEGER, CARL: Crittenden, KY; K. Munn/Ohio PG SCOTT, L RAY: Woodville, VA; C. Bowles/Southern Skies PG SZCZEPAWOWSKI, MATTHEW: Philadelphia, PA; S. Mayer/Cloud 9 PG Region 10 BUENO, ALURZO: Sun Rise, FL; J. Casaudoumecq/Aerolight USA CORLEY, JEFFREY: Sevierville, TN; T. Bowles/Southern Skies PG CROSIER, ROY: Jamestown, NC; C. Bowles/Southern Skies PG EHLERS, DAVID: Banner Elk, NC; C. Bowles/Southern Skies PG HASTINGS, ROBERT: Punta Santiago, PR;]. Nicolay/Morningside FP HEALEY, TIMOTHY: Aiken, SC; G. Callaghan/Sun Valley PG LUZWICK, PHIL: Tobaccoville, NC; C. Bowles/Southern Skies PG MCCLANAHAN, CHRISTOPHER: Charlotte, NC; T. Bowles/Soumern Skies PG MILLER, BRYAN: Sarasota, FL; C. Bowles/Southern Skies PG PEARCE, PAUL: Fort Mill, SC; C. Bowles/Southern Skies PG

Ill

PLANCK IV, ERNEST: Salada, NC; C. Bowles/Southern Skies PG WILLIAMS, JOHN: Florence, SC; C. Bowles/Southern Skies PG

RUNGE, DWIGHT: Jensen Beach, FL; C. Bowles/Southern Skies PG TORRENT£, ROBERTO: Miami, FL; J. Casaudoumecq/Aerolight USA

Region 11 HELFRICH, TERRY: Austin, TX; M. Osowski/Hill Country PG PAUR, LEONARD: Livingston, TX; M. deJong/Mescalito SANDERS, SCOTT: Highland Village, TX; N. Stanford/Hill Country PG SMITH, MICHAEL: Coppell, TX; D. Broyles/Kite Enterprises

Region 12 MILICH, LUKE: New York, NY; R. Liggerr/Easrcoasr PG

Region 12 KICSKA, GREG: Bronx, NY; R. Liggett/Eastcoast PG MILLER, STEVE: Bronx, NY; R. Liggett/Eastcoast PG RAMAKRISHNAN, S KARTHICK: Princeton, NJ; R. Liggett/Eastcoast PG ROTH, JR, ROBERT: Bloomfield, NY; P. Voight/Fly Higli HG TRAVERS, SCOTT: APO, AE; F. Desantis/U Can Fly 2 Region 13 ANDERTON, DEBBIE: Canada; M. de Jong/Mescaliro BUIRA CLARK, SEBASTIAN: Mexico; M. Gutierrez/Alas Del Hombre DAVIS,JASON: Canada; M. deJong/Mescaliro ENGLISH, JOE: Canada; M. de Jong/Mescalito ESPINOSA, ALFREDO: Mexico; M. Gutierrez/Alas Del Hombre FERNANDES, DARREN: Canada; M. de Jong/Mescalito GIBBS, GORDON: Canada; M. deJong/Mescalito GONZALEZ, ALEJANDRO: Mexico; M. Gutierrez/Alas Del Hombre GOOSEN, BRENT: Canada; M. de Jong/Mescalito PG LONGFORD, ULIC: Canada; S. Mayer/Cloud 9 PG SANCHEZ CAMPOS, OSCAR: Mexico; M. Gutierrez/Alas Del Hombre SCOTT, ARRAN: Japan; M. DeVietti/Dixon's Airplay PG WEIGELMANN, RICK: Canada; M. de Jong/Mescaliro

INTERMEDIATE RATINGS Region l ADAMS, WALLY: Seattle, WA; L. Chirico/Chirico's Fright School BOND, HAROLD: Snohomish, WA; M. DeVietti/Dixon's Airplay PG BROWN, KAREN: Selah, WA; L. Chirco/Chirico's Fright School CHESNUT, TOM: Springfield, OR; R. Schmaltz/Over the Hill PG GLATTE, HAYDEN: Talent, OR; K. Lee/Thermal Tracker PG GREAVES, DANA: Medford, OR; K. Lee/Thermal Tracker PG LOCOCO, DAN: Eugene, OR; K. Lee/Thermal Tracker PG LUDERER, ANDREAS: Wenatchee, WA; K. Hong/Torrey Pines Gliderport NICHOLS, PAMELA: Redmond, WA; L. Chirico/Chirico's Fright School SANZONE, MARK: Hillsboro, OR; S. Rori/Mt. Bachelor PG SAWYER, LESLIE: Portland, OR; R. Higgins/Sunsports PG SMITH, PHIL: Anchorage, AK; B. Hamler/Golden Eagle PG WALLMAN, LAWRENCE: Seattle, WA; C. Santacroce/Super Fly Boyz WICK, KRISTIN: Jacksonville, OR; K. Lee/Thermal Tracker PG Region 2 COOLEY, BARBARA: Palo Alto, CA; J. Lucas/Glidell GARDNER, AL: Carmel Valley, CA; H. Murphy/Surf the Sky PG GELUARDI, MICHAEL: Berkeley, CA; S. Mayer/Cloud 9 PG LIENAU, RYAN: San Jose, CA; H. Murphy/Surf the Sky STOCKER, ANDY: Los Altos, CA; T. Switzer/Skytimes PG Region 3 BEIDLER, TOM: Santa Barbara, CA; C. Bastian/Fly Above All CUCINOTTA, RICCARDO: San Diego, CA; K. Hong/Torrey Pines Gliderport HAGEN, EIVIND: Solana Beach, CA; M. DeBarros/Atmosphere PG KORSAK, ANDREW: Kancohe, HI; S. Amy/Proflyghr I Iawaii PG MC BRIDE, LORI: San Diego, CA; K. Baier/Airjunkies PG RAOUL, BLASI: San Diego, CA; K. Hong/Torrey Pines Gliderport Region 4 FONTANA, WALTER: Santa Fe, NM; L. Linde/Eastcoast PG HAYES, CARY: Crested Butte, CO; S. Mayer/Cloud 9 PG HEWES, KELLY: Englewood, CO; L. Self/RMHGA HOLMES, MICHAEL: Golden, CO; W. Laurence/Fly Away PG MELLON, DAVID: Carbondale, CO; D. Johnson/Aspen PG Region 5 MORCH, CHRISTIAN: Jackson, WY; S. Mayer/Cloud 9 PG Region 9 HULETT, MICHAEL: Lovettsville, VA; K. Lee/Thermal Tracker Region 10 BUENO, ALURZO: Sun Rise, FL; J. Casaudoumecq/Aerolight USA PEARCE, PAUL: Fort Mill, SC; C. Bowles/Southern Skies

Region 13 WEIGELMANN, RICK: Canada; M. deJong/Mescaliro

ADVANCED RATINGS Region l GRICE, GORDON: Mukilteo, WA; K.Hudonjorgensen/Two Can Fly HEIM, ROBERT: Duvall, WA; L. Chirico/Chirico's Fright School KOWING, TERRY: Renton, WA; L. Chirico/Chirico's Fright School PARK, ANDREW: Lal,e Oswego, OR; J. Williams/Air America PG SARGENT, JOHN: Portland, OR; S. Rori/Mr. Bachelor PG Region 2 CHILDS, TIMOTHY: San Francisco, CA;]. Lucas/Glidell GARDNER, AL: Carmel Valley, CA; H. Murphy/Surf the Sky PG HUG, MARKLEY: Las Vegas, NV; K. Biernacki/Upper Limits NARAYANASWAMY, SHANKAR: Sunnyvale, CA; J. Lucas/Glidell 0 CONNOR, ENLEAU: Oak Run, CA; E. Pitman/Fly America PFEIFFER, GENE: Los Gatos, CA; J. Lucas/Glidell Region 3 DAINSBERG, ANDREW: Summerland, CA; C. Bastian/Fly Above All Region4 CALKINS, MICHAEL: Tucson, AZ; S. Horton/Alas De Arizona CHRISTENSON, ABRAI-IAM: Salt Lal{e, UT; H. Comfort/The Soaring Center COOPER, JERRY: Boulder, CO; G. Banks/Parasoft PG DELMISSIER, PETER: Sandy, UT; K.Hudonjorgensen/Two Can Fly KAMM, RHETT: Littleton, CO; M. Smith STANKOSKY, THOMAS: St George, UT; K.Hudonjorgensen/Two Can Fly Region 8 PATT, TONY: Cambridge, MA; S. Berk Region 10 PEARCE, PAUL: Fort Mill, SC; C. Bowles/Southern Skies PG Region 13 GHIBAN, FLORIAN: Canada; K. Hong/Torrey Pines Gliderport WEIGELMANN, RICK: Canada; M. de Jong/Mescalito

MASTER RATINGS Region l TRACY, BRUCE: Omak, WA; Region4 DAVIS, KELLY: Aspen, CO;

TANDEM ONE RATINGS Region l HOLZGROVE, BILL: Maple Valley, WA; K.Hudonjorgensen/Two Can Fly LANKTON, DAVID: Portland, OR; J. Saltviet/NWFLP Region 2 0 CONNOR, ENLEAU: Oak Run, CA; E. Pitman/Fly America Region 3 PISAR, ROMAN: Rolling Hills, CA; M. DeBarros/Atmosphere PG Region4 COOPER, JERRY: Boulder, CO; G. Banks/Parasoft PG HART, CRAIG: Aspen, CO; S. Mayer/Cloud 9 PG MEEHAN, TIMOTHY: Arvada, CO; W. Laurence/Fly Away PG MICHAELIS, NEAL: Telluride, CO; K. Baier/Airjunkies PG PINKNEY, DONN: Telluride, CO; K. Baier/Airjunkies PG WEBSTER, THOMAS: Sandy, UT; S. Mayer/Cloud 9 PG Region 5 HILDEBRAND, CHIP: Jackson, WY; S. Harris/Paraglide Wyoming Region 10 RICHARD, RUSS: Pensacola, FL; M. Masterson/Ad Flyer

PARAGLIDING

TANDEM INSTRUCTOR RATINGS Region 2 GASPARIAN, SCOTT: Pacifica, CA; C. Santacroce/Super fly Boyz STARK D.C., PATTERSON: Las Vegas, NV; K. Baier/Airjunkies PG Region 4 CRISTOL,JEFF: Telluride, CO; K.Hudonjorgensen/Two Can Fly MARION, SCOTTY: Draper, UT; C. Santacroce/Super Fly Boyz Region 5 BURKE, SOLOMON: Kooskia, ID; K.Hudonjorgensen/Two Can Fly Region 12 SODRE, MOISES: Astoria, NY; L. Linde/Eastcoast PG

TOP 10 SCHOOL/CLUB LEADERS IN BEGINNER (PARA 1) RATINGS ISSUED RANK ...... SCHOOL. .......................................... BEGINNER I ............... Cloud 9 Paragliding ............................................ 82 2 ............... Dixon's Airplay Paragliding ................................. 85 3 ............... Torrey Pines Gliderport ...................................... 73 4 ............... Southern Skies Paragliding .................................. 58 5 ............... Hill Country Paragliding ..................................... 33 6 ............... East Coast Paragliding ......................................... 28

7 ............... Fly Above All ...................................................... 29 8 ............... Morningside Flight Park ..................................... 19 9 ............... Sun Valley Paragliding ........................................ 15 10 .............Aspen Paragliding ............................................... 17 TOP 10 SCHOOL/CLUB LEADERS IN NOVICE (PARA 2) RATINGS ISSUED RANK ...... SCHOOL ............................................... NOVICE I ............... Cloud 9 Paragliding ............................................ 81 2 ............... Dixon's Airplay Paragliding ................................. 53 3 ............... Southern Skies Paragliding .................................. 57 4 ............... Torrey Pines Gliderport ..................................... .42 5 ............... East Coast Paragliding ......................................... 28 6 ............... Fly Above All ...................................................... 23 7 ............... Morningside Flight Park ..................................... 22 9 ............... The Soaring Center ............................................. 16 8 ............... Parasoft Paragliding ............................................. 20 9 ............... Sun Valley Paragliding ........................................ 16

Rankings were compiledfrom ratings published in the January/February 1999 2000 issue a/Paragliding magazine.

FLY HARD

Paraglide the western states. Great maneuvers, great sound.35min. $35.95

TURNING POINT (in Alpine Thermalling) 50%PG, 50%HG. Learn to tame the elusive thermal. Filmed in Europe. 24min. $35.95

PARAGLIDING-THE COMPLETE GUIDE by Noel Whittal. The most complete & comprehensive guide on the market today. Over l 00 color photographs. 200 pgs $26.95

PARAGLIDING-A PILOT'S TRAINING MANUAL by Mike Meier/Wills Wing $19.95 Covers all aspects of paragliding. Equipment, beginner skills, flying techniques & more.

UNDERSTANDING THE SKY by Dennis Pagen. The most complete book on micrometerology for all sport aviators. Plenty of photos & illustrations. $19.95

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

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

STARTING PARAGLIDING Covers basic preparations for your first flights. 30min. $29.95

) MASTERS AT CLOUDBASE A paragliding music video. $19. 95

USHGA, Box 1330, Colorado Springs CO 80901-1330 1-800-616-6888 Visa/MC fax (719) 632-641 7 www.ushga.org Please add s/h (USA) $4.50 for videos, $5.50 for books. Orders over $50 call!

JANUARY/FEBRUARY

2000

gJ by Gregg Lawless t the October 22-24 Board of Directors meeting held in Colorado Springs, the USHGA's Board made a decision that has the potential to dramatically change both the sports of hang gliding and paragliding in the United States. Executive Director Phil Bachman, and past President Gregg Lawless, reviewed a presentation recommending that the USHGA begin exploring the development of a membership services joint venture between the USHGA and the SSA. After this presentation, the Board approved signing a memorandum of understanding with the SSA to form a membership services organization aimed at integrating those operations similar to both organizations. The operations initially identified as candidates for this new organization are magazine production, merchandise development and sales, Internet operations, event operations and membership services. The presentation highlighted many of the similarities between the two organizations. These similarities consisted of the following operational issues: soaring flight, access to airspace, increasing overlap of ground operations, training and safety issues, SSA moving toward self-regulation. In addition, the following business issues revealed other similarities: magazine production, Internet operations, merchandising, advertising management, membership processing. As the USHGA has grown over the past 20-25 years it has gradually become more and more like the SSA, as have their specific sports. Centralizing the management of all functions similar to each organization under the umbrella of a joint venture, as envisioned, creates many opportunities for both organizations. Some of these opportunities are: promotion of growth throughout both organizations, enhancement of membership benefits, improved management oflimited resources through shared functions,

increased ability to create new programs, and strengthened leverage, in both the political arena and business world, provided by an increased membership base. You might be wondering how we could expect to see growth come from the formation of this alliance. The sports of hang gliding, paragliding and soaring have been converging on each other over the last few years more than most of us realize. A recent discussion I had with Mark Mocho highlights this. Mark attended the joint convention sponsored by the SSA in Memphis last year. While there he had a discussion with an oldtime sailplane pilot. They began comparing records such as longest flight, total airtime and such. As it turns out, Mark's longest flight exceeded this sailplane pilot's longest and if memory serves me, Mark's total airtime either exceeded his or came awfully close. (Mark's been flying a long time.) This sailplane pilot was shocked, to say the least. His impression of hang gliding was from the old days when a pilot's motto was "don't fly any higher than you care to fall." Take this example and combine it with the growth of towing at flight parks like Wallaby and Lookout, and sailplane airports become a natural offshoot. Combining the efforts of the SSA and USHGA potentially begins to open up existing sailplane airports to hang gliding and paragliding tow operations. Once this begins to happen, USHGA members will become more involved with sailplanes and vice versa, leading to a crosspollination of the membership. In addition, both sports should expect to see growth as increased activities begin to occur at sailplane airports. Membership benefits will increase as a result of increased efficiencies. Over the past few months, Phil Bachman has been working closely with his counterpart at the SSA, president Larry Sanderson, on potentially combining the printing of all three maga-

zines at one print house. Preliminary results from this effort indicate a potential savings of 10% to 20%, or $45,000 to $95,000, to the two organizations. This potential savings is just from the printing of the magazines. Once we have the ability to get down to the other production-related costs and sale of advertising we should be able to substantially lower our magazine expenses and increase the associated revenue. These savings can then be redirected toward adding services for our respective memberships. There are many other areas in which the combined efforts of the USHGA and the SSA will improve our respective activities. Once these initial issues are addressed we can begin exploring the sharing of others responsibilities, such as accounting, facilities and issues we have not even thought of yet. So, what are the next steps and what is the timeline? Subsequent to the Board's decision to move forward with this joint venture, the executive committee appointed David Glover, Pete Lehmann and me to be the founding directors of this new organization. The next step will take place on Januaty gth and 9th when the USHGA's team meets with SSA's team to establish the vision and direction for this new organization. A name will be chosen, all of the pertinent legal paperwork will be completed and filed, and then Phil and Larry will begin working the plan developed at this kickoff meeting. The timeline will be slow to start to ensure that both organizations are 100% in agreement with the direction. In the event either organization believes that the stated goals and objectives are unattainable, it can withdraw its participation. An important concept to keep in mind as you think about this joint venture is that we are talking about forming a brand new organization. Neither the USHGA nor the SSA will cease to exist. They will be joint owners in this new organization and as such will have a vested interest in the development of the new organization. This is a lowrisk endeavor. Our most significant investment will be time and manpower. The potential benefits far outweigh the risks. I and your Board truly believe that this is a first step in redefining the future of the membership services provided to all of our members. Im

PARAGLIDING

PR[~!;

USHGA 2000 HANG GLIDING CALENDAR· Excellent hang gliding photography................. 1/b

QTY_ Total Wei_ght. TOTAL

$ 9.95

NS .,,,TOWING ALOFT by Dennis Pagen/Bill Bryden. Covers ALL aspects of towing. 372 pgs ....... 3/b ,',PARAGLIDING-THE COMPLETE GUIDE by Noel Whittall. Comprehensive, color. 200 pgs .... 2/b UNDERSTANDING THE SKY by D. Pagen. THE most complete book on micrometerology ........ 2/b PARAGLIDING-A PILOT'S TRAINING MANUAL by M.Meier/Wills Wing. Covers all aspects ..... 2/b ACCESS & THE GENERAL AVIATION AIRPORT ENVIRONMENT by 8. Moorman . ................ 2/b SKY ADVENTURES 36 hg stories by 32 hg authors. Informative & entertaining. 240 pgs ........... 1/b A RISK MGMT MANUAL by M. Robertson. Includes Charts/Reliability. Become a better pilot!. .. 1/b RECORD ATTEMPT KIT Includes all forms needed for national & world record attempts ........ ... 2/b 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

$29.95 $26.95 $19.95 $19.95 $19.95 $14.95 $ 9.95 $15.00 $ 2.95 $ 1.95

$ $

$ $ $

EOS ,',TURNING POINT-PG & HG Tame the elusive alpine thermal. Beautiful Euro footage.(24 min) 1/b ,',STARTING PARAGLIDING- Covers the basics of your first flights. (30min) ......................... ... 1/b MASTERS AT CLOUDBASE-A paragliding music video, set to hard hitting music. (20 min) ...... 1/b FLY HARD-Rob Whittal & C. Santacroce paraglide the westcoasl. Rock soundtrack. (36 min) ... 1lb PG: THE MOVIE-Owen's Valley world competition. Hot action, rockin' soundtrack. (40 min) . ..... 1/b CLOUDBASE PARAGLIDING-Great intro. video. Meet the hot pilots, fly the hot sites. (36 min).1/b HAWAIIAN FLYIN'-HG & PG in Paradise. Amazing launches & awesome scenery! (46 min) ...... 1/b

$35.95 $29.95 $19.95 $35.95 $35.95 $34.95 $33.00

$ $

$ $ $ $ $

All our videos are in USA/VHS NTSC format only.

ISC. WINDSOK™ 1.5 oz. ripstop nylon, 5'4" long w/11" throat. Pink/yellow or pink/white (circle one) .. 2/b $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. .............. 1/b $ 6.50 PAYMENT must be included with your order. NON-USA orders must be in U.S. FUNDS drawn on a U.S. BANK! SUBTOTAL WEIGHT (for shipping) _ _

SHIPPING (USA) Under 16oz 1 LB .......... 2 LBS ......... 3-4 LBS ...... 5-6 LBS ......

ADD $1.50 ADD $4.00 ADD $4.75 ADD $5.50 ADD $6.00

CHARGE MY VISA or MASTERCARD Acct#

SUBTOTAL Colorado residents add 3% tax

expires

$_ __ $_ __ $_ __ $_ __

$_ _ _ _ T

_ _ _ _ __

Shipping (see chart) $_ _ _ _ __

TOT AL $_ _ _ __

signature 7-8 LBS ...... ADD $6.50 9-10 LBS .... ADD $7.50 Over 10 LB .. Call/fax/email NON-USA SHIPPING-Cal/lfaxlemail

Send to:

Street Address (if possible) _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

United States Hang Gliding Assn., PO Box 1330, Colorado Springs CO 80901-1330 (719) 632-8300 1-800-616-6888 www.ushga.org fax (719) 632-6417 email: ushga@ushga.org

WEBS

OF AWESO

USHGA A PAREL!

rankie n ry

by Richard Thompson

One hundred seventeen participants signed in. Another dozen or so didn't. The time was mid-September 1999 and this was the annual Desert Air Riders Pine Mountain Fly-In. The place was Frankie \.1'.latsons 'Jlyingfarm" located in the high desert east ofBend, Oregon.

level of participation is signifiin simple numbers (probably biggest annual fly-in in the United States) but what is even more profound is that Pine Mountain is nowhere near a Salt Lake or San Diego, as the Point of the Mountain or Torrey Pines are. In fact, the nearest big-city airport, Portland, is a four-hour drive from Frankie's farm. Each year the number of participants grows larger, and that is telling. Steve Roti tells me that the weather for the '92, '93 and '94 fly-ins was great, but my first Pine Mountain Fly-In was in '95 and the weather stunk. It stunk again in '96, '97 and '98, but still the numbers of participants grew. Last

year's weather was great, as was the flying, but that won't be why this year's numbers will be even higher. The Pine Mountain Fly--In in 2000 will be what it will be because of a five-foot-tall, 100-pound ball of energy who is more a bunch of enigmatic contradictions than anything else. When you first meet Frankie what you'll find is an almost shy, quiet woman who is more "soft and sexy" than she is "rattlesnake" or "rugged ugly," yet, if you meet her where she chose to create her dream "flying farm" you may be hard pressed at first to recognize the beauty that is there, because it is very rugged country and home to snal<.es, varmints and many other desert

Saturday morning at the fly-in. Photo by Chris Santacroce.

critters. Nevertheless, there is a subtle beauty to Pine Mountain and Frankie Watson fell for it right away. Her dream came to life shortly after she got her P2 in 1992. She dreamt of a flying site miles away from the big city drudgery and petroleum residue-filled skies. It would be at the base of a mountain with a shimmering LZ, a clubhouse and a big fire pit, a place where pilots from all over could come not only to meet and fly, but to experience the camaraderie that is at its best in open country under big-air skies. It has been said that the world is full of dreamers, and within our flying community we have more than our share, but Frankie is one of those rare people who steps up to the plate and moves those dreams from the world of fantasy to reality. So, in the late summer of'92, all by herself an hour before daylight, she sat on top of Pine Mountain with her magic bag and waited. As the sun rose she saw Mr. Bachelor to the west and Mt. Hood to the north. When the time was right, with the night cold still in the morning air and a vagarious determination, she opened the bag, spread her wing, pulled it up, and flew off due north. She landed l O minutes later without finding a single puff of lift, and with that same determination drove a 12inch metal stal(e in the ground. Today that's the exact spot where a 40foot circle of pea gravel and shining aggregate river rock mal(e up dead center in the LZ, 50 yards from the fire pit, cookhouse and one of the bunkhouses. This is Frankie's

PARAGLIDING

Sign at the entrance to Frankie's Farm. Photo by Chris Sanatacroce.

Sunday morning in front ofthe club house. Chris Santacroce.

JANUARY/FEBRUARY 2000

Frankie being interviewed by a local TV station.

e..:....__

80-acre flying farm, a magical place where people fly and dreams come true. As you can imagine, it wasn't easy. First, Frankie had to find out who owned the land and track him down. It turned out that he lived over a thousand miles away and had never even been to Oregon. Most people don't know that Oregon is more desert than forest, so her next task was to convince him to make the long journey. Once on the property she had to persuade the landowner that her dream was as real as his investment portfolio. No doubt some of Frankie's "soft and sexy" helped during this part of the negotiating process, but her dogged determination can't be underestimated either. In that combination lies this enjgma: a softspoken, retired hair stylist who was willing to work so hard to acquire some land that is

sink that had me stuttering to myself and looking for help. "Pull ears, fly straight out and land," came a voice over my radio that was turned on only because it was newer than I was. The voice was Frankie's, and it was anything but soft and sexy at that moment. She was watching from the upper north launch. No one had told me that you don't fly from the training hill in midday conditions, and I was too clueless to figure it out on my own. Later, at the farm, I thought Frankie was going to scold me, but when she saw how hard I was being on myself she took the opposite approach. She patiently explained that the slope on the training hill is too shallow, and often a pilot will find himself in a scratching situation wruch can lead to disaster if a boomer ruts at just the wrong time. Then she finished her little lecture by saying, "Well, ultimately we are judged by our recoveries." After checking me over again she went on to say that mine looked pretty good, and ifI didn't make the same mistakes twice I'd probably be a better pilot for the experience. If what Frankie said is true, that in the end we are judged by our response to adversity, there are two incidents that define the character of Frankie Watson. The first occurred when she full-stalled her glider during a maneuvers clinic and inadvertently fell into her wing, ending up with a broken _:_____::-1.....:._ _ _- , back and shoulder. While still in

ABOVE: The adventurous Frankie performing a balloonwalking stunt. RIGHT The inimitable Frankie 'ITTltson. Photo by Steve Roti.

more naturally inhabited by scrub brush, white thorn and buck pine tl1an it is by paraglider pilots with their dreams of flight. I got my P2 at Pine Mountain and it wasn't long before I made the first of my beginner mistakes. I thought I was alone when I launched into midday cycles from what is curiously called the training hill. I was immediately punished for this mistake - rwo rapid-fire, asymmetrical collapses, followed by 2,000 fpm lift, another big asymmetrical collapse and then 1,800 fpm

traction she ordered a new wing from her hospital bed, saying, "I needed something to look forward to." Two months later, in a back brace and cast, she hosted the 1994 Pine Mountain Fly-In. The second incident occurred a few years later and again, in a roundabout way, involved a fly-in. The large number of people attending had attracted the attention of one of the city building officials. Ultimately, he demanded that the clubhouse be torn down since it was too big according to a code that had been in place since the 1800's. Ironically, the structure was exactly twice as big as the law allowed. At first, Frankie simply refused, so the law man cited her. Frankie stood her ground and again refused. The law man pressed on, threatening to take her land if she didn't comply. Then Frankie got an idea. With the help of her

Continued on page 52. PARAGLIDING

Why?

ANew Glider Company From one of the foremost designers in the world. - Gin Seok Song

Available Colors

Exclusive North American Distributor '

Super Fly, Inc.• Phone: (801) 255-9595 • Fax: (801) 256 -9898 576 West 8360 South • Sandy, UT 84070 • E-mail: info@super-fly.com

••

awa11an A GUIDE TO SOARING IN THE SANDWICH ISLES

. ' 1n

by Brett Snellgrove

Mention Hawaii to many people, and it's a pretty safe bet tropical rain forests, sandy beaches and balmy breezes feature prominently in their reveries. But 14,000-foot mountains towering above acres of cleared pastoral land, and 1,600-foot mountain ridges extending miles down the coasts are as much a part of Hawaii as the swaying palm trees.

Launch at Haleakala Crater. Photo by Scott Amy.

ut for many soaring pilots Hawaii isn't the first destination of choice when planning a flying vacation. Here are a few reasons why perhaps it should be. As an expatriate Australian, I came to Hawaii eight years ago, and have lived on three of the most populated islands in this eight-island chain. I've flown paragliders and sailplanes at most of the soarable sites and watched the organization here grow from handfuls of renegade pilots flying sites with dubious legality, to well-organized groups at registered and insured club sites. (Don't infer that all sites in Hawaii are legal; several still are not, so you might want to check first.) In general, the weather, and subsequent soaring conditions in Hawaii, are strongly influenced by the ubiquitous northeasterly trade winds. These winds are commonly generated in equatorial regions as the earth's rotation acts upon various pressure systems (i.e., Coriolis effect). These trade winds are consistent year round, but not guaranteed, and other wind directions are occasionally possible (typically southwesterly, or Kona winds). The trades feature so prominently in Hawaiian life that the islands are often divided conceptually into windward and leeward sides. This is because not only does the wind influence weather, temperature, and, of course soaring conditions, but also the very geography of the islands. As the trade winds reach the islands they are deflected upward by various mountain ridges, and deposit their moisture in the form of rain. Subsequently, the windward sides of the islands tend to be wetter, cooler, windier and enshrouded in tropical forests. Often you'll find that erosion has shaped the mountain ridges into precipitous cliffs and gullies. The leeward sides are usually drier, more barren, with more gently sloping hills rather than cliffs (this is why you'll find most of the resorts clustered here). Just as the trade winds divide the islands into two differing sides, they also bifurcate the soaring sites into distinct dichotomies. Almost universally, ridge soaring occurs on the windward sides of the islands from shear cliffs, while thermal flying occurs from gender slopes on the leeward sides. I'm often asked when the best time of year for flying in Hawaii is. Since flying

PARAGLIDING

conditions here are excellent year round, but not all islands have sites permitting all varieties of soaring, a more pertinent question concerns which island to stay on. You need to consider this carefully, as the type and quality of flying you do on Hawaii can be largely determined by the island you stay on. To assist you in making this decision I'll try to provide an island-by-island outline of the sites, and types of flying available in Hawaii. Please don't think of this as a substitute for contacting the local pilots; they have more detailed information essential to your safety, and besides, you'll have a much better visit if you get to know the locals. OAHU Oahu is the most populated, highly developed and well known of the Hawaiian Islands. If you like night life, shopping and excitement, then this is the island for you. But remember the tradeoffs: crowds, traffic and noise. Almost a million people on a relatively small island make for some serious congestion in parts, but it's no worse than many big cities and you can escape many of the crowds by staying away from the south side of the island (from Diamond Head to Ewa Beach). In general, flying here is from steep, high, coastal cliffs in trade-wind conditions, mostly suitable for highly experienced hang glider pilots. Paragliding is done here (and the only sailplane operation in Hawaii is here), but this is not the island of choice for the inexperienced or those seeking thermal flying. The main flying sites are at Makaputu, Lanikai, Dillingham Airfield at Mokuleia, and Nanakuli. All are coastal ridges. Makapu'u is quite famous and equally spectacular. It's a windward-facing site (eastern side) with the launch for hang gliders from one of two, well-constructed ramps. The ramps front a 1,400-foot vertical cliff. You can drive right up to the launch, but the road is on state property and blocked by a gate. The local pilots have permission to use the road and the key to the gate, so contact them first. This is definitely not a site for the fainthearted, but on a good day you can fly down the entire windward side of the island (over 30 miles) along the Koolau Range. With lush foliage under you, green mountains and waterfalls to the left, and beautiful beaches and reefs to the right, it truly is an awesome site. In JANUARY/FEBRUARY

2000

Clouds line up showing the dreaded shear line, Haleakala, Maui. Photo by Brett Snellgrove. season you might even spot a whale or two! The launch for paragliders is further south on the same ridge. It is reached by walking up about 15 minutes from the main road just before you round the turn to Makaputu beach. There's no ramp here but there is a clear area to lay your wing out. It's also a cliff launch so choose your conditions carefully. Since the trades can build unpredictably in the mornings and early afternoons, light trade evenings with the wind straight in are best. You really don't want to be blown over the back here. Further north the Koolau Range moves inland a little, and closer to the ocean is another, smaller site at Lanikai near Kailua. Here you'll find the 600-foot Ka'iwa ridge in the Keolu hills. It's a 20-minute hike up a steep ridge to the launches near two old cannon mounts, so you won't see any hang gliders here. Flying at Lanikai is not officially sanctioned, but nobody's going to. stop you either. There are two launches, again fronting a near-vertical cliff. I'd recommend the more shallow launch at the southern end; you'll have room to move. Several spines run out from the ridge with the largest at the far southern end, so it's best to fly here in light trade winds with a northerly component. A serious rotor is generated by any winds with a hint of south, so be careful. A further precaution is the houses out front. These have to be overflown to reach the narrow LZ at the beach.

If the afternoon trades wane drastically while you're flying and you drop too low to reach the beach, you might have to land in an old lady's back yard right in her prize tree. She might think you're a prowler and call the police. They might come and handcuff you before finally looking up into the tree, seeing your glider, and letting you off with a warning. I'm just guessing this could happen to someone. It didn't happen to me - honest! At Mokuleia, on Oahu's north shore, there is a good ridge that runs behind Dillingham airfield. Although it's on the north shore, it faces in the general direction of the trade winds, but not fully. The wind can be off as much as 30 degrees and remain soarable, however, since the ridge isn't completely smooth, it can generate strong turbulence in places. I've only flown sailplanes here (the only operation in Hawaii) and have been thankful, on more than one occasion, to be flying with a high wing loading. Typically, sailplanes are towed to 1,000 feet MSL over the ridge and dropped off to soar several miles up and down the northwest shore. The sailplane operation offers lessons, and joy flights at a reasonable price. There's also skydiving further up the airstrip, biplane joy flights and the occasional ultralight, so it's well worth a visit. The launch for paragliders (and the occasional, enthusiastic hang glider pilot) use to be a hike up the ridge behind the

used. This site isn't officially sanctioned but, again, nobody's going to stop you. You might even get a friendly wave from the locals. MAUI Maui is the second largest, and third most densely populated island in Hawaii. It's not as crowded as Oahu but doesn't lack for any of the modern conveniences, with Waimea, Hawaii - The Big Island. The author in his old several good shopping pre-Cage days. Photo by Brett Snellgrove. malls and movie theaters (though some feel the hangars, but I've been told a towing operanight life lags a little). The Hawaiians have tion for foot-launched craft is now undera saying, "Maui no ka oi," meaning Maui way. is best. While this may be debatable when The final site worth mentioning is on talking in general, it's certainly true when Oahu's leeward side at Nanakuli. This referring to thermal soaring in Hawaii. 1,000-foot-plus ridge typically takes more In general the soaring on Maui is from infrequent northwesterly winds to soar, inland, thermal sites off gently sloped, however, on afternoons with light trades it grassy launches at organized dub sites. It can experience onshore breezes. Trade should definitely be the first choice for winds of any strength usually blow right beginners or the inexperienced, but also over the back. If you happen to arrive on offers cross-country potential for the more Oahu during a week ofKona winds, this adventurous. I moved to Maui primarily to may be the only place you can fly. The hike fly my Cage paraglider and have found the to launch is up a steep ridge about 20 minflying here consistently excellent. utes. This site hasn't been used for very The main flying sites are on the leeward long or with any consistency, and I've slopes of Haleakala (Maui's I 0,000-foot never flown here myself, but I'm told it can monolith), on the leeward side of the west be quite good, even generating thermals Maui mountains in Lahaina, and on the (although the ridge is not far inland). nearby island of Lanai (easily reached by There are several dear landing areas with water taxi). The best coastal ridge sites, the school soccer field most commonly unfortunately, have been dosed. Maui is frequently referred to as the Valley Isle. This is due to the wide, flat valley between the massive mountain of Haleakala to the east and the smaller mountains to the west. The enormous bulk of Haleakala (house of the sun god) provides an effective barrier to the strong trades, while the valley traps the sun's heat to create prevailing anabatic winds up the mountain's west face. The calm zone on this lee side extends from Kula to the north to the beach at

Wailea in the south. This provides an extensive soaring zone over cleared pastoral land and wooded areas. Since the trades approach from the northeast, and Haleakala runs north to south, a wind shear line is generated at the northern edge of the calm zone which needs to be respected. The launch at the northern end above Kula is at 6,000 feet right beside the road to the summit and hang glider pilots frequently use this launch. It's acceptable for paraglider pilots, however, you'll have more chance of clearing the tree line further down the mountain if you walk up the hill behind the roadside launch. It takes about 20 minutes and will give you an extra 300 feet of altitude. Trades with a strong northerly component can push the shear line over these launches, so it's best to check the wind direction further north before launching. Further south on the lee side of Haleakala is the flight park at Poliploli. It's virtually right in the middle of the western side so it's protected from even the strongest trades. Launches for beginners start on the cleared slopes at 3,000 feet with an upper launch, easily reached via the road, at 6,500 feet. Cross-country flights in a variety of directions are possible from this launch with flights all the way to the southern beaches possible on good days. The typical flight, however, lasts about 20 minutes from the 6,500-foot launch to the 3,000-foot LZ. A precaution concerning all these launches at lower Haleakala is the clouds. As the valley heats up, providing the anabatic wind and thermals for launching, it also provides the motive force for generating clouds. These clouds can move in rapidly and completely obscure the mountain down to 3,000 feet. Typically, you'll need to launch around 8:30 AM to I 0:00 in the summer and up to 11:00 in winter, although this can vary considerably. The summit launch at 10,000 feet is the most spectacular site on Maui. The view is breathtaking and flights to the beach are relatively easy for paragliders and hang gliders. The site is reached by continuing up the road from the lower launch for about one hour. You can drive right to the launch by continuing on through the national park. The summit is not protected from the trades, and paragliders typically require very light trade, or southerly wind days that allow the anabatic winds to push

PARAGLIDING

all the way to the summit for a launch from the west side (into the valley). Flights from the back, or east slope, are possible, even all the way to the beautiful town of Hana. Typically, however, pilots make the jump back over to the western side by flying through a gap further south at Kaupo. You should be very experienced, well informed and prepared for a long, highaltitude hike out of unfamiliar and isolated territory (as the cost of not making the LZ's), before even considering flying the back side. The final site worth mentioning is behind the town of Lahaina on the southern side of the west Maui mountains. This is another lee-side site. The mountains are not as high as Haleakala and the site is not as well protected from strong trades, but it is quite consistent. This site is about a mile inland facing the ocean, and generates strong thermals in the afternoons. It can be flown more consistently at this time as clouds don't often form here. The local school has created a large "L" in the mountain which conveniently marks the launch. Unless one of the local pilots takes you up in his truck, the launch is about a two-hour hike up a steep hill in 80 degree temperatures, so take some water. The flying here is not officially sanctioned but six to l O paraglider pilots fly here regularly without difficulry. HAWAII Hawaii is locally referred to as the Big Island to differentiate it from the state of the same name, and because it's bigger than all the other islands combined. It has the second-largest population but very low population densiry due to its size. It is less developed and more quiet than Maui, and the night life definitely lags, but anyone who finds this beautiful island boring needs serious help. It's also the most recently formed island, with the active volcano at Kilauea still adding material, somewhat of a work in progress. In general this island has enormous unrealized potential for all types of soaring, with good sites at every turn. Unfortunately, these sites are almost universally on private property surrounded with a plethora of no-trespassing signs. Since the number of pilots here is small and they are somewhat disorganized, permission to fly these sites has not been forthcoming. Consequently, "bandito" is a JANUARY/FEBRUARY

2000

term with which most Big Island pilots are well familiar. There are launches from the 14,000-foot mountains of Mauna Loa and Mauna Kea, but you'll need a four-wheel drive and local help (flight safaris from these mountains are occasionally advertised in various magazines). Recently a site has been pioneered at Kealakekua Bay about a 20-minute drive south of Kailua Kona. I never had Flying the Cage at Haleakala, Maui. Photo by Brett Snellgrove. a chance to fly here when extensive organization to fly. I'd pass them living on the Big Island, but dreamed up if your rime here is limited. about it frequently. There's an 800-foot ridge that runs at right angle to the ocean extending well inland. It has good thermal The Sandwich Isles of Hawaii have potential and is completely protected from some amazing flying sites that should satisthe trades. It's even more consistent than fy even the most fastidious pilot. Even if Polipoli, free of any problems with clouds, you happen, by some amazing stroke of bad luck, to visit when conditions are poor, and permission has been obtained to launch from a local resident's back yard. If it's still an awesome place to spend your vacation, and fabulous windsurfing, surfyou're an experienced pilot with a sense of ing, diving, snorkeling, sailing, horseback adventure this could be the island for you. riding, etc., should help you while away KAUAI the days without getting terribly bored. Kauai is referred to as the Garden Isle for good reason: It's virtually covered with CONTACTS lush, green rainforest, but it's also very wet. Since it's the oldest island in the MAUI chain, it has the most well-developed beaches. The population is as small as the Hang Gliding Maui -Armin Engert (808) 878-3806 island, so it's not crowed or overdevelProflyght Hawaii Paragliding, Inc.- Scott oped, but again, you shouldn't be bored here. This island boasts the most spectacuand Steve Amy (808) 874-5433 lar coastal ridge site in Hawaii, and probaParaglide In Paradise - (808) 876-1601 bly in the world. The Na Pali coast defies Alto Skysports - (808) 875-7802 description and has provided the backHAWAII (THE BIG ISLAND) drop for many movies requiring exotic Proflyght (see Maui) scenery. The sea cliff at Na Pali is a trade Paraglide Hawaii - Achim Hagemann wind-facing site that can be flown by hang (808) 968-8685 glider pilots from an aerotow launch at the nearby flight park. They also offer ultralight flights, so it's worth a visit. OAHU There are other windward foot-launches Paradise Paragliding - Pete Michelmore (808) 239-2372, Marc Hill (808) 942on this island, and I'm told the occasional 2582 paraglider pilot flies here, but thermal flying is not possible anywhere on Kauai KAUAI with any consistency. Birds In Paradise - hang gliding and There is flying on the other islands at ultralight flying (808) 968-8685 II Lanai (a leeward thermal site) and Molokai (windward sea cliffs) but none of these sites are flown with any consistency and definitely require local contacts and

like these walk-up sites because walking is moral penance for flying, surely one of the most hedonistic pleasures we at the top of the economic food chain in the 20th century are blessed with. We who fly lead lives of unmitigated luxury compared to about 99 percent of the other apes on this planet, something I've always felt guilty about. Sweating up a hill to earn the pleasure of flight is like beating yourself with a birch branch in a sauna while it's minus 40° outside; too much pleasure isn't a good thing, unless tempered with pain. Some nature freaks will talk about the Zen of hiking, but some nature freaks also smoke way too much pot and can't remember anything before the last step, which helps a fair amount for hiking the three or four thousand necessary steps to launch. Unfortunately I can't smoke pot because I'm mildly asthmatic, but I wouldn't even if I could. What I do like is a little aerobic suffering on the way to those perfect sites without roads. I'm talking Beaver in Jackson, Lady Mac in Canmore and the summits of thousands of other peaks no one could come up with even a lame excuse to build a road up. For these nonidyllic sweat-festS leading to some of my most memorable flights, I want gear that's light, for too much gear means I won't even bother lifting that SO-pound bag of nylon and other plastics and heading out the door. Know your pain tolerance and push it, but too much pain is a direct fire hose on whatever small flame of vertical ambition you might have. To lighten my load I fly walk-up sites in superlight, windproof garments from Hard Corps, with a Ball Cricket vario weighing less than the average caviar serving, a first-aid kit consisting of a roll of tape and four industrial-strength Percodans, and my latest tool, the Scorched Earth Harness from Thin Red Line. The AFNOR-approved SE weighs in at under a pound, compared with 20 for my normal rig. It doesn't have anything that isn't necessary, but it does have everything that is - and, amazingly, a few improvements as well. The first time

e The Thin Red Line Scorched Earth Harness by Will Gadd There's a belief loose in the world that the best flying sites have roads to launch, but it ain't so. Most of the best flying sites have little more than goal trails to launch, most of which climb steeply for somewhere between 300 and 3,000 feet.

PARAGLIDING

I flew it I thought I had forgotten to put my harness on; you're just hung out in space, nothing but a layer of very thin textile between you and the earth. Surprisingly, it's quite comfortable and fully adjustable; you can fly almost recumbent, or sitting straight up in the spastic star-fish position common in more interesting air. The best way I can describe the feeling of flying the SE harness is that it's like being naked, but in a very good way. I wish all my harnesses leaned and weight-shifted like this. The first time I threw a mild weight shift I ended up with a smooth wingover; this harness translates weight shift and pilot movement to the wing faster and with less wasted energy than any harness I've ever used. The Scorched Earth genuinely flies well. I think I can prevent more collapses and really feel the air far better in this harness, like driving fast in an Audi instead of an SUV. This is good, as I don't generally wear a reserve while flying mountain sites, although it's easy to hook one up to the SE if you want to. The seat "board" is split, which allows each leg to move independently, a nice feature for those high-altitude and running, no-wind launches (no more harness board slapping you in the butt like a dominatrix). I've found myself flying the SE at drive-up sites in the evening just for grins, it's that much fun. I suspect future "full-fat" harnesses may incorporate some of the SE's design concepts, a strange thought considering the SE is engineered for minimalism. I've been using an Ignition for mountain walk-up sites, as it's lighter and still performs well, in addition to being very reassuring when the air gets mid-day big. The total weight of the Ignition, vario, clothes and the SE harness is less than 20 pounds, compared to the 50 I use when flying my Rocket and XC harness at drive-up sites. This Slim-Fast version of my flying outfit reduces the amount of pain per second immensely on long walks, enough that I've started thinking about taking it up some really big peaks for flights, say Everest. Othar Lawrence borrowed my Scorched Earth for the Red Bull Dolomiten Man, which is an event where a runner (that was me for some twisted Red Bull reason) cruises up a JANUARY/FEBRUARY

2000

.ABOUT THE SCORCHED EARTH HARNESS AND TRL

by Maxim de Jong DHVINFO DHY.required.o~r harness to fulfill a large number of technical prerequts1tes pertammg to general validity, design and construction parameters, geometry conformity to current GH paraglider safety standards in critical flight circumstances, water landing, load transference onto the pilot, hindrance to the pilot, parachute attachment and suitability for towing. Besides fulfillment of these technical prerequisites and structural load tests, harnesses are flight-tested and the materials used in the harness construction are reviewed to ascertain their suitability in accordance with the technical prerequisites listed above. Because we submitted application for parachute container attachment to the main harness anchor points, our harnesses were subjected to only two of the three load tests (the third being for the shoulder parachute anchor points customary on most harnesses). The load tests are performed by placing a climbing dummy (used in UIAA tests) in the harness. The first test suspends the harness from one riser anchor point only. The dummy is then loaded straight down with a force of 9,000 N. The second load suspends the dummy from an overhead anchor point, then one of the harness riser anchor points is loaded straight down to 6,000 N. Realizing the continuously raging debates regarding DHV, AF~OR, etc., I .mus: state that the engineering of our harness products m conformity with DHV standards and testing protocol have resulted in a safer, and all around finer product than would have been produced otherwise. You can imagine the tears and frustration (not to mention the many hundreds of hours of engineering design) in our stubborn fight to give birth to a DHV-certified harness weighing less than one pound! We are proud that all stages of Thin Red Line product design, concept development, engineering, testing and production are I 00% right here at our Thin Red Line location on Canadas west coast.

MY BACKGROUND I am fortunate to have acquired a peculiar collection of experiences which has been instrumental in the development of our products. I am 39 years old and have been climbing for 25 years. I have been a ~rofessi~nal mounta~n guide for the past 16 years and have specialized in technical mountam and helicopter rescue work as well as systems design and analysis. I have six years of university (biophysics), which has contributed greatly to defining the engineering parameters for our products. I started paragliding in early 1987 and am an Advanced Instructor, Tandem Instructor, etc., in both Canada and the United States. The first "version'' of our mountain paragliding harnesses was actually sold way back in 1989 when we developed a "hammock-seated" harness of similar base-concept to our current models (we still have one that we will put in a little glass case for people to point and laugh at). It was originally designed so we could fly from the top of the "Arctic Wing" ice climb which we made the first ascent of in the winter on the north face of Slesse Mountain in the North Cascades. The 6,000' -vertical flight deposited us right next to our frozen 4x4 truck.•

peak, tags a PG pilot (Othar), who flies off, lands in a farmer's field on the side of a peak across the valley, then runs up another mountain with his wing before launching, an anaerobic death event for sure. Othar liked the harness, and even added a speed system to it, which I've kept as it weighs about an extra 50 cents. (Thin Red Line now makes an add-on speed system, and new SE harnesses take all standard back protection.) The SE isn't for everyone, but, for anyone who pays for flight with sweat, it is a tool without equal. I suspect a lot more pilots will discover the joy of hiking with this harness. There may even be more than three of us at some of the more popular walk-up launches soon, and I keep discovering new walk-up sites on a daily basis. The Scorched Earth is available from Thin Red Line, (604) 858-2300, (604) 858-3080 (fax), thinredline@uniserve.com, www.thin-red-line.com. ii

Continued from page 13. Standard

SOARING CENTER/CLOUD 9 MERGER

tah's Cloud 9 Paragliding has merged with the world-famous Soaring

HIGH FLYING IN NEPAL

Center located near Point of the Mountain, Utah. The shop has an all-new look and will continue to offer paragliding products from Edel, SOL and most major brands, as well as a full range of hang gliding gear. Steve Mayer has taken over the back of the shop which will be

used as a national repair facility. They will continue to host Demo Days in May, as well as numerous towing, mountain and cross-country clinics. Look for the Cloud 9 Soaring Center off l-15 in Draper when you visit the Point of the Mountain. Visit www.paragliders.com or the soon-to-open virtual store at www.f1ybum.com. If you need info on lessons, sales or gear, you can e-mail info@paraglders.com or call l-888-9445433.

andie Cochepain reports on her recent expedition to CRITTER MOUNTAIN WEAR Nepal. She reached the WEB SITE summit ofDorje Lhakpa (6,966 min he new Critter Mountain Wear Web the Langtang Range site is up and running at www.critnear Katmandu) with termtnwear.com. You can find general four sherpas after information about fabric and colors, line many adventures materials, paraglider manufacturers, and (storms and avalanchwestern Colorado flying sites. es). Although the wind was too strong at the RECORD BROKEN CROSS summit she was able COUNTRY XmCEARA CLASSIC to launch from her he world tandem paragliding discamp at 6,200 m and tance record was broken during the land at base camp at Cross Country Classic competition in 4,800 m. She reports Northern Brazil on December 3, 1999. that her Edel 8000 and Thin Red Line Brazilian pilot Andre Fleury flew 214 km ment for the expedition. She is pictured Scorched Earth harness were ideal equipfrom Quixada with a passenger in an here in the LZ with local children in Nepal. ~ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ' . Apco Futura 42 and is now making a

PARAGLIDING

PILOT REPORT

It's easy to choose a mainstream

Nova or Gin, but there are times

(The SHV is the Swiss equivalent of the DHV.) No documentation is available at this time so I haven't been able to see the actual test reports, but this positions the Quarx: in line with other recent 2's like the FreeX Mission, Flight Design A7-vt, Firebird Booster, and APCO Bagheera.

when it's worth considering a

THE WINDTECH PRODUCT LINE

glider ftom a major manufacturer like Edel or Pro-Design or

glider ftom a smaller company because what you find can be uniquely rewarding. hat was the case when I got the opportunity to fly the Quarx: performance paraglider from Spanish manufacturer Windtech for three weeks last summer. During that time I was able to put about 15 hours of airtime on the Quarx in a wide variety of conditions, which gave me a good feel for the glider. Before going any further with this review, I want to point out that the Quarx is an AFNOR Performance-rated glider and the importer recommends it for pilots with advancedIntermediate to Advanced skill level. I agree with that recommendation and I'll add that I'd like to see pilots accumulate at least 50 hours of airtime before flying a performance wing, preferably more like 100 hours. My personal experience when I was learning was that I spent 150 hours on beginner and intermediate wings before buying a performance paraglider, and in retrospect that was a good thing for the development of my piloting skills. Note: As this review is going to press, the manufacturer has informed me that the Quarx: has received an SHV 2 rating.

JANUARY/FEBRUARY 2000

There are four Windtech gliders being imported into the United States: Ambar (AFNOR Standard, DHV 1-2), Siena (AFNOR Standard), Quarx: (AFNOR Performance), and Sherpa (AFNOR Tandem). Importer Dixon White describes the Ambar as a beginner/intermediate wing that is "incredibly solid without the compromise in sporty handling that is common in entry-level gliders." He describes the Siena as fitting "between the Ambar and the Quarx: in both security and performance. It is for pilots wanting to actively pursue crosscountry flying for the first time."

Compared to other tandem paragliders on the market, the Sherpa is a medium-sized tandem glider (41.3 square meters flat, 37.1 square meters projected, 140-210 kg total flying weight).

THE WING Table 1 lists the technical specifications for the Quarx:. Note the aspect ratio, which is not unusual these days for an AFNOR Performance or DHV 2 class glider. For comparison purposes, the flat aspect ratio of the four recently certified DHV 2 gliders mentioned above are: the Booster 5.39, the Mission 5.4, theA7-vt 5.7, and the Bagheera 5.5 to 6.0 depending on size. It used to be that gliders with this high an aspect ratio often got DHV 2-3 ratings, but one of the trends has been for designers to find ways to fit more performance features into lower DHV ratings. In other words, better recovery characteristics for higher aspect ratio wings.

Windtech Quarx: Area (m 2 )

Projected Flat

20.3 22.9

22.1 24.9

24.0 27.0

25.8 29.1

Span (m) Projected Flat

9.3 11.1

9.7 11.6

10.1 12.1

10.5 12.5

Aspect Ratio Projected Flat

4.25 5.41

Weight (kg) Glider only Total flight weight

6.4 60-85

6.6 75-95

6.8 85-105

7.0 95-120

Line length (m) Number of cells

7.17 67

7.48 67

7.80 67

8.09 67

·························

In addition to the information in the table, Windtech claims approximate minimum speed of 22 lan/h, trim speed of 38 lan/h and accelerated speed of 52 lan/h. The sink rate is listed as approximately 1.0 mis and the glide ratio as approximately

~~/Note: ,, ~The°.s~V/DHV ,{~/' version of the Quarx ,,;::;/::>' has a slightly different ··· · pulley system on the risers that provides a more limited speed-bar range than the AFNOR version, yielding a top accelerated speed of 46 lan/h. Other than that, the two versions of the Quarx are identical.

For purposes of this review I flew a Quarx 27 at 85 kg total flying weight, which put me smack dab at the bottom of the weight range. I initially asked to fly the Quarx 25 because that would have put me in the middle of the listed weight range, but Dixon White recommended being at lower end of weight range for the best handling and performance, and after flying the glider for 15 hours I'm inclined to agree with him. Even at the bottom of the weight range I had plenty of speed and handling was excellent, not at all what I've experienced when I've flown light on other gliders. CANOPY

The Quarx has 67 cells joined by diagonal ribs. One unusual feature is that the cells are of different width, narrower at the tips than in the center. Also, the Quarx wing contains inner tape bracing across the cells in a pattern similar to the Gin Bonanza. The upper and lower surfaces are made PARAGLIDING

of 44 g/m2 nylon and the ribs are made of stronger 55 g/m2 nylon to prevent the airfoil from deforming as the fabric ages after years of use. Rib reinforcements are made of 300 g/m2 Dacron. There is Mylar tape sewn on the trailing edge to protect the fabric during ground handling. One subjective comment about the canopy: It is exceptionally smooth and well finished on both the upper and lower surfaces. I'm not the only one who feels that way about it, because numerous pilots came up to me in the launch and the LZ and made similar comments while I was test-flying the Quarx. Part of the smoothness is due to the design and part is the attention to detail in construction of the canopy. LINES AND RETAINERS

The Quarx has fairly long lines and a

JANUARY/FEBRUARY 2000

reduced line count (only 300 m oflines overall) for lower parasitic drag. This produces a relatively high trim speed even when flying at the bottom of the weight range as I was. The Quarx lines are made of Superaramid, which is popularly known in the U.S. as Kevlar, and covered with a polyester sheath for protection against wear and abrasion. The bottom section of the brake lines is made of Dyneema to stand up better to repeated bending around the pulleys under tension when the pilot is steering. RISERS AND QUICK LINKS

The risers are made of pre-stretched 900 daN Polyester webbing. Plastic inserts in the stainless-steel quick links at the top of the risers help hold the lines in place. The A-riser is a single riser, not split for big ears, and the hand position for inflation is

marked with sewn-in colored tape. On the Quarx 27 the A-riser has three lines, the B-riser four lines, the C-riser three lines and the D-riser two lines. Line colors alternate between red and yellow - the A- and C- risers have red lines and the B- and D-risers have yellow ones. The standard Quarx accelerator is a 3: 1 pulley system attached to the risers. On the AFNOR version of the Quarx, full application of the speed system bringing the pulleys together shortens the A-risers by about seven inches, the B-risers by about six inches, and the C-risers by about three inches. Importer Dixon White says that in the SHV/DHV version the range in the speed system is about one-third less than in the AFNOR vers10n. I flew the Quarx 27 with trim risers, which are not part of the certified configuration but are available for pilots who

prefer flying with trimmers. The neutral position (where the tops of all the risers are even with each other) is with the trim tabs set in the halfway position. With the trim tabs set all the way up, the glider accelerates about as much as it would if you applied half speed bar. The interesting thing is that with the trim tabs set all the way down, the glider can be flown at a higher angle of attack without any brake application. Think of it as a reverse speed system that allows the glider to be flown slower without the extra drag which occurs when the brakes are used and the trailing edge is pulled down. Obviously, the pilot needs to be careful using the brakes with the trim tabs set at full slow to avoid stalling the wing, and careful using the speed bar with the trim tabs set to full fast to avoid tucking the leading edge of the wing. GROUND HANDLING

Nothing unusual to report here. I inflated the Quarx in both forward and reverse positions numerous times without problems. On one particularly windy launch I was picked up off the ground before I could turn around, then, as I was turning, the glider set me back down and the lines on one side went slack causing an asymmetric tuck. No worries, I kept the glider pointed into the wind and the tuck came out by itself, allowing me to proceed with the launch. I didn't notice any tendency to overshoot in either forward or reverse inflations.

IN-FLIGHT HANDLING I like gliders with straightforward handling, gliders that respond quickly to control input rather than continuing to fly straight for a second or two before turning, and I like light brake pressure at the top of the range that builds steadily to heavy

brake pressure at the bottom. The Quan: fits this bill well, with a progressive brake feel that immediately told me where I was in the speed range on my first flight on the glider. With the use of weight shift I found it easy to turn the Quan: tight in small thermal cores when necessary, and equally simple to turn it flat in the fatter ones. Out of 22 flights on the Quan:, most in moderate to strong thermal conditions, there was only one flight during which I experienced significant crinklage in the wing. The glider's response to small asymmetric tucks was confidence-inspiring as they popped back out without any need for correction on my part, and the glider kept flying straight. It's possible that the tucks were due to the fact that I was at the bottom of the weight range on the Quan: 27. I did big ears and a B-line stall during the time I was reviewing the glider. Big ears were easy to pull by reaching up above the top of the risers and pulling down the outer A-line, and they reopened by themselves a few seconds after I released the lines. I found that I could help the big ears pop out faster by applying a little brake after releasing the outer A-lines. The B-line stall required a fair amount of effort to initiate, but once it was initiated the effort required to maintain the stall was minimal and the descent was stable. Releasing the B-risers quickly produced a satisfying surge and return to normal flight with no hint of an asymmetric recovery or tendency toward parachutal stall. PERFORMANCE This is where the Quarx really shines. The Quan: 27 had noticeably better glide ratio and top speed, particularly accelerated glide ratio, than the other gliders I've been flying lately. One outstanding feature is glide ratio into a headwind. On one par-

ticular flight four of us on DHV 2-dass gliders left the hill at about the same elevation, flying into a headwind with no lift or thermal activity, trying to get as dose to our cars as possible, and the Quan: flew farther than the other three gliders. Here's another anecdote about Quan: performance. I spent a few days during September flying in the Methow Valley of north-central Washington state. One day our group went to Goat Peak where the goal is to launch halfway up the mountain, work your way up and over the summit using small thermals that are drifting sideways across the face, and then make a valley crossing to another mountain called Driveway Butte. On the first day we were flying there the Quarx was the first glider to summit and make the valley crossing, followed by my friend Bruce and two other experienced pilots on DHV 2 gliders. The next day Bruce and I switched gliders so he could try the Quarx and I could try his glider. This time Bruce on the Quarx was the first to summit and make the crossing and I lagged behind him. After the flight Bruce commented, "This is the kind of glider I like to fly."

OWNER'S MANUAL The owner's manual includes three languages: English, Spanish and German. There's plenty of good information in the manual, but it suffers somewhat from a mediocre translation into English. Here's an example of what I assume are translation difficulties: "The Quan: is a intermediate glider that belongs to the beginner class and has successfully passed the performance class in the AFNOR test." On the other hand, the sections on takeoff, thermal flying, flying in turbulence, and emergency procedures and quick descent techniques are packed full of information and well worth reading.

SUMMARY The Quarx is the kind of wing that makes it easier for experienced pilots to get high and go far. It has the handling to core tight thermals and the performance to make long inter-thermal glides. But don't take my word for it, read what Mark Telep has to say about the Quarx in his companion article. There are some gliders that reward the pilot who is willing to look beyond the usual choices, and the Quan: is one of these. II

PARAGLIDING

elan by Mark Telep

he flatlands to the east are the main attraction when going cross-country from Chelan, Washington. Several times a summer, though, weather conditions conspire to make eastward progress all but impossible. If this happens to you, don't fight it, go with the flow! While it is still best to cross the Columbia River east to the flats, turning north will result in the best ground speeds as you head toward the north-facing Dyer Hill launch and the town of Bridgeport. At this point things get a bit more interesting, and decisions must be made as you will find yourself running out of flats and heading toward the mountains of north-central Washington. It's okay, there are some roads, it's just that you're running perpendicular to them now. August 8 this past summer was one such day. I launched my stock Quan: 29 at 12:30 PM, which is relatively early for the Butte, but I quickly reached a nice cumulus cloud at 6,800 feet. A cloud street had formed along the flats heading north. Now, 6,800' MSL is pretty low to cross the river, but on days with abundant lift it's plenty. Generally cloudbase goes up a bit during the day. Getting up on the rim was equally as easy, although I didn't find a really good one until Lane from Boulder crossed over and showed me where it was. Lane's traveling partner Ricky Bob was quizzing us on the radio about which way to go, having gotten a later start. The cloud street running north was too tempting to pass up, so we glided along it moving cautiously and coring everything we hit as this is a very bad place to sink out. The Quarx wasn't giving up anything noticeable in this type of air to Lane's DHV 2-3 on the glides. It's not often that I get to fly with other paragliders in Chelan, so I'd had little reference for the Quarx up until now. This flight confirmed my suspicion that I was losing nothing but stress flying the D HV

JANUARY/FEBRUARY 2000

2 Quarx compared to the 2-3 wings I'd been flying. At Bridgeport it's necessary to cross the Columbia River again to a funny little triangular plateau. On this day, the cumulus made the decision an obvious one. Cloudbase seemed to be up to 8,000' or so but we couldn't quite get there. Lift over the plateau was weaker as it is covered with trees and lakes, particularly at the north end. Nice, puffy cumulus over the mountains to the northwest of us beckoned just out of reach, as we flew through areas of continuous 1,000 fpm down. Then, as happens so often in X-C paragliding, Lane and I were split apart by a tiny bubble of lift. I opted to make several turns resulting in a slight net loss while Lane opted to glide on into what became a very large area of sink. We were half a mile apart in under one minute. I headed across the sea of sink a bit to the west of Lane's route, although my vario was still showing peaks of 1,400 fpm down. Generally, large areas of sink are associated with large areas of lift on the other side. It's best to push through the sink with some accelerator, spending as little time as possible there. The Quarx really shines in this area with quite a bit of usable speed; in other words, it's really solid with the speed bar on. So far I had had only small asymmetries, no frontals while accelerated. There was an area of lift on the other side of the sink, although it was not large, just light and broken. The wind seemed to be overpowering the lift, breaking it into shards. Lane was irretrievably low now as the lift I was in had to be worse where he was. The battle was on now. I had to reconnect with the cloud street to the west which would take me over the mountains toward Canada. Three low saves later I was over the rocky outcroppings on the north side of Omak Lake. Having made the seven-mile jog to the east and higher terrain, I was

finally established in good lift that seemed to be going to a cumulus. For the first time in over an hour I could relax for a moment while gliding north toward Omak Mountain. This was the third time I'd made it up into this area so I was starting to become very familiar with the triggers and the road system. Off in the distance was Tunk Mountain and the Beehive, a beautiful Yosemite-like granite dome. Beyond these was Mount Bonaparte, at over 7,000 feet, higher than cloudbase when I'd first taken off. With a south wind, plastering oneself against these terrain features usually assures a quick ride to cloudbase. When topping out overTunk Mtn. you will notice that it's a longish glide to the flanks of Mount Bonapart. With a bit of luck and strategic positioning you can align yourself over some clear-cuts for bonus lift along the way. The junction of Route 20 and the Aeneas Valley road is the start of the next good trigger. The lift seems to funnel up the long valley all the way from the Okanagon. Topping out in this area on August 8, cloudbase was now up to l 0,000 feet, 3,200 feet higher than at Chelan earlier in the day. From here it's necessary to decide whether to continue north over the mountain and risk entering Canada. I decided to follow the better roads on this day as Lisa was right below me on Route 20, and there was talk of Deschutes Brewery Obsidian Stout in the van. There are few better feelings than matching speeds with your chase vehicle while on final glide. Landing was a bit north of Wauconda for 84 miles. Canadian immigration takes a dim view of crossing their border via paraglider anyway, and there is no dotted line on the ground to warn you. Thanks to Lisa for chasing me and Dixon at Airplay for bringing the Quan: to my attention. Bl

THE

X-CCo

I I N

article and photos by JeffDiener

fter examining these clouds throughout several evening flights on the north side, and watching a trickle ofX-C pilots spiral down from cloudbase, you begin to develop a voracious thirst, a thirst that has nothing to do with the dry desert air and that can only be satiated with a journey to the wavering mirage of the Wasatch Mountains and some great thermal flying. Visible to the east of Salt Lake City through the distortion of super-heated air, the Wasatch Range stretches 80 miles to the north and 60 miles south. Flanking this high desert valley with 9,000- to 12,000-foot peaks, the Wasatch offers several mountain sites which lay undiscovered by many visiting pilots who are usually drawn solely by the magnetic pull of "The Point." Sites like "Inspo" and "Mt. Olympus" have been flown by more advanced pilots for years. Both have great X-C potential and have seen some impressive flights, but perhaps the best site for X-C in the Salt Lake area is the Snowbird Resort. Situated six miles east of Salt Lake City, Snowbird is neatly tucked into the bosom of the Wasatch near the top of Little Cottonwood Canyon. Snowbird is a world-class ski resort during the winter and (thankfully for us pilots) it also offers summertime aerial tram access to its 11,000-foot Hidden Peak. Roughly six years ago Ken Hudonjorgensen introduced the people of Snowbird to paragliding and was able to take the first steps in establishing a tandem program. Since that time the site has been open to limited flying by some of the most experienced local pilots,

When most people think offlying in Salt Lake City the site that comes to mind is invariably "The Point. " People around the world know of the amazingly consistent ridge soaring that both the north and south sides provide on a year-round basis. But after spending countless hours flying the glassy desert air, one's eyes will eventually drift skyward to the perfect cumuli dotting the deep-blue sky 8,000 feet above you. and has been host to the Utah state distance record of 90 miles set by Todd Bibler and Bill Belcourt in September of 1998. This past year Ken decided to spread the word about Snowbird's flying potential by staging a USHGA-sanctioned competition. The idea was simple. Bring together the country's best pilots for a week of open-distance flying on serial-class gliders and take a stab at breaking some distance records. Pilots were free to fly where and when they wanted. No launch window, no turnpoints and no set task. You could fly as fast or as slow as you wanted with the single goal of clicking off as many miles as possible on your GPS before the end of each day. After stepping out of the tram at 11,000 feet, the initial inspection of the site is slightly intimidating. Standing on top of Hidden Peak you begin to realize just how unfriendly the surrounding terrain could be if you were to get low. Looking out over the high peaks, ridges and deep canyons that fan out in every

direction, you make a mental note that cloudbase will be the place to stay while over the Wasatch. Due to this spooky terrain and the multitude of high peaks it is sometimes difficult to get the best conditions for flying Snowbird. We were looking for both light winds and a fairly dry air mass to avoid sketchy canyon winds and the all-too-frequent overdevelopment. Taking these parameters into account, the competition was scheduled for early September, a month that would produce the highest probability of good flying days. Sure enough, the first day of the competition was too windy and the venue was moved from Snowbird to Inspo. The launch at Inspo overlooks the city of Provo which lies on the south end of the Salt Lake valley. This 1,800-foot site faces west-southwest and opens to the wide belly of the lower valley. Inspo offers consistent thermal flying and good X-C potential heading north or south along the Wasatch Range. Conditions looked good for a valid day at Inspo with hefty thermals popping

PARAGLIDING

• Yesterday's Technology

and north winds aloft. The majority of pilots were able to climb out and head downwind to the south. Several tricky canyon crossings would weed out the field with the wide valley of Sanish Fork Canyon looming at the southern end of the valley. Crossing the Spanish Fork would require a big jump to the west to reach the northern finger of the San Pitch Mountains. From here there was hope for some fairly easy miles again to the south. Scotty Marion, a local instructor, was able to make good distance and was doing well until he hit a westerly headwind trying to cross the Spanish Fork. The upwind struggle proved to be too much and he was forced into a long glide down into the canyon. Several pilots, including Josh Cohn, Bo Criss and Paul Ferguson, logged respectable mileage but Marion ended up putting in 34 miles for the day, which proved to be enough to take the 1,000 points. The next day was again too windy to fly Snowbird so everyone regrouped at Inspo. Conditions were almost a repeat of day one. This time Todd Bibler, Josh Cohn and Scotty Marion all had good flights. They again ran south down the valley, rimming around the desert waters of Utah Lake and the urban sprawl of the Provo valley. After 38 miles and a successful crossing of the Spanish Fork, Todd Bibler touched down with the big distance for the day. After rwo valid flying days at lnspo the winds-aloft report finally started to look JANUARY/FEBRUARY

2000

better, and everyone was itching to fly Snowbird. On day three the lighter winds finally materialized and the Snowbird tram lurched away ftom the base area carrying a heavy load of pilots, wings and competition staff to the Hidden Peak summit. By 11 :00 AM good, consistent cycles were coming through launch, and several pilots were maintaining off Baldy Peak to the east. The lift was light and hard to find but the pilots who launched earliest were eventually rewarded. Those who were scratching along the high ridges and bowls of the Wasatch were able to take immediate advantage when the thermic elevator finally turned on. Cloudbase went as high as 15,000 feet but few were able to top out. Mose of the pilots who did get up had difficulties finding consistent lift and only managed to make the roughly 10- or 15-mile flight to the Park City and Heber valleys east of Snowbird. The pilots who chose to wait on launch for improving lift were completely left behind as the marginal conditions quickly shut down for the day. The only pilot to truly dial into the difficult conditions was Todd Bibler. Todd launched early, managed to work his way to cloudbase and pointed his glider to the southeast. After passing Heber City he maintained a track along the eastern side of the Wasatch Range. Todd was able to fly past the Strawberry Reservoir at 50 miles and touched

Today's Technology

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

Also available in the IQ series: IQ Classic IQ Competition/GPS

IQ Flying - The Video.

Tips, tricks and operation of IQ instruments. BRAUNIGER USA, Inc. 1355 NW 93 Ct., UNIT A-105, MIAMI, FLORIDA 33172 U.S.A. TEL (305) 839-3330 FAX (305) 639-3055

E-mail: paraglkllngOaarollght.com http://www.aerollghtcom

,( .BRXUNIGER FASZINATION DES FLIEGENS

down an incredible 60.5 miles from launch. This impressive show of piloting expertise would unfortunately only net Todd 529 points for winning the day. Due to the difficult conditions less than half the competitors made minimum distance, and the points awarded reflected this showing. After day three most pilots were

adjusting the volume on their varios so they wouldn't have to hear such dreadful noises again. Over the next two days everyone added the word patience to their vocabulary, and nothing good came from those nasty little varios. Both days were called off after several hours of para-waiting in less-than-ideal conditions on top of Hidden Peale To the dismay of

organizers and competitors the conditions turned themselves around within a couple of hours of each cancellation. A lucky few pilots who persisted in hopes of that elusive launch window were rewarded with some great free-flying. One day saw three pilots fly from Snowbird and head west to The Point and return. Of course, Todd Bibler was among them and he reported some of the smoothest, most effortless thermal flying he has ever experienced over the Wasatch. The following day saw everyone chasing the wind with two hours of driving to a site south oflnspo called West Mountain. By the time competitors were climbing out of cars, widespread high clouds had shut down any sort of usable lift. At about this same time Peter Brinkeby and Brad Gunnuscio were launching from Snowbird and were able to fly southwest, popping in and out of heavy clouds. Both pilots made it to Inspo and Peter was able to fly back to Snowbird, top-land, and take a nap in the sun before flying back down to his car. It was a frustrating day for most of us, including two flat tires negotiating

Web Site: http://www.flytorrey.com

PARA-TECH paragliders Swiss Quality - European Performance - Durability

,,.. 1111.. 50

,,.

Torrey Pines Gliderport 2800 Torrey Pines Scenic Drive, La Jolla CA. 92037 Tel.: 858 452 9858 Fax: 858 452 9983 Windtafker: 858 976 9984

Ii.. ...

PARAGLIDING

the abusive road to West Mountain launch. Hearing the story of Peter and Brad's flights was enough to virtually guarantee a big day of flying to come. Day six of the competition week was indeed looking good for everyone at Snowbird. Cloudbase went to over 16,000 feet at times and was an easy climb for those who launched early enough. Building clouds began to swarm the sun over the mountains as usual, and the first pilots to get high were already headed east toward the open skies of Park City and the 1-80 Corridor. A handful of competitors pulled away, heading northeast along I-80 with some fast flying during the heat of the day. The air was dry to the east and the clouds were short-lived. As the terrain began to flatten out and lift became tougher to pinpoint the clouds became a tease. Both Bill Belcourt and Todd Bibler were pulled into a blue hole chasing a puffy mirage that soon melted away. They were left with nothing but sink to the ground at just over 50 miles. Also making good distance were Paul Ferguson, Kevin Hintz and Scotty Marion. Paul was able to make roughly 60 miles and Kevin put in 65 miles, both on their way to Evanston, Wyoming. The only person to make it past Evanston was Marion, who won the day by trucking nearly 20 miles past Kevin. Scotty ran out of lift and came down in the endless sagebrush north of Evanston with a new personal best of roughly 83 miles (seven miles short of the Utah state record). The long day of flying and retrieval on day six would prove to be the last valid competition task for the week. The next two days would see heavy overdevelopment curtailing any serious X-C. Scotty Marion ended up taking the top prize by winning two of the tasks and flying consistently well throughout the comp. Todd Bibler came in a close second and U.S. National Champ Josh Cohn rounded out the top three. The Snowbird competition was a success as a result of both the excellent flying offered and the innovative competition format. It was obvious that on the right day Snowbird could see flights surpassing the l 00-mile mark. All eight days of the competition produced good thermal flying with four of them allowing valid tasks. The thermals rip and the topography offers many route choices that have

JANUARY/FEBRUARY 2000

yet to be explored. On one day of parawaiting the competitors witnessed some of the biggest dust devils they had ever seen lifting off the summit of Hidden Peak. Three paper airplanes were sacrificed into these pebble-throwing dusties and were immediately sucked skyward, disappearing into the dark clouds overhead. Indeed an impressive show, but it wasn't enough to get people rushing to hook in and launch! The simplicity of open-distance tasks was popular with the pilots because it challenged their personal skills and judgment with every decision. Assessing the daily weather, terrain, winds and sky conditions all played a part in determining when and where to fly. Individuality in dealing with conditions allowed half of the competition participants to make personal-best X-C flights. The lack of cameras, turnpoints, or the need for speed made for safer, more enjoyable flying with only one reserve thrown all week. A big thank you goes to Ken Hudonjorgensen, his wife Janet and all the local volunteers for working tirelessly to put on a great event. Thanks to all the sponsors, including Snowbird Ski Resort, Two-Can Fly Paragliding, Ozone, Firebird, Gin, Cross-Country magazine,

Sup'Air, Edel, Flight Design, Flytec and T&T. We hope to see everyone back again next summer for some great Utah flying. For more information about flying at Snowbird or any of the Utah sites contact Ken Hudonjorgensen at khudonj@uswest.net or (801) 572-3414. •

1999 SNOWBIRD x~c COMPETITION RESULTS

Place Pilot 1) 2)

3) 4)

5) 6)

7) 8)

9) 10) 11)

12) 13)

14) 15) 16)

17)

Marion, Scotty Bibler, Todd

Country Points

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

2909 2711 2048 1974 1928 1922 1893 1831

1645 1321 1136

1097 1079 1003

491 473 336

Continued from page 28. fellow pilots and club members she chainsawed the building right down the middle, winched the two halves the required 12 feet apart, built a deck in between, and added two walls. Now the Desert Air Riders enjoy twice the space they once did. In the first instance Frankie demonstrated chat she is just as tough as the land chat makes up Pine Mountain, and in the second she showed chat she can be as creative as she can be persistent. And, in both cases, the farm moved a little bit closer to what it is today. To say Frankie's farm is remote would be an understatement. It lies at the end of an unmaintained county road and there is no running water or electricity on or near the property. But the air is Owens Valley big, and there are nearby launches in all directions. The remoteness of the surroundings makes X-C retrieval tough, but chat hasn't stopped the hard-core northwest pilots. Mark Telep flew 43 miles from Pine the day before the 1995 fly-in and four years later made a 57-mile flight. George "Raven'' Young went 46 miles just before the 1996 fly-in, and earlier chat year Bill Gordon set the state record from Pine by flying south to Summer Lake, a distance of 68 miles. And just before last year's fly-in the best-ever numbers were accumulated by Nate Scales, Pete Keane and Johnny Van Duzer. Pete flew 48 miles, Johnny went 57, and Nate set a personal-best and the site record by staying up 5 hours and 15 minutes, reaching an altitude of 15,000 feet and flying 70 miles. And you can add to chis spectacular X-C

potential mid-spring to late-fall glass-off conditions chat are legendary. On some midsummer afternoons, pilots have been able to soar for as long as three or four hours at a time. It is not uncommon to see Frankie launch first, bench back to the top of Pine Mountain, fly around long enough to enjoy a dream or two, then head out across the desert to her flying farm, laughing all the way as only dreamers do. And you know it won't be long after Frankie lands chat you'll hear her voice over the radio: "Come and get it. The fire's on and the beer is cold." And this says every bit as much about her character as does her response to adversity. She freely admits chat her dream wouldn't be half as much fun without the pilots she shares it with, so the gate to Frankie's farm is always open and the welcome mat is always out.

So, if you can get yourself to the year 2000 Pine Mountain Fly-In, know chat you'll be welcome. You'll have a better than good time and you can find out from Frankie Watson why chose of us who fly Pine Mountain refer to it as a "her."

At the fall 1999 USHGA Board ofDirectors meeting the Awards Committee recognized Frankie and Doug Watson as extraordinary members ofthe foot-launch flying community. In March of2000 at the USHGA meeting in Albuquerque, New Mexico, Frankie will receive a USHGA Commendation Award and Doug will receive a USHGA Special Commendation Awardfar all their efforts hosting visiting pilots and helping to put on the Pine Mountain Fly-In at the flying farm far so many years. •

PARAGLIDING

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

NOVA TANDEM - Excellent condition, 10 hours, still crisp $1,600. SupAir tandem harness w/tandem rese1ve, spreaders and beaners $600. Brand new & used XIX wings, great prices. (619) 483-9393, skypilotbrian@yahoo.com NOVA X-ACT 25 xtract@webtv.net

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

PAP 920 - Redrive, electric start, improvements, l 50175lb pilot, 12 hours $2,600 or trade for larger unit. Will sell Ritmo II xi paraglidcr for $750. (409) 8614406. ZENOAH JET POCKET - Same model as used by last two PPG World Champions, flown only once. Includes extra propeller, cage $3,200. (323) 871-2295, info@gstein metz. net

PRO DESIGN TARGET-S - Like new, <8 hours, awesome performance for intermediate wing! A bargain at $1,999. Eric (970) 4/1-5454.

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. BEGINNERS! - Don't spend $3K for a new rig. 1997 Edel Quantum, great shape w/harness $950. New Edel RS-2 reserve $300. (303) 431-5228.

BRAND NEW $395 - 38sq/rn & 42sq/m. Used $200 meets military specs. (303) 347-8995.

RITMO II XL- $850. (409) 861-4406. SOL QUASAR - Small, great condition, <35 hours, w/reservc, Edel harness $2,000 OBO. Andy (406) 5223955, amacrae@montana.campuscwix.net

POWERED PARAGL!DERS

EDEL SABER - Large, like new, 1 hour airtime $1,400. Mike 1-800-859-2282, (562) 806-2648.

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.

FOR 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.net

HARNESSES WOODY VALLEY - Great shape, great look, great weight-shifting. Best offer. (970) 328-3838.

UP SOUL - Medium, 85-lOOk., 15 hours, good condition $1,500 OBO. Tom (91 O) 686-9255.

EDEL CORVETTE 22 - Perfect for the small IOOl 50lb pilot $300. (858) 484-1094, upsandiego@webrv.net

EDEL SABER - Large, <10 hours $1,600. Prolite harness $250. Airbag $150. Alberto (972) 770-7641.

EMERGENCY PARACHUTES

DK WHISPER- w/cart & large Symphony paraglider, like new, !Ohrs $5,000. (262) 251-0444. PAGOJET FOR J rosler@sciam.com

SALE

Best

offer.

More than 5,000 paragliding enthusiasts read our magazine every month. That's more than 10,000 eyes seeing your ad.

r------------------------------------------------------------------------------------------------, USHGA CLASSIFIED ADVERTISING ORDER FORM

Number of months:

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

Begin with__

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

consecutive issue(s). My O check, 0 money order is enclosed in the amount

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

of$ NAME: __-_ _ _ _ _ _ _ _ _ _ _ __

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

SECTION

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

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

19_ _ issue and run for _____

ADDRESS: - - - CITY: _ _ _ _ _ _ _ _ _ _ _STATE: PHONE: _ _ _ _ _ _ _ __ Number of words:___

. @$.50 =_ _ _ _ _

Numberofwords:_ _ _ _ _ _ @$1.00= ______ _

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

------------------------------------------------------------------------------------------------~ 54

PARAGLIDING

SCHOOLS & DEALERS PARADISE PARAGLIDING, INC - Come fly where the sun always shines and the wind always blows. Fly with USHGA Tandem Instructor Pete Michelmorc and Hawaii State Champ Marc "Nalu" Hill at World famous Makapuu Cliffs, 50km flights, 3,000 MSL and land on white sand beaches. Hawaiian Islands guide service and lessons. Beautiful beach accommodations. Fun for the entire family. Phone (808) 239-2372 or email paradiseparagliding@yahoo.com

ARIZONA DIXON'S AIRPLAY PARAGLIDING - #I School for 1997 & 1998. The perfect beginner training areas! Year round temperate climate. DRIVE UP to 360 degree treeless and rockless launches. Land in wide open fields. Master rated tandem instructor Dixon White has supervised over 17,000 student flights to date, teaching new pilots is his profession. Individualized training with stateof-the-art equipment, 2-way radios, comprehensive ground schooling with an emphasis on micromcteorology. 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 arc extremely well-trained and competent pilots." Dixon's Paragliding in ARIZONA and WASHINGTON (appointments recommended), PO Box 2626, Flagstaff AZ 86004. (520) 526-4579. www.paraglidc.com

FLY ABOVE ALL - Experience tbe thrill of flying today at the best training bill in the western US! Ycar-round paragliding solo and tandem instruction, tandem flights, and all the equipment you need to fly. Fully certified, individualized instruction includes ground school, hands-on training on state-of-the-arc equipment using 2-way radios at a hill where you can drive co the top, and we can pick you up at the bottom after each flight! Visit our website at: www.flyaboveall.com or call (805) 965-373.'l and step into flight! 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

WWW.ParaglideHawaii.Com - FLY MAUI-CHECK OUT DA WEB SITE. Locals fly 320 days a year. Fly from Haleakala Crater 10,023'. Soar friendly leesidc 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 Proflyght. Toll Free 877-CO-FLY-HI IDAHO

YTORREY PINEi L

DERPORT

2800 Torrey Pines Scenic Drive San Diego CA 92037 Since 1928 USHGA certified paragliding & hang gliding instruction. Courses are expertly run on a friendly, informative basis. We have been introducing people to the world of foot launched flight since 1976. New and used gliders and accessories. Ball, Comet, Edel, Nova, SupAir, Pro Design, Firebird, Ai,wave, Wills Wing/Swing and others. All skill levels welcome. PO Box 1226, Del Mar CA 92014. (858) 481-7400 Southern California. AIRJUNK!ES PARAGLIDING - Join KEN BAIER for your "Pursuit of Paragliding Excellence" in the land of year-round, excellent paragliding: Southern California and tbc Baja. Courses for Novice, Intermediate, Advanced and Instructor ratings. Powered paragliding, soaring and maneuvers clinics, guided tours, tandem and towing instruction and special events. USHGA certified. Handling the latest equipment. Call (760) 753-2664 for infOrmation.

Sell your unused equipment here. JANUARY/FEBRUARY

2000

PARAGLIDING AND HANG GLIDING USHGA certified instruction, tandem flight instruction, sales, service, repairs, parachute repacks, motorized pg/hg instruction and site tours. Southern California dealers for EDEL and SOL. Visa and MasterCard accepted. Cbeck us out at http://www.flytorrey.com or call (858) 452-9858.

KING MOUNTAIN PARAGLIDING - Certified full-time SCHOOL, taught by Master rared instructor Brad Bloxham. Tandem, RETAIL, major brands, POWERED l'ARAGLIDERS, guide service, mountain tours, site information, including world famous King Mountain ( 1997 US Nationals.) SUPPLIER/MFG: The most comprehensive, educational INFO/LOGBOOK in the USA, $24.95, RADIO HARNESSES $39.95, l'G CARGO/DUFFEL BAG (holds wing & everything else) $49.95. 10169 N 15 E, Idaho Falls, ID 83401. Phone or fax (208) 524-0039, email KingMtPG@aol.com, Visa/Discover/Discover.

FLORIDA SOUTHERN SKIES - Serving the SOUTHEAST, nearest MOUNTAIN FLYING, also POWERED PARAGLIDING . (828) 632-6000 WWW.SOUTHERNSKIES.NET

SOUTHERN SKIES~- Serving the SOUTHEAST, 4 hours from ATLANTA. MOUNTAIN FLYING, and POWERED PARAGLIDING. (828) 632-6000 WWW.SOUTHERNSKIES.NET

•c 0 VALLE DE BRAVO - Week long toms, in-n-out on Sunday, $55 paragliding. 1-800-861-7198, jcff@flymcxico.com

ERS - Put your knees in our breeze and soar our 450' sand dunes. FULL-TIME SHOP. Certified instruction, beginner to advanced, foot launch and tow. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. 1509 E 8th, Traverse City Ml 49684. Offering POWERED PARAGLIDING lessons & dealer for the Explorer & used units. Call Bill at (616) 9222844, tchangglider@juno.com. Visit our paragliding school in Jackson, Wyoming. Call Tracie at (307) 7398620.

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. 1475 CR220, Tow TX 78672.

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

NEVADA

UTAH

E-Mail Address info@kitryhawk.com

MONTANA HIGH 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://hometown.aol.com/hiplainz Get all the details on gear and Montana flying!

KITE ENTERPRISES -- Foot launch, payout winch tow and powered paraglider instruction too. Training, sales, rentals and repair. Edel, Ai,wave, Wills Wing, UP and DK Whisper. Dallas, Fort Worth and north Texas area. 21 l Ellis, Allen TX 75002. (972) 390-9090 nights, weekends. www.kite-enterprises.com

WHAT HAPPENS when you combine the largest paragliding school with the largest paragliding and hang gliding shop? Introducing the new CLOUD 9 SOARING CENTER. We will be teaching both paragliding and hang gliding all winter and keep skeleton shop hours as we re-organize under the new management of Steve Mayer. Check out our web site at www.paragliders.com or stop by at 12665 S. Minuteman Dr., just a few minutes from world famous Point of the Mountain. We rake gliders in on trade and consignment. Complete information packet and or catalogue of our products

SOUTHERN SKIES -- 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

available, just call or e-mail. info@paragliders.com 1801-576-6460. Winter special, complete annual including reserve re-pack for $99. Ever want to hang glide? Get your Novice HG rating for $99, when you get your new HG wing, harness & chute at Cloud 9's Soaring Center. Call for details. VIRGINIA KIITY HAWK KITES -

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. (775) 883-7070 http:! /home. pyramid.ner/advspts

See North Carolina.

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

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

More than 5,000 paragliding enthusiasts read our magazine every month. That's more than 10,000 eyes seeing your ad. 56

OVER THE HILL PARAGLIDING - Oregon/SW Washington. Sales, service, beginner--advanced USHGA certified instruction. Nova, Firebird, Apco, AT, Pro Design, SOL, Ball, Flyrec, HES Quanrnm parachutes. Service: full service shop, FAA rigger repairs/mods. Out of state pilots: We have great thermal, coastal and Gorge sites. Call us for info. There is no sales tax in Oregon! New/used gear. Trades welcome. 22865 SE Yellowhammer, Gresham OR 97080. (503) 667-4557, fax (503) 666-6979. Email: othpara@spiritone.com web: http://www.overthehillparagliding.com SUNSPORTS PARAGLIDING - Hood River, Oregon. Beginner lessons, tandem flights, advanced instruction, consignment sales. Rick Higgins, Master rated pilot, Advanced Instructor, Tandem Instructor. (541) 387-2112, rsunspons@aol.com

DIXON'S AIRPLAY PARAGLIDING - #1 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, compre-· hensive 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), 8101 Hay Canyon Road, Cashmere WA 98815. (509) 782-5543. www.paraglide.com

PARAGLIDING

VIDEOS

WISCONSIN

DEMO DAZE 99 - The ooze & aaahhs featuring Dani Loritz & Otl1ar Lawrence looping it up r.;,, 'The Point" in Utah and much more . Only $24.95 plus S&H. Call (801) 231-5756 to order.

RAVEN SKY SPORTS -(414) 473-8800, brad@banggliding.com PARTS & ACCESSORIES !'LIGHT CONNECTIONS, INC. PTT fl

FLIGHT CONNECTIONS, INC.

MINI VARIO- World's smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 ft., fast response and 2 year warranty. Great for hang gliding too. ONLY $169. Mallettec, PO !lox 15756, Santa Ana CA, 92735. (714) 966-1240, www.mallettec.com MC/Visa accepted.

-oo-C>uc_,c., <>0(.:)Q

BUSINESS & EMPLOYMENT OPPORTUNITIES • New and Improved • Water/Dust Resistant Push Button • Field Replaceable Finger Switch • Heavier Gauge Wire/Improved Plugs • Increased Strain Relief at ALL Joints

EASY WORK! EXCELLENT PAY! -Assemble products at home. Call roll-free 1-800-467-5566 ext.1151

Introductory price $89.95. Extra finger switch $14.95 w/purchase. Dealer inquiries welcome. Call (913) 2687946. MC/Visa. Visit Olli' website at www.flightconn.com HAVE EXTRA EQUIPMENT - That you don't know what to do with. Advertise in the Paragliding classifieds, $.50 per word, $5 minimum. Call USI-IGA for details (719) 632-8300, ushga@ushga.org or fax your ad with a Visa/MC, fax (719) 632-6417.

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

INSTRUCTOR WANTED - GrayBird AirSports is looking for a paraglider and powered paraglider instructor. Interested, reliable, self-motivated pilots should contact Gregg McNamee at: Grayl3ird AirSports flight Park & Soaring Center, 15072 SW 111 th St., Dunnellon, FL 34432. (352) 489-9969 days, (352) 245-8263 evenings, email: fly@graybirdairsports.com, Webpage: www.graybirdairsports.com PUBLICATIONS & ORGANIZATIONS

2000

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. l37- l 85lbs=2 words, web site or email address=3 words. MINIMUM AD CHARGE $5.00. A fee of $15.00 is charged for each line art logo and $25.00 for each photo. LINEART & PHOTO SIZE NO LARGER THAN 1.75" X 2.25". Please underline words to be in bold print. Special layonts of tabs are $25.00 per column inch. AD DEADLINES: January 20th is the deadline for the March/April 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.

INDEX TO ADVERTISERS

PARAGLIDING: THE COMPLETE GUIDE - lly Noel Whittall. The most complete guide to paragliding on the market. Over 100 color photographs & illustrations, 200 pages, $26.95 +$4.75 s/h. USHGA, PO Box 1330, Colorado Springs CO 8090 l. (719) 632-8300, fax your MC/Visa to (719) 632-6417, or order from our web site www.nshga.org 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, '.'-JM 88241. (505) 392-1177.

JANUARY/FEBRUARY

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.

Adventure Productions ............................. 5 Airplay Paragliding ................................ 8,9 APCO Aviation Ltd .......................... 11, 13 Brauniger .............................................. .49 Canadian Paragliding ............................... 5 Edel ,........................................................ 2 Flytec ..................................................... 14 Hall Brothers ........................................... 5 Mojo's Gear ............................................. 5 Pro Design ............................... Back Cover Sky Pilot .................................................. 7 Sport Aviation Publications ...................... 5 Sup' Air .................................................. 14 Super Fly, lnc .................................... 30,31 Thermal Tracker .................................... 17 Thin Red Line ....................................... 29 Torrey Pines Gliderport .................... 50,52 USHGA .................................. 15,23,25,53 Wills Wing ............................................. 59

by Peter Reagan

esterday I was in a hurry because I had to take a flying companion, who'd already aunched, to catch a plane. I pulled up in fairly benign, thermally conditions on a large, bare hilltop. My wing came up nicely, but as I was turning the leading edge started to surge. I ran out from under it, but about 40% of my wing collapsed. I was going pretty fast, however, and while running was able to steer fairly straight and pump out the collapse. I caught a gentle thermal and was able to boat at laund1 level for a cycle before heading out. At the bottom I noticed that my SupAir air bag was unzipped. These are two rather basic mistakes that cause injuries each year. Being a preacher doesn't mean I don't sin. As a matter of fact, here's the accident I didn't have. Light mountain thermals: A relatively new pilot reverse-inflated on a light cycle and watched the wing come up crooked. After a few steps backward he turned and ran. The glider fell back on the lefi:, and the rotation knocked the running pilot into the ground resulting a fractured clavicle. Paul Klemond comments: "Develop a feel for the load you are putting on both of your A-risers. Sometimes turbulence is the culprit, but usually the pilot is paying more attention to the foot-earth relationship than he is to the pelvis-to-A-Risers relationship. Collapses on launch occur when we fail to keep adequate loading/pressure on one or the other A-riser. Our hips/butt are what do this. The most common time this happens is in the two or three seconds during and afi:er the turn from reverse to forward. When this occurs it's almost always better to stop and try again." Mountain site, beginner pilot, DHV 1-2 wing, light conditions: A pilot was practicing spot landings but was too low to make the spot. He didn't put his feet down and didn't flare until just above the ground. His feet impacted, pitching him forward and fracturing his ankle. We don't tend to think of spot landings as being particularly dangerous, and they are a quite usefi.tl skill. However, it is important to get upright early during the approach. This enables a pilot to see, to be ready to run on touching down, or to execute a PLF. A safe landing is far more important than hitting the spot. Here's another variation on this theme: coastal ridge site, high tide, squall coming in. Several pilots were in the air, but because of the squall most were setting up to land. The best LZ is usually the beach, but at very high tide a restricted parking lot surrounded by tall trees can be used. It is open to the beach via a narrow, short, grass corridor. An extremely experienced pilot with an excellent safety record was demoing a DHV 2-3 glider.

He was trying to get into the parking lot as light rain was beginning to fall. His final was too high and he flew through the corridor out to the beach, where he had no choice but to make short turns to tty to hit a narrow strip of sand. He pulled too much brake and spun the glider at about 15 feet. He landed hard, fracturing his foot. He was within a few feet of the surf. Appreciate the cascade of events in this accident. In the Northwest we ofi:en fly at the coast with squalls in view, but it is questionable whether to continue flying when a squall approaches. It's generally not a good idea to make short, slow turns on final approach, but at that point this pilot had no good cl10ices. The squall had increased the !iii:, and the demo glider had higher performance than the pilot was used to, contributing to the pilot's misjudgment of his final approaci1. A DHV 2-3 glider has shorter brake travel, increasing the risk of an inadvertent spin. Finally, the fact that the glider was wet made it more apt to malfi.mction. A simpler but similar accident occurred at anomer beach site several hundred miles away. An intermediate pilot was soaring an unfamiliar site on a DHV 1-2 wing, in steady, moderate conditions. He made a sharp turn away from me ridge but pulled too much brake and spun the glider at about 70 feet AGL. The ensuing crash resulted in multiple fractures, surgery, and protracted rehab. Be careful about sharp turns close to the ground, and remember that weight shifi: in our turns decreases the amount of brake needed and will reduce the risk of spinning. Here are two very different and very intriguing incidents to round out the report. Inland southern flight park, smooth, late-afternoon conditions, beginner pilot with 30 hours: The pilot unexpectedly lost altitude afrer passing me road, had already pulled the brakes, and the top of the canopy flicked the electric wires. It arced with the wire next to it, starting a fire in the dry brush of the wash. There were no injuries to the pilot and no interruption of electric service. The fire department reported burned bushes, but no big deal. It is difficult to overstate the danger of an encounter with wires. At least two fatal electrocution accidents have occurred in the U.S. over the years. I personally was pulled into wires on launch several months ago when a cycle I pulled up into became much stronger than the previous ones. It was the most terrified and helpless I've felt in a long time. Stay away from wires. Finally, there was an interesting incident at a tropical coastal site in the late afternoon, during strong, smooth conditions. An experienced pilot was soaring at about 1,800 feet perhaps 500 yards out over the ocean from the beach. He was on the light side on a

DHV 2 glider. He had been studying the mechanics of aerobatics, and over the months had been experimenting with ever larger wingovers. He decided the time was right to try a loop. He did a series of increasingly steep turns, and 011 me mire! found himself upside down over the glider. He comments: "The wing was now below me but I never had the sensation that I was losing G's until I looked up, straight down actually, and saw my glider against the ocean. The glider was looking good at first, but it men took a big frontal. Strangely, I don't remember the feeling of falling but I do remember the trailing edge rushing up at me. The trailing edge hit me in the chest. I caught the trailing edge with one hand and pushed it past my waist, and immediately fell out of the glider. My boot caught a line and there was a tug, then a pop as the line broke. The glider was now a thrashing ball above me and my feet were still above my head." He threw his reserve, jumped out of his harness near the ocean surface, and swam to safety, recovering his equipment later with the help of some nearby swimmers. This incident has been discussed at length in the local community, and also by members of the USHGAAccident Review Committee. The pilot had planned mead to be able to cope with an aerial malfunction. His actions after the failed loop were ideal. But paragliders are not designed to do big wingovers or loops. All aerobatic maneuvers raise the ante considerably, even over water. To some pilots, aerobatic flying may be worth the increased risk. But Chris Santacroce adds: "Please remember that there are only a few dozen pilots worldwide who do aerobatics consistently. Most are professionals and most will admit that the outcomes aren't always predictable. The very edges of the envelope are only for ideal conditions, excellent pilots, and precisely compatible equipment Very few of us can ever afford to go there." A final comment on this event concerns the equipment retrieval. The pilot bailed out of his glider before hitting the water and this action may well have saved his life. Airbags and big-butt harnesses float the hapless pilot upside down. But it is also very dangerous to retrieve a glider from water, even calm water. Fatal accidents have occurred under these circumstances. Non-pilot, swimmerhelpers are unaware of the dangers, and are especially vulnerable. It is critical for all helpers to have a personal flotation device, and much better to use a boat. I have heard rumors about several unreported mishaps. It is never too late to tell us about them. Even we old pilots benefit from your experience. Thanks again to all the pilots who took the time and the personal responsibility to help us all enjoy our sport more safely. B

PARAGLIDING

t h

n e

i n

"The ARCUS is the best all around paraglider that I have ever flown . It has it a ll; 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 w ith thi s g lider." 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 th is newly released entry level glider. All the speed, performance and looks of a performance glider, in a DHV 1 paragllder. 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 w ill rediscover the sheer fun of safe flying without feeling overly restricted. My DHV 2-3 is going to have to share a i r time with the ARCUS as I ended up buying one for myself." Rob von Zabern Paragliding Magazine , .July 99

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

Guality

aircraft

for

exceptional

people.