USHGA Paragliding March/April 2000 by US Hang Gliding & Paragliding Association

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PARAGLIDING

MARCH/APRIL 2000

INCIDENT REPORTS

MAil

USHGA DIRECTOR LISTING

CUMMINGS VALLEY CONDORS

CALENDAR EVENTS

by Jerry Schimke

CLASSIFIED ADVERTISING

BooK REvIEW: PARAGLIDING: FROM BEGINNER TO X-C l:ry Steve Rott

PRESIDENT'S CORNER

THE EIGHTH ANNUAL WOMEN'S HALLOWEEN FLY:.IN

by Murdoch Hughes

VIDEO REVIEW: WEATHER To FLY

by Seward Whitfield

DIXONWIIlTE -

USHGA INSTRUCTOR OFTHEYEAR

by Paul Hamilton

COV1'-J<: Dixon White, USHGA instructor of the Year, launching at his flight park in Washington State. Photo by jabe Blumenthal. See story on page 34.

MARCH/APRIL

2000

GLIDER R.Evrnw:THE OZONE PROTON

by Gary Brock

GLIDER REvIEW:THE XIX INTER

DISCLAIMER OF WARRANTIES IN PUBLICA· TIONS: The material pre· sented here is published as part of an information dis· semination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or reconunendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © 2000 United States Hang Gliding Assn., Inc. All rights reserved to Paragliding and individual contributors.

Gil Dodgen, Managi11g Editor!Editor-i11-Chief Steve Roti, Co11tributing Editors Dave Pounds, Art Director Will Gadd, Dennis Pagen Staff Writers

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 DireclDr jghalloran@ushga.org USHGA Officers a11d Executive Committee: David Glover, Preside11t Mark Ferguson, Vice Presldellt Bill Bryden, Secretary Geoff Mumford, Treasurer

REGION 1: Bill Bolosky, Steve Roti. REGION 2: Jamie Shelden, Ray Leonard, Scott Casparian. REGION 3: Ken Baier, John Greynald, Gregg Lawless. REGION 4: Mark Ferguson, Jim Zeiset. REGION 5: Frank Gillette. REGION 6: Jeff Sinason. REGION 7: Bill Bryden. REGION 8: Doug Sharpe. REGION 9: Randy Leggett, Geoff Mumford. REGION 10: David Glover, Matt Taber. REGION 11: Kent Robinson. 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, Ge11e 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 rep· resentative of the federation Aeronautique Internationale (FA!), of the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAl-related paragliding activities such as record attempts and competition sanctions. PARAGLIDING magazine is published for paragliding sport enthusiasts to create further interest in the sport, and to provide an educational forum to advance paragliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos and illustrations concerning paragliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other paragliding publications. PARAGLIDING magazine reserves the right to edit contributions where necessary. The Association and publi· cation do not assume responsibility for the material or opinions of contributors. PARAGLIDING editorial offices: 31441 Santa Margarita Pkwy., Suite A-256, Rancho Santa Margarita, CA 92688, phone (949) 8887363, fax (949) 888-7464, e-mail: GilDodgen@aol.com. The USHGA is a member-controlled sport organization dedicated to the exploration and promotion of all facets of unpowered ultralight flight, and to the education, training and safety of its membership. Membership is open to anyone interested in this realm of flight. Dues for full membership are $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 ten times a year (Jan./Feb., March/April, May, June, July, Aug., Sept.,Oct., Nov., Dec.) by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903-3657 (719) 632-8300. FAX (719) 632-6417. PERIODICAL POSTAGE is paid at Colorado Springs, CO and at additional mailing offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: PARAGLIDING, P.O. BOX 1330, Colorado Springs, CO 80901-1330.

MARCH/ APRIL

2000

REMEMBERING BOB OST Dear Editor, You may be familiar with the tragedy that befell Bob Ost, his wife and child in the recent Alaskan Airlines disaster. Though I didn't know Bob as well as I would have liked, I knew him well enough to know he was a good friend, a proud new father, a careful, concerned pilot, an excellent instructor, and a kind and honest man. Bob taught me to fly my Cage paraglider, and in doing so gave me a new understanding of endless patience. (I certainly wasn't one of his better students on the Cage.) When other instructors didn't have the time, he carefully tested, then passed me for my P3 rating with no financial remuneration whatsoever - all for a pilot he hardly knew at the time. Later, when Bob came to visit me in Hawaii, I greatly enjoyed his company and wry sense of humor (only days before the senseless tragedy he sent me the blue smuf gif some of you may be familiar with), his concern for pilot safety, and his love of flight. I will miss him sorely. Brett Snellgrove Pukalani, HI Dear Editor, Bob Ost was a valuable member of our sport and society. We will all miss him very much. May he and his family rest in peace. Steve Amy, Scott Amy, Andrea Onuskanich, Ken Davis Dear Editor, I met Bob shortly after I received my P2 rating, when he taught a ridge soaring clinic at the coast in Pacifica. Although relatively soft-spoken, Bob was a dynamic individual. He was always watching out for newer pilots and the advice he shared with us was invaluable. [ particularly remember a demonstration he gave using streamers at the edge of the cliff to show where the rotor starts and stops. I also remember how angry he was when he feared that I risked stalling my wing in a spot landing attempt at Ed Levin. Although he seldom raised his voice, when he did raise it, it was to make an important point. I still recall his words on almost every landing approach I make.

VOLUME

11,

ISSUE

It troubles me to hear the newspapers calling Bob a "daredevil." Bob was one of the most safety-conscious pilots I know. When he gave a pilot an advanced rating, you knew (s)he earned it. It would upset Bob to see people flying in conditions chat he thought were marginal. Bob loved life and he wanted to live. He also loved flying and his friends and family. The last time I saw Bob was a few weeks ago, when he gave me a ride to the top of Ed Levin. The wind was a bit cross, and Bob chose not to launch. I think back about the big "bear hug" he gave me chat day. Oh how I wish I could have another. Kim Galvin Alameda, CA

UNBIASED GLIDER REVIEWS Dear Editor, I am a new paraglider pilot and have looked to Paragliding magazine as a source of reliable, honest information. Since I am trying to progress in my new sport I have been earnestly reading your magazine in order to select suitable new wings to try out, noting how each is reviewed. In general I have noticed that almost nothing negative is said about a glider, and each issue of the magazine suggests that this month's featured glider must be even better than the one reviewed in the previous issue. I am finishing my beginning training and have been talking with my instructor about selecting a glider. I was surprised to be informed by him that the reviews are little more than glorified advertising copy, and that the reviews are written by people involved in selling the gliders, or otherwise involved with their promotion. Is this true? I also realize chat he has a vested interest in me buying a glider from him, and it is hard to judge which information is truly unbiased. It is difficult to test-fly a lot of different gliders, so I must rely on what others are saying at my level. In the future, I would suggest that all authors be required to disclose if they have any financial interests concerning their reviews. Preferably, only experienced pilots with no involvement with the company would write the articles, with some standardized rating format. I chink all articles PARAGLIDING

should include the AFNOR and/or DHV ratings and comments. If authors are paid to write these articles, it would be best if they were paid by Paragliding magazine. Even better would be for Paragliding reviews to be written by a consistent group of authors and regular contributors so that comments comparing gliders would have some relevance. lt would also be nice if a single reviewer compared a group of similar gliders relative to each other, and this should be done more often. While I realize that part of a paraglider's performance is subjective, this could be better quantified, as we see in car reviews in Consumer Reports. While I realize that the sport of paragliding is not at that point yet, higher standards should be established so that published reviews are unbiased and something that gullible beginners can look to as accurate and independent reference material. In addition to authors being required to disclose potential biases, I would like to see more critical evaluations. Some gliders are clearly dogs compared to the competition, or have other problems. This should be openly discussed along with the good points. William Baumgard Oakland, CA

Steve Roti replies: Mr. Baumgart! writes, "... each issue of the magazine suggests that this month's featured glider must be even better than the one reviewed in the previous issue. "I wonder where he read that? Not in any ofthe reviews I've seen in Paragliding magazine. Regarding the contention that ''reviews are little more than glorified advertising copy, " I'm happy to report that none ofthe advertisers have ever tried to influence any ofthe reviews I've written for Paragliding magazine, nor have they offered to pay me. The words in my reviews are my own unless explicitly noted otherwise. Disclosure: I teach people to fly paragliders, and ifmy students decide to buy their gliders from me I'll sell them models that are well-suited for them. I've sold paragliders from four different competing manufacturers, two ofwhose products I've reviewed, but I've also reviewed products from manufacturers whose gliders I haven't sold. Should teaching disqualify me from writing reviews? The MARCI-I/ APRIL

2000

European magazines don't seem to think so; many oftheir reviews are written by instructors. So, I'll ask the readers ofthis magazine, please let me know ifI should stop writing glider reviews. Finally, ifMr. Baumgart! truly believes that ''some gliders are clearly dogs," I'd like to know which ones he has in mind. When I started flying in 1991 there was some truth to his statement (remember steer seats?), but glider designs converged during the 1990 's and today's DHV and AFNOR certified models are more alike than they are different. There are many good gliders on the market, and I realize that makes it difficult for a beginner to make a buying decision. My advice to people in Mr. Baumgartl's position is this: Ifyou trust your instructor you ought to buy the model he or she recommends for your first glider; zfyou don't trust your instructor you've got a bigger problem than trying to decide which glider to buy.

DHV Special Certification Notes where applicable. Based on my experience with modern recreational gliders, I personally believe that the similarities are greater than the differences, and that any ofthem would provide satisfactory results for the majority ofpilots. In fact, I believe that most new pilots are inexperienced to the extent that they are unable to recognize or appreciate the distinctions between them at this point in their flying career. One primary purpose ofmy reviews is to highlight the distinctions to help clarify the choices for a pilot's first or replacement glider. I believe that in most cases glider selection reduces to pure subjectivity based on the "handling" ofa glider, not the "performance" as you have suggested Two other seemingly incidental factors that seem to often bias a pilot's choice ofglider are the context (site and soaring condition;) in which it's test flown. If the pilot forms a positive first impression ofa Alan Chuculate replies: glider by "having a good flight, "that often This letter is in response to Mr. becomes the definitive factor in the selection Baumgartl's letter to the editor titled process, despite the context factors that may "Unbiased Glider Reviews. "Please note that have inappropriately influenced that decision. my comments do not speak for other authors, Advancements in the state ofthe art of paraglider design regarding performance and only for myself As an instructor, I noticed the hazardous safety are evolving rapidly. Recent models that trend ofan increased number ofincidents are only a couple ofyears old but still in proresulting from pilots )'umping on the bandduction can certainly and quickly acquire the wagon" offlying gliders beyond their skill perception and label ofbeing "dogs. "I will level in pursuit ofgreater performance. I also tell you that ifI fly a glider I don't want to had students and rated pilots repeatedly askendorse, I will choose not to review it rather ing questions concerning glider selection and than write a negative one. In addition, I am pleased to say that all ofthe feedback I have piloting techniques. In the interest ofpromoting safety by legitimizing the decision to fly received about my articles has been very posirecreational-level gliders, and to respond to tive, with the exception ofyours. While I the needs ofthe pilot community, I indepenagree with you that a "Consumer Reports" dently initiated my recreational glider review type of matrix analysis ofgliders could proseries in 1998. This also served to fill a void vide a valuable service to the pilot communiin glider evaluations which I perceived to ty, this is an ambitious undertaking which I exist in our publication, and Im pleased to am not motivated to undertake at this time. see that other authors have followed suit. 1 encourage students to listen to the advice The USHGA has agreed to pay me a oftheir instructors, but as you indicate, any nominal fee to help offset the time and effort instructor has a financial interest in selling required to compose my articles because the you a glider. My personal policy is to sell a editor and administration perceive them to be student whichever glider he wants, unless I a benefit to the membership. The US. feel it is inappropriate for his skill level orfor importer/distributors do not provide any com- the conditions in which he will be flying. If pensation for my services, though some have an instructor cannot offer you a tangible and informed me that glider sales have increased clear technical explanation ofwhy any particas a result ofthe reviews I have written. All of ular glider is or is not appropriate for you, the reviews I have written specify the glider's then I suggest you seek a second opinion. certification ratings with emphasis on the In addition to reading glider reviews in

any magazine, and talking to other pilots, 1 highly recommend that prospective buyers attend the "demo days" events held at various sites and times in the U.S. At these forums, multiple glider brands, models and sizes are available for test-flying at a single site in similar conditions. Such opportunities to "take a test drive" clearly present the best opportunity for prospective buyers to sample the market and get a first-hand impression that is key in making an educated decision about a glider. I trust you find my comments constructive and that you have a clearer understanding of my motivation and relationships concerning my glider reviews. I welcome your feedback and that ofothers, and I encourage readers to contact me directly by e-mail or phone at g_achucu@qualcomm.com or (858) 2921552.

HAWAII COMMENTS Dear Editor, I was pleased to see an article in Paragliding (Jan./Feb. 2000) about some of my home sites, but there are a few errors I would like to correct and a few cautions that should be expressed. First, Oahu flying is not as benign as the author makes it sound. Although we do fly some of the finest and most beautiful ridges in the world, we also experience strong, Chelan-style thermals at all our sites. Visiting pilots should not be lulled into complacency. Some of our sites, such as Makapuu, are restricted and require a visiting pilot to have a P4 rating and impeccable launching and kiting skills. Regulated or not, all our sites have an extreme danger potential due to the strong and variable weather conditions in which they are flown, and few are suitable for low-time pilots. Many visitors who have flown here without the benefit of local pilot advice have been hurt and occasionally they have endangered sometimes delicate relationships with landowners and nearby property owners. For this reason, the pilots of Oahu ask all visiting pilots to do the prudent thing: contact and fly with the local paragliding community. We have been busy in the past few years developing many sites around our magnificent island, many

more than were reported in the article and too many to discuss in a short letter such as this. However, we are always happy to show new pilots around and to introduce them to Hawaiian flying. Our hospitality is world-renowned. Visitors can contact Doug Hoffman (808) 263-0329, Marc Hill (808) 942-2582, Pete Michelmore (808) 479-2198 or me (hiller@hawaii.edu). Jon Goldberg-Hiller Honolulu, HI Dear Editor, It was great to finally see an article in Paragliding about some of our home sires, but I would like to correct a few errors and offer a bit more information. If you are a visiting pilot you must have a P4 rating or be a very experienced P3 with a Hawaii Hang Gliding Association (HHA) sign-off, fly with a local guide, have signed the HHA waiver and be an HHA member ($20 per year). Be careful when flying Makapuu because conditions are usually very strong on launch. Because of the geometry of the cliff, even when it's only blowing four mph on the beach ic is not uncommon for the wind to be 20+ on launch, so when you pull up you'd better be ready to launch or you will be launched. Just ask the locals or several visiting tandem pilots who have left some skin behind! Because of the exceptionally light conditions required to fly Makapuu it is a rare gem and a real treat to fly. Also, be careful about strong vencuries formed by the low spots in the mouncain range. It is vital to have a properly adjusted speed bar and to feel comfortable using it -your life may depend on it. Lanakai is a "cowboy" site, but the locals do control who flies there. Don't try it solo or you may end up in the trees. There are two launches: the cencer bowl and the east bowl. The trades usually blow north-northeast and the center bowl is usually the best place to launch. It is steep, and once again you will be in a launch-or-belaunched situation. If the east bowl looks better, expect to take between a 25% and 40% asymmetric right off launch unless the wind is very easterly (hence the name "east bowl"). The center bowl is between

the "cannon mounts" (actually, military bunkers used to house large guns to fend off a potential invasion during World War II), and the east bowl is on the south side of che bunkers. If you are planning to soar and the wind on the beach is between five and 12 mph you should have a good flight. At five mph you will be scraping, and if you find yourselflooking into the pill boxes it's rime to bug out and head for the beach. You can make the LZ from this height on a modern glider but don't make any unnecessary turns. If you aren't going co make the beach take a good look at the park, but beware; you may be arrested if you land there. However, this is better than landing on a roof or in someone's yard (a major 110-110). Landing in either place will impact the site. If the wind increases there are other places to fly like Kahana Bay, but again, be careful because it can be good on launch and way too strong at altitude - speed bar is a must. The geometry is very complex, so be sure to talk with the locals before you fly, not after you are rescued. When the wind subsides the west side gets good and there are usually some strong, small thermals to be had out west. Nanakuli is the primary site out west and some of the locals are very helpful. This site is not for the fainthearted but it has some excellent X-C potential. There is almost always someone co fly with, and Pete or Mark (both HHA board members) at Paradise Paragliding are excellent people to contact if you are considering a trip. When the wind is blowing less than 20 mph on the beach in Kailua you can usually fly somewhere, but beware; it is not uncommon to have a month of 20+ winds followed by weeks of light and epic flying, so don't forget your windsurfer. Winter is hit-and-miss, buc the trades are consistent in the summer. However, don't expect to fly Makapuu or Nanakuli if you come in the summer. Finally, if you don't have good ground-handling skills you'd better practice before you arrive or you will pay. Doug Hoffman Kailua, HI

PARAGLIDING

... hanggliders, planes, paragliders and rigid wings. For pilots, who dream our dream of flying!

NEW TANDEM PARAGLIDING WORLD OPEN-DISTANCE RECORD CLAIM: 223 KILOMETERS

PRO-DESIGN NEWS

he brand-new Basic/Intermediate Effect glider has just passed DHV certification as a Level 1 glider with a 1-2 rating accelerated. Using Pro-Design's highly efficient speed system, the DHV measured 51 km/h. Currently, only the large size (with a weight range of 90 to 110 kg) is available, bur the other sizes are expected to be available soon. According to the manufacturer, the Effect has proven to be on the leading edge of the DHV Level 1 revolution, and had a fifth-place finish in the Srubai C up Profi-Class. The Effect competed in the speed run with 64 o ther gliders, mainly competition wings wi th skinny lines , a fantastic finish for a DHV 1 glider. The Target recently won the Srubai Cup hobby class. Swiss pilot Mathias Kale demonstrated that the Target is the top glider for the advanced recreational pilot. Kalt won the Stubai Cup hobby class on his Target 42, competing against a field of 72 pilots . Congratulations Kalt!

he Carrier, a new tandem glider from Pro-Design, is now available. Ir is rared DHVLevel 1-2 with an amazing weight range of 130 to 220 kg. With the flexibility of rhe weight range, and superior handling and launch and landing characteristics, the Carrier sets a new industty standard for commercial tandem paragliders. The first shipment of Carriers sold out immediately, bur more have been ordered. As with all Pro-Design products, the Carrier uses uncompromising construction techniques and only the finest materials like Porcher Marine fabrics and Spectra lines for unparalleled strength. For more information on Pro-Design products check our their Web sire at hrrp://www.pro-design.ar/ or contact ProD esign's U.S. sales office, Fly Away Paragliding, (303) 642-0849 , flyaway@diac.com.

n January 11 , 2000, Manilla paragliding instructor Godfrey Wenness and copilot Suzi Smith launched from Mt. Borah, Manilla, Australia, and flew 223 kms to claim a new Tandem Paragliding World Record for Open Distance. The flight, which went in a northwest direction from Mr. Borah over cotton and grazing farmland, took seven hours and 15 minmes and was made on an Advance Bi-Bera 2 Proto . Conditions were slow for most of the flight with over 150 kms flown in blue sky (no clouds), climbs only averaging rwo or three meters per seco nd, and many low saves. H eights of berween 2,300 m MSL and 3,000 m MSL were reached. The landing, with an FAI Official Observer present, was 100 km west of Moree at "Elwyn Station. " If the claim is accep ted this will be the first rime that a paraglider pilot has held the Solo (335 kms, l l/16/98) and Tandem Open Distance world records at the same rime. This will be the third paragliding world record flight made from Mr. Borah, making it possibly the most paragliding record-prolific site in the world! Some photos and a copy of the barogram will be available for viewing at the Manilla Sky Sailors Club Web sire http://gri.une.edu.au/ mss.

Continued on page 13.

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

H paragliders Swiss Quali y - European Performance - Durability Torrey Pines Gliderport 2800 Torrey Pines Scenic Drive, La Jolla CA. 92037 Tel.: 858 452 9858 Fax: 858 452 9983 Windtalker: 858 976 9984

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RELEASE, WAIVER AND ASSUMPTION OF RISK AGREEMENT In consideration of the benefits to be derived from membership in the USHGA, (Pilot) and the parent or legal guardian of Pilotif Pilotis a minor, for themselves, their personal representatives, heirs, executors, next of kin, spouses, minor children and assigns, do agree as follows: A. DEFINITIONS - The following definitions apply to terms used in this Agreement: I. "PARTICIPATION IN THE SPORT means launching (and/or assisting another in launching), flying (whether as pilot in command or otherwise) and/or landing (including, but not limited to, crashing) a hang glider or paraglider. 2. "SPORTS INJURIES' means personal injury, bodily injury, death, property damage and/or any other personal or finandal injury sustained by Pilotas a result of Pilot's PARTl(IPATION 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 financial injury sustained by Pilot as well as personal injury, bodily injury, death, property damage and/or any other personal or financial injury sustained by Pilot~parents or legal guardians, as a result of Pilot~ PARTl(IPATION 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 Pilot~proficiency rating(s); c) Each of the hang gliding and/or paragliding organizations which are chapters of the USHGA; d) The United States Of America and each of the city(ies), town(s), cmmty(ies), State(s) and/or other political subdivisions or governmental agencies within whose jurisdictions Pilotlaunches, flies and/or lands; e) Each of the property owners on or over whose property Pilotmay launch, fly and/or land; Q All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where Pilot PART/(IPATES IN THE SPORl "Ail 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 Pilo~s PARTl(IPATION 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, I will 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 ~hall 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. SEVERABUUTY. 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 INJURIESas a result of Pilot's PARTl(IPATION 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 BY THE ACTION, INACTION, OR NEGLIGENCE Of THE RELEASED PARTIES, 10 THE FULLEST EXTENT ALLOWED BY LAW. Ihave read, understand, and agree to the above RELEASE, WAIVER AND ASSUMPTION OF RISK AGREEMENT. Adult Pilot's Jifnature

Oate

Jifnature ofPilot's Parent or Lepl Guardian ifPilot um/er /8 yean ofare.

Oate

MMR 12-97

Continued.from page 8.

LAST CALL FOR 2001 CALENDAR PHOTOS

HE MARCH 31 DEADLINE IS ALMOST HERE, and we need your help. The USHGA Paragliding Calendar relies heavily on our esteemed membership for photo contributions to this wonderful project. If you have some hot para photography, send it to us and send it today! Launching, landing, setup, towing- whatever. The Calendar Selection Committee wants to see it all! If chosen, your photo will be immortalized for all the world to admire. Hints of fame and fortune from this exposure are "in the air," but you have to send your pies in now! Imagine yourself/glider/site being admired universally. Send your photography (slides preferred/horizontal format) to: USHGA Calendar, PO Box 1330, Colorado Springs CO 80901. All photography will be treated with the utmost respect and properly returned. Don't delay, send 'em today. If you have any questions please call Jeff Elgart at (719) 632-8300 or e-mail jjelgart@ushga.org. (As we go to press only

three submissions have been made!)

FLYTEC USA- "GO BREAK A RECORD"

I\ re you thinking about a world record .t1.attempt in hang gliding or paragliding or in any other form of sport aviation? If you are, you will want to do it with one of Flytec's barograph-equipped instruments which include the 3030 Professional, the 4020 Professional and the 4030 GPS Access. Flytec USA will refund the total purchase price of the instrument to a pilot who records a world-record flight on one of the above instruments. The 3030, 4020 and 4030 barographs all feature: FAI approved, 50-hour record time standard (100-hour and more record-time available), certified altimeter to 30,000 feet. Redundant instruments and 24-hour "whack" replacements are also available. With all the advances in glider performance the time is right for a new world distance record! For more information on the Flytec USA "Go Break a Record" program and tips on barograph recording contact: Flytec USA, 1800-662-2449, (352) 332-8675, fax (352) 332-8676, www.flytec.com, info@flytec.com. MARCH/APRIL

2000

USHGA ORGANIZATIONAL DIRECTORY SHGA Headquarters is revamping its Organizational Directory and we're asking you for updated information. Please e-mail us at jjelgan@ushga.org to update or include your business. Send us the organization or company name, contact person, address, phone number, 800 number, fax number, e-mail and Web address. This directory is distributed to all interested parties who call USHGA, included in new member packets, and handed out at special events like Oshkosh and Sun 'n' Fun. This is currently a free listing offered by USHGA in support of the hang gliding and paragliding communities. We plan to reprint the directory in April, so don't delay.

PROPOSED JOINT USHGA/SSA ADMINISTRATIVE SUPPORT ORGANIZATION

he Executive Committee of the Soaring Society of America and representatives of the U.S. Hang Gliding Association met on January 8 and 9 in Denver, Colorado to discuss the creation of a jointly owned support organization. The intended purpose of that organization is to serve the common administrative needs of two organizations sharing similar interests. In creating this organization it is important to emphasize that the SSA and USHGA will remain as distinct, separate entities. The current, preliminary understanding of the organization's shape foresees the creation of a jointly owned administrative support operation. Possible activities of that structure may include the joint management of merchandise sales, advertising and convention organization as well as the development of fee-based, on-line educational programs. Coordination of membership support services and staff benefit programs is also possible. The essential objective in creating this organization is the pursuit of cost-saving opportunities presented by economies of scale resulting from the pooling of membership numbers of the two participating associations. That such savings are realistic has already been demonstrated by the substantial cost reductions achieved from a recently agreed joint printing contract for the publi-

cation of the associations' three magazines. The two organizations will jointly save approximately $68,000 (divided roughly equally) this year from the contract, a figure which represents an 18% savings in the SSA's printing budget. It is hoped that such anticipated cost savings will release resources, thereby enabling the improvement of services for members of both orga111zat1ons. Less easily measured, but also a likely and desired benefit of the associations' closer cooperation, is the increased national political influence that will result from the two organizations presenting a common front in matters of mutual interest. The meeting concluded with complete agreement on both sides as to the advisability of proceeding with the project. Concretely, the President of the USHGA and the Chairman of the SSA and their two staff directors were instructed to produce a preliminary document examining details of the potential financial benefits, as well as the organizational and legal feasibility of the project. That document is to be completed by March 1, in time for presentation to the respective Boards of Directors at their next meetings. Those meetings will take place during the joint Convention in Albuquerque, New Mexico on March 16- l 9. It should be pointed out that this project was initiated at talks begun during last March's first joint SSA-USHGA convention in Knoxville, Tennessee. The two groups are becoming increasingly aware of their similarities and of the likely benefits resulting from increased cooperation.

HEATED GLOVE LINERS

ly Above All now has the answer for your coldest flights: battery-powered glove and boot warmers. The ultra-thin heating elements in the glove liners are sealed between two layers of waterproof Mylar and heat from I 00° to 110° for up to five or six hours. The polypropylene glove liners can be worn with insulated ski gloves, work gloves, or separately for better dexterity. The power packs include a neoprene strap that easily fastens around your wrist. Each power pack operates on two AA batteries (not included). They are available in

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

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I coulda gone to the Hat Creek Fly-In on August 14owever, my eldest sister, Anita, graciously invited me and my two other sisters to visit her newly completed home and to attend the Mountain Festival in Tehachapi on the Hat Creek weekend. Ir's been quite a few years since the four of us have had such a reunion. And because there is a place called Cummings Valley nearby, where the locals paraglide at about 4,000 feet elevation, I choose Tehachapi instead of Hat Creek. After a Saturday morning of Mountain Festival parade and craft booths in the park, I had the urge to go paragliding. The wind was blowing pretty hard in Tehachapi, so I expected it to be blown out and really wasn't committed to flying. Bur I did visit the site, just about four miles by GPS from Anita's house, to see if anyone else was flying. Nope. No pilots in the air and not a so ul in sight in the vicinity of the LZ. I don't advocate flying alone, bur as long as I was there I thought I might just as well hike up the hill and check the wind speed. Not too bad 8-10 mph . Should be flyable ifI could catch the house thermal. As it turned out, I missed the thermal , but soared the ridge for a six-minute flighr. Since any flying is better than none, I felt a little bit satisfied and headed back to Anita's to call it a day. Early Sunday afternoon I returned to Cummings Valley to find a hang glider pilot breaking down his glider in the hang glider LZ. He had flown from Bear Mountain and said that conditions were pretty punchy. He'd flown about 50 minutes and reached 7,200 feet where conditions were okay, but he said that out over the valley it was pretty rough, even for Cummings Valley (whatever that meant). In particular he was bounced around quite a bit while landing, but he still thought it would be flyable. .........................

I proceeded to the paraglider LZ and measured the wind speed at six to eight mph. That seemed eminently doable. With the previous day's experience under my belt I figured it would be a shame not to head up the hill a few hundred feet and reassess the situation . It was hot, and the hill was pretty steep, so 1t took about 20 minutes to get 600 feet up over the LZ for another look-see. The wind was 8-10 with peaks of about 14-15 as the cycles came through. I could see dust devils out in the valley from time to time, and that produced an amber light in my mind, but they didn't appear to be highly intense with cores closely packed, extending thousands of feet into the air. The air coming straight up the hill seemed very inviting. True, I was alone . I never feel great about flying alone, and seldom do ir. Bue it had worked okay the previous day, and I did have my cell phone in case I needed to call 911 . And, in a worst-case scenario, if I crashed, the hillside was pretty bare and m y glider would be visible, so someone would hopefully see me. In any event, the conditions see med very inviting and I felt quite confident that all would work out well. So I laid out my glider, climbed into my flight suit and harness, went though my checklist and hooked in. After building a wall and checking out all the lines, I waited for a favorable cycle, lifted th e glider overhead and took off, climbing immediately and constantly at a very comfortable rate - a few bumps, but these were thermal conditions and nothing unexpected. The hang glider pilot had mentioned that he found the best lift right over the

paraglider launch ridge, so that's where I starred to explore the air. Sure enough, it didn't take long to get several hundred feet above launch. The ridge to the west, over toward Bear Mountain, looked like it would be fun to explore, so I headed out in char direction. Sure enough, there was lift to get up to the top of the ridge and look around. I could see in the direction of my sister's house but couldn't pick out its exact location. Still, it seemed like a good idea to try gomg cross-country and landing in her front

yard. So back I went,

1,500 feet over launch, heading down the ridge toward Anita's place. The lift wasn't as This condor was easy to find on that part of the ridge. The hatched in the San Diego WildAnimal scattered blue oaks, Park on March 27, which were all over the place, had some 1994 and released space between them in at Lion Canyon in which it looked like I the Los Padres might be able to land National Forest on withour ending up in February 8, 1995. Photo by Joanna a tree, but I didn't have anyone following Behrens, Wildlife Biologist, US. Fish me in a chase car, so and Wildlife landing our wasn't a very attracnve opnon . Service.

PARAGLIDING

•

15, but instead ... This was especially so since I was continually flying within sight of the Tehachapi maximum-security correctional facility, and hitchhikers are not a welcome commodity on the roads in th is area. If I landed out I was guaranteed a good hike, and since it was a pretty hot day chis prospect had limited appeal. So, after losing a lot of altitude, my conservative nature prompted me to turn back coward launch to regain some height. Looking down at the blue oaks below me made me wonder if I had overextended my exploration . What the heck had I gotten myself into? Did I make a big mistake? Bue no, there was some lift, right over the little hill where I thought it should be - not great lift, but enough co give me a little margin of comfort. Then one more little bounce and I was over the last little ridge between launch and me, and the lift was stronger. I was okay! Up the face of the mountain I flew,

they had some unusual coloring at the elbow of their wings. As they circled gracefully in the thermal and I approached, the recognition came - condors! Could it be? Yes, conditions were a bit punchy, and I was busy, actively fl ying my paraglider. Where were they? Oh yes, over there. Are we in the same thermal? Yes! Dig chose birds! My gosh , how exciting! To be chermaling with condors. Unbelievable! Unexpected! Thrilling beyo nd words . Three or four times around in chis thermal and there they wem, moving on to another. I followed. They drifted back co che original position and we all went round and round some more. One of the biggest (with an orange head) had large, numbered tags on its wings, one blue, one red, each with a large number "8. " We fl ew on and Number 8 came in to cake a better look. Its legs were lowered co lower its speed. Ir passed 10 feet over my glider, directly between the sun and me, casting an unbelieva bly large shadow on my canopy as it

of each other. The closest encounter at che same level was abom 30-5 0 feet. I'll cell yo u, for a bird with nearl y a 10-foot wing span, chat's mighty close. And they were all well mannered. We all circled in the same counterclockwise direction and maintained eye contact. I had heard chat vultures have a defense mechanism which can result in a person getting plastered with unpleasa nt fecal material. I don't know if there is any truth in chis or not, but I had heard it, and it was on my mind as one or another of the birds would fly past me and get in front, lined up perfectly to bomb me if it wanted to. No such behavior was noted, only a very friendly "co me and play with us so me more" kind of attimde. In fact, they were leading me from thermal to thermal in the direction of Anita's house , so once again I entertained the notion of flying the four miles home and going back for my car lacer. Then they started ro drift back farther up the rough terrain of the canyon, deep-

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west agam, figuring I'd head back over coward Bear Mountain. At about 300-400 feet above launch I noticed so me vultures circling below me, out farther away from the face of the mountain than I had been flyin g. Hey, thought I, vultures know where good thermals are, I'd better get ou t there with chem. Yup, they knew where th e good ones were. By the time I got as far away from the moumain as they were, they had climbed co my altitude. I noticed chat

MARCH/APRIL

2000

thermal with me . How many of chem were there? Wow, there were four. No, five! No, I'll be damned if there weren't six of chem! They seemed as imerested in me as I was in chem. They cominually drifted from place co place, choosing the best lift in the vicinity. For 15-20 minmes we continued sharing the sa me thermals as we gained ahirnde, our relative height always wi thin abom 100 feet of each ocher. Sometimes I would be on the rop of the heap , sometimes on the bottom. Ocher rimes all seven of us would be circling in the same thermal at the same level, all of us within 100 yards

I lost confidence. When I conservatively headed back coward the launch area, my newfo und playmates kept circling farther and farther into the wilderness an d I

Jerry Schimlre started flying paragliders in 1991 at age 54 and has a USHGA Advanced rating. Sharing the air with birds (pelicans, red-tailed hawks, seagulls, black vulture;~ other paragliders, hang gliders, etc.) has been one ofhis great joys while paragliding. The experience of August 15, 1999 (described in this article) far surpasses any ofhis previous adventures while sharing airspace with the native flyers. Photo by Kay Schimke.

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Figure 1. lost contact with them. What exhilaration! What satisfaction! I felt that I had gained new understanding and insight into the flying environment of Cummings Valley. I flew back toward Bear Mountain and grabbed a thermal, riding it back to the top of the ridge where the convergence threw me into the sky at 1,140 fpm. After attaining 6,900 feet MSL I was ready to fly down the ridge, picking up thermals all along the way to Anita's house. I had flown with the condors! I was a sky god! However, before l got even as far as the condors had taken me 25 minutes earlier, the expected thermals had not materialized. I had flown into 900 fpm sink, and I was low, way back over the wilderness. No longer a sky god, l realized that I was not a condor. The condors had honored me by allowing me to join them for an exquisite quarter to a third of an hour, but now I was once again a frail human being, only visiting this splendid airspace above rugged wilderness, and out of my natural element. I turned back, surveyed the valley for dust devils or other indications of perilous landing conditions, and realized that the adrenaline high was wearing off and I was getting very tired from all the active flying. It was time to land. Over the valley and the LZ the air was more fluky and agitated than over the mountains. (Hmmph. Is that what the hang glider pilot meant?) I now wanted to get down fast, so I made a few turns in a spiral dive, went into big ears with the speed bar and plunked down softly a few

feet from my waiting car. What an absolutely wonderful experience it all was. I sure wanted to do it again, but expected that it was a once-in-a-lifetime expenence. EPILOGUE

An experience is over when it's over, but when is it over? I thought condors were nearly extinct. Is this true? Who was bird Number 8 and who were its buddies? Were they really condors? Only Number 8 had a red/orange head while the others had gray/black heads. Were the gray/blacks a different species? Where did they come from? How did it happen that we encountered each other and flew together? Is this normal behavior? These and hundreds of other questions pestered my mind, kept me awake at night, and generally kept the experience of flying with the condors very alive and real long after leaving Cummings Valley. I literally couldn't keep my mind off of the encounter and was forced to do research to seek answers to my questions. Here's what I found out. California Condors, gymnogyps californianus, are amazing animals (charismatic megafauna according to Greg Austin of the U.S. Fish and Wildlife Service, Hopper Mm. National Wildlife Refuge Complex in Southern California). The condor is the largest flying land bird in North America. They typically weigh in at about 20 pounds, are 45-55 inches high and have a wingspan of 8.5 to 9.5 feet. Mankind nearly forced the species into

extinction through habitat destruction, lead poisoning, power line accidents, egg collection and random shootings. By the 1890's the condor population had already decreased to about 600 birds. The 1940 estimated population was 60-100 birds. In 1983 the total population was reduced to 22 (before breeding season). It was only through heroic intervention under the cover of the Endangered Species Act and its predecessors that the condor's precipitous tumble down the road to extinction was halted. A joint private/government effort to study and preserve condors was started in 1979. In 1983, eggs removed from nests in the wild were hatched and chicks raised in an environment designed to simulate their natural habitat. By 1987 there were no wild birds, and all 27 existing condors were in the captive-breeding program. In 1992, seven condors were reintroduced to the wild. Graph 1 traces the population history of the condors since the 1960's. Currently there are 49 condors flying free in California and Arizona. There remain 118 condors in the captive breeding program operated by three institutions: San Diego Wild Animal Park, the Los Angeles Zoo, and the Peregrine Fund World Center for Birds of Prey in Boise, Idaho. The U.S. Fish and Wildlife Service Hopper Mountain National Wildlife Refuge Complex coordinates the program. Were "my birds" really California Condors? Indeed they were! Although at time of release, juvenile condors are the same size as mature birds, their coloration is different. Condor R08 (red tag, numbered 8) is a female hatched on March 28, 1994 in the Los Angeles Zoo and released into the wild in the Lion Canyon vicinity of the Los Padres National Forest. She is one of the oldest and dominant free-flying females. As such, she is one of the first reintroduced condors whose head and neck are turning from the juvenile gray/black coloration to the mature red/orange. In fact, she and R07, a contemporary male, have been observed by Fish and Wildlife biologists in some preliminary courtship behaviors and may produce an egg (possibly even a fertile one that hatches) in the year 2000. Why were they where I was? Well, 10,000 to 100,000 years ago you might have run into them anywhere from British Columbia to Baja, California, throughout the Southwest to Florida and north to

PARAGLIDING

New York State. But by 1940 the condor's range was reduced to the mountainous areas of Southern California as shown in Figure 1. Also indicated are the locations where Condors bred in captivity by the California Condor Recovery Program have been released in the Los Padres National Forest. Condors are naturally curious and exhibit strong social behavior. From time to time most of the 20 birds in Southern California will be grouped together. Then one or more individuals will go out exploring. They have been sighted as far north as Bishop, on the east side of the Sierra (approximately 200 miles from their release point) and in the Springville vicinity of the Sequoia National Forest on the western slope of the Sierra (by a hang glider pilot). Since paraglider pilots have flown more than 100 miles in a single flight, it is no surprise that these magnificent birds are also far ranging and have been observed to travel in excess of 1 50 miles per day. Apparently the Transverse Range between Tejon and the south end of the Sierra is a favorite foraging area for con-

MARCH/APRIL

2000

Figure 2. Condor/Paragiider Flight Path dors. So here they happened to be flying through, looking for a large dead animal to eat, and I happened to be in the air at the same time. I'd guess that a chance encounter like this would occur far less

often than one time in a million. (With such good luck, maybe I ought to play the lottery.) Figure 2 is an expanded view of the Cummings Valley where the encounter

S11n hancisco

8am·t,wrv Cmulor Ranxt' Cmu!orRdetJ\'t'St/t:

occurred, showing the estimated track of our joint flight. It is anybody's guess as to why the drift of our track was to the east and north. Maybe the condors were simply out on a day trip. Maybe that is their normal search pattern for food. Or maybe they really did want to tempt me to head

Continued from page13. two sizes: small/medium and large/extralarge. The ultra-thin heating elements in the boot heaters can be adhered to your existing insoles or the insoles that are provided in the package. The power pack includes a neoprene strap that is easily fastened around your boot top. The unit heats from 100° to 110° for up to five or six hours. Extreme Comfort boot packs operate on two AA batteries (not included). They can be ordered by visiting Fly Above All's Web site at www.flyaboveall.com or by calling (805) 965-3733.

JOSH COHN JOINS WINDTECH osh Cohn, 1999 U.S. National Champion, has joined the Windtech team and plans on competing at many of the world competitions in 2000. He was impressed with the quality and performance of the glider line when flying with Wind tech team pilots Matthew Taggert and Dave Snowden at the Red Bull Competition in Aspen. Josh plans on flying the Quarx medium with skinny lines which will allow him to compete in the serial class. Josh won with Quarx at the Millennium Cup in Valle de Bravo, Mexico. He really

out for my sister's house. I don't know. Nobody knows. That's part of the grand mystery of it all. There are so many questions. Fortunately, I'm not the only one in the dark about many aspects of condor behavior. In fact, the FWS is very interested in any reported sightings. While their biologists are monitoring the birds with radio-telemetry, it is impossible to keep track of all of them all the time. So they request that information such as tag numbers, exact date and location of sighting, number of birds, and any behaviors seen (i.e., soaring, foraging, preening, roosting) be reported to the Hopper Mountain National Wildlife Refuge Complex at (805) 644-5185. The FWS does know that, "by nature, condors are exceptionally curious and show no fear of humans. And while birds born and raised in the wild could learn about the hazards of their environment from their parents, captive-released birds have no such role models." Therefore, it is very important to the survival of the con-

dor species that humans stick to the old adage, "Don't feed the wild animals." It is critically important that condors learn to fend for themselves, and it can only be done if humans assist by not feeding them. The FWS doctrine requests that people remain more than 100 feet from a condor on the ground or on a roost. If they happen to land near your vehicle on a mountaintop (they are curious), FWS encourages people to flush the birds by making loud verbal noises or clapping hands. Anything we can do to make the birds less comfortable around people will ultimately be in their best interest. The bottom line: 1) Don't approach condors on a roost or feeding on the ground. 2) Scare them away if they have landed on or near your car. 3) If you get a chance to fly with them, do it! You won't be sorry.

likes the glider and commented, "The glider is great fun to fly, and I don't feel like I'm at much of a disadvantage against any glider, certainly not the serial ones. The sometimes trashy conditions have given me a chance to test its reactions, and they're very nice."

pilots to take off from very isolated and pristine 7,000- and 8,000-foot sites. As with helicopter skiing, various remote sites can be flown in quick succession. The helicopter clinics, a joint effort with friends in British Columbia, also offers a good opportunity to assess unfamiliar high alpine terrain for launch suitability, and to perfect personal high-altitude launch skills. Alpine Marine will also conduct an SIV/Performance Safety Clinic using the helicopter to ascend to altitude over a lake.

MILLENNIUM CUP FINAL RESULTS Serial Class 1) Josh Cohn, Wintech Quarx 2) Miguel Gutierrez, Ozone Proton 3) Carlo Borsattino, Wintech Quarx

The author may be contacted at jschimke@pacbell.net. - Ed. Ill

Advance Paragliders Open Class 1) Chris Muller, Gin Boomerang 2) Josh Cohn, Wintech Quarx 3) Szilard Forgo, Nova Krypton

ALPINE MARINE NEWS Helicopter Paragliding Adventures

fter very successful initial helicopter trips to several unflown peaks last fall, Alpine Marine was encouraged to repeat their personalized helicopter tours this spring and fall (for intermediate paraglider pilots and up) in the North Cascades of British Columbia. As they fly into extreme territory, a crew of both mountain guides and advanced paragliding instructors will be on hand. These adventures allow paraglider

lpine Marine is also happy to announce that apart from their existing line of gliders, and in cooperation with International Paragliding, they will increase their efforts in 2000 to promote the new line of Advance paragliders in the Pacific Northwest. Advance, following the release of the Sigma 4 Performance glider, has just released the impressive new Epsilon 3 Intermediate wing, and is about to release the new Alpha 2 Beginner glider as well as their new Tandem, the Bi-Beta 2. For more information and registration contact: Alpine Marine, Inc., Christian Mulack, (425) 432-8900, AlpMar@compuserve.com. Ill

PARAGLIDING

Paragliding: From Beginner to Cross-Country by David Sollom and Matthew Cook

reviewed by Steve Roti

here's a new paragliding book on the market written by two highly experienced British paraglider pilots, one a senior instructor, the other a national distance record holder. David Sollom and Matthew Cook, both accomplished competition pilots, have written a book that has a wealth of information for novice and intermediate pilots interested in improving their knowledge and skills and making the step up to cross-country flying. After reading this book I'd venture to say that even those pilots who are already flying cross-country will learn something new from this book. The first two chapters cover basic and intermediate techniques quickly in about 50 pages. Most of this information is available in other paragliding textbooks, but the sections on active flying, rapid descent techniques, and maneuvers are more up to date than those in any other book of which I'm aware. The chapters on thermaling, competition flying and tandem flying all have use-

MARCH/APRIL

2000

ful information, but it's the chapter on cross-country flying that makes the book unique. There's a shortage of advanced information about paragliding available in print, so this book is a valuable addition to the smattering of magazine articles about cross-country paragliding that have been published in the past. If you're a relatively new pilot the information in this book won't turn you into a distance record-setter overnight, but it will get you started in the right direction when it comes to flying cross-country safely. The foreword was written by paragliding world champion John Pendry, and here's what he has to say: "This book will be essential reading for both new and established pilots. It will help to refine the skills learnt during the pilot's initial training, as well as guide him or her during those first tentative steps toward cross-country flying .... David Soll om and Matthew Cook have amassed a considerable amount of flying and teaching experience between them.

They have combined this into a book that is not only informative and interesting, but quite unique within the paragliding world." How does this book compare with the other textbooks on the market? I asked instructor Dixon White to look at the book and his comment was, "I think it makes a good addition to everyone's library, but isn't a stand-alone book that is all someone needs." I agree with Dixon and I'd recommend that a new pilot read either Noel Whittall's book

Paragliding: The Complete Guide or the Wills Wing book Paragliding: A Pilot's Training Manual (or preferably both) before reading this book. The basics are covered in more detail in the other two books, and pilots will be better prepared to understand and absorb the information in this book after they have l O or 20 hours of airtime in their logbooks.

Paragliding: From Beginner to CrossCountry is available for purchase from the USHGA office. •

THE EIGHTH ANNUAL

Women's Halloween Fly-In CHELAN BUTTE, WASHINGTON by Murdoch Hughes Perched high on the Butte above Chelan, Washington, we were a scary bunch eager to launch and begin the Eighth Annual Northwest Womens Halloween Fly-In. The clouds in the Chelan river valley below were beginning to thin. A radio check with the LZ, at Chelan Falls Park, reported visibility overhead and out over the river, so we helped Pam Nichols lay out her green Firebird Ignition.

t was a perfect launch into Halloween wisps of cloud, as the first woman pilot to launch celebrated in style the last Women's Fly-In of the 20th century and the millennium. Like fall leaves released from trees on swirls of wind, Pam's flight kicked off the Fly-In, and wing after colorful wing followed, in what turned out to be a continuous stream from 11:30 AM until sundown. Some lucky few found thermals and soared, while others rode ridge lift, with the longest flight being Teresa Carey's at an hour and 30 minutes . Not bad for late fall in the

Wings were decorated with flags and streamers, and many pilots flew in costume. Since the rules of the Women's Fly-In require male pilots to lay out and fold up the women

pilot's wings (among other things) there are traditionally quite a few guys who fly in drag. But there were also Ghostriders, a Tweety Bird, two Flying Nuns, and a prehistoric cave couple flying in their dreams, as well as many other characters. There was an aerobatics ballet, with pilots trailing 20-foot streamers and red smoke that swirled magically through the blue sky, making the constant stream of wings overhead seem like some aerial circus parade. The day was surely one of the year's last beautiful flying days in the Northwest, giving closure to the season as well as the century in which human flight evolved. It also marked the end of a thousand years in which women were once burned at the stake as witches for the unimaginable feat of flying through the night. It couldn't have been symbolized better than in this celebration conceived by Northwest women pilots and their friends, showcasing women flying free into the promise of a new millennium. It was wonderful to participate in such a poetic moment shared by a group of dreamers on wings. Thanks to all the women who made it possi-

ble to continue this remarkable Fly-In. A few of the women pilots who flew last year had been there for the first of these events eight years ago, but the Fly-In has grown and there were women pilots from all over the Northwest and Canada, even one from Hollywood, California (no doubt a film producer searching for a future star among the costumed participants). The eight-year tradition of this twoday event is as important as anything in foot-launched flight, at least to the women involved. (In 1999 the proceeds from entry fees and the sale of T-shirts were used to help fund women pilots in competitions.) But this unique fly-in was also a lot of fun, especially for some of us lesser goblins who flew at the chance to share the women's celebration, their airtime aloft and their party. It was a dream.• PARAGLIDING

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You know what to do if you find a hair in your soup bowl (complain to the waiter), but do you know what to do if there's a mare's tail in your trough? Well? If you aren't certain, I have a recommendation: take two (or more) viewings of Dixon White's

Weather To Fly and don't call me in the morning, unless you've decided you do want to fly.

111,,,,m--o,iihat's what this video's about: deciding whether to fly, or more accurately, learning how to tap easily-available resources that will help you decide whether the weather is appropriate for you and your friends to fly today. In this strangely soothing, homespun, yet up-to-date video, Dixon White, instructor, Master pilot and USHGA Examiner, does a great job helping weather flakes like me begin to make sense of, and then actually understand, things like the various indices (thermal, lifted, K), local effects of the jet stream, and why a nice tight set of isobars is not necessarily a good thing to have. Best of all, he does it in a pleasant, non-threatening An example ofa time-lapse cloud sequence used extensively manner, without, as he in the video. Each image here points out, engaging in a "terminology fest." is about two seconds tlpart in It's good to know the video. The total time of the time-lapse shot in the video is what's up with your very own regional air 10 seconds. Actual cloud development is estimtlted to be mass (especially if what's up with it, 30 minutes.

MARCH/AJRIL

2000

maybe way up with it, is you). If you have a thousand miles ofX-C under your hang glider or paraglider you may not have much to learn from this video, but Dixon's chalkboard talks and graphics cover a great deal of terrain themselves, and I think most free-flight pilots will find their viewing time very well spent. I remember one afternoon early in my flying career, sitting on Mount 7 in British Columbia, trying to decide just what those purple tentacles hanging from the huge clouds across the Columbia River might mean in terms of the next 20 minutes or so. The section on clouds would have given me a good hint, but I didn't need no stinkin' video! We all launched and found out on our own. What does a multi-layered sky mean? What is a "fast sky"? What's a knot? Learn to find and use information sources including barometers, the Internet, weather briefers, TV weather channels, NOAA and others, to explore the jet stream, lows and highs, temperatures aloft, winds aloft, lapse rates and much, much more.

As the introduction states, more than as a kid, you'll trust Dixon White to do one viewing may be necessary to get a the same for your new neighborhood as a grip on all the informasupposedly grown-up tion provided, but I pilot. I came away with the same "probably found each viewing a everything's going to be pleasure because of the beautiful video footage of all right" feeling. Study a flying that relieves any little weather, be okay. heavy going caused by Simple enough? things like numbers. Only two types of pilots There were even a few won't truly appreciate great whacks, boinks and Weather To Fly: those who already know everydraggings from time to time to illustrate the thing and those who don't mind discovering price paid for not paying attention in class. Unlike that the sky they just in high school, what you hucked themselves into learn relates to the real suddenly reminds them world. Dixon White introducing himselfat of their ex's - extremely I really liked the fact unstable and soon to be the beginning ofthe video. that this wasn't one of expensive. those frenetic pieces with dorky music that sounds lamely the same on every Weather To Fly is available far $39.95 plus other flying video. This was well thought shipping.from: USHGA 1-800-616-6888, out and calmly presented good stuff. If Dixon's Airplay Paragliding (520) 526fact, if you trusted Mr. Rogers to give you 4579, or Adventure Productions (775) 747the straight dope on your neighborhood 0175. Ill

A temperature inversion with graphics to highlight the points. Dust devil ftom trigger point as described in the terrain features section.

PARAGLIDING

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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. Send 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.

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

USHGA, PO Box 1330, Colorado Springs CO 80901-1330 1-800-616-6888 Visa/MC fax (719) 632-6417 www.ushga.org Please add s/h (USA) $4. 50 for videos, $5.50 for books. Orders over $50 call!

8irPlay

www.paraglide.com Paragli~ing School and Flight Parks

dixon@paraglide.com 509-782-5543

OUR PHILOSOPHY D1'.ro11 's Airplay specializes in immersion training programs

for new pilots who wam to learn this rich :111d complex ~port thorough!). We leach from the "grollnd-up", building in the pilot an academic understanding of paragliding :md meteorology, ru1 inruitivc feel for their wing, mid, most importru1t11•. an appropriate attimde towards paragliding. We've instructed mimy of !lie lop piloL~ in the t.:.S. and have supen;scd Ol'er 29,000 student OJghts.

OUR ADVANCED INSTRUCTORS DIXON \VIDTE, t.:SIIGA Instructor o[ Ilic Ye,tr and Director of Airplay P:mtgliding, is a Master Pilot :ind Tandem E.,amiuer with a Five Diamond ll\rard from lJSHGA for Ol'Cr ; ,000 accident-free flights. Me has certified hundred~ of pilots and has supervised over J8,000 student fiights. Db:on has been featu red in numerous paragliding articles and shows. MARTY DEVIETfI is an Adranced 1':tndem Instructor \\ith a Single Diamond award from USIIGA for Ol'er 1,000 accident-free flights. Ile has a Bachelor's degree ln Al'iation Technology and is :m lnstrnment Rated fixed-wing pilot. Marty has supervised Ol'er 11,000 s1uden1 nights. ASSISTANT INSTRUCTORS include Dave Wheeler, R11111 Swan. Mark Telep and Brett Zaenglein.

OUR FLIGHT PARKS Our Flight Parks are perfect beginner training areas with drire-up open launches ,tnd large l:u1ding fields. Small class sizes. two-wa) radios and state-of-the-art equipment and trucks permit man\ Jliglns per session and a fast yet comfortable learning curve from a few Cect off of the ground 10 I0,000 feel ahol'e the grom1d. Adv:mccd pilots hal'e had flights of orer ; hours imd up to 70 miles from our sites.

AlRPLAY WASHTNGTON, 2.000 prll'aic acres of beautiful rolling hills on the sunny ea~t side of the Cascades. is open April th rough September. Land within a hundred rards of the Aiqllay classroom and picnir ;1rea. The property includes biking & hiking trail~. a tight-wire ru1d ;1 30' climbing wall. AIRPLAY ARIZONA, 500 acres of extinct 1•olcanoes within the spectacular painted desert near Flagstaff. is open September through April.

PAUL HAMILTON PARAGLIDING VIDEOS Order at di.ro11@pnraglide.com STARTING PARAGLLDli~G. filmed at our Flight Parks and Washington's Chtl:Ln Butte, is a must-own video for all pilots. Brilliant on-hoard tandem video. important classroom basics. adnu1ccd pilot ground hand!Jng. and even no-wind reverse launches. WEATHER TO FLY, with Dixon White, cx11lains what wemher data )'OU need, where w get it and how 10 imcrpret it in a very straight fonvard presentation. You're Oying lucky if you don't know "we:ul1er to fly". All photographs copyrigt,t C David L6Vilt, Forest Brender.

Windtech Ambar

Skill level'

8eginner/lincrmedfare

Projected

Artll Span AIR Area

Span AIR

Roo1 Tip Fltgh1•~Ighl Flight speod

Min Trim Max

2<1,; 9.26 j.64 26.8 I 1.2

26.2 28.8 9.60 10.04 3.6-t 3.64 28.8 31.5 m' ll.6 12.0 m 4.67 4.67 4.67 n, 2.s; l.96 3.07 3.l l m o.65 0.67 0.70 0.73 :15 35 35 35 kg 60·85 75.95 85-105 95-120 km/h 21 21 21 21 km/h 37 37 37 37 km/h 4S 45 45 45 I.IS 1.15 I. IS 1.15 mis 7.6 7.6 7.6 7.6 Std Std Std/1-2 l-2 111

H.O 8.93 3.6-1 25.0 10.9 4.67

AIRPLAY PARAGLIDING GEAR We handle many lines of gliders and paragliding accessories. Each year we purchase and fly d1e newest gliders and harnesses before deciding which ones are best for our customers. Airplay currendy specializes in Advance, Nova, Woody Valley, imd Sup Air. And now...

WINDTECH PARAGLIDERS Windtech Paragliders of Spain is one of d1e largest manufacturers in Europe and the only major glider company to still construct their wings in Europe. We were immediately impressed with the quality of construction of d1ese wings and ilieir combination of handling, security and performance - d1ey had to be made available in the U.S. Contact us for die name of a dealer in your area or see www.paraglide.com for more information.

PILOT COMMENTS ON WINDTECH

Area Span AIR Arca

Span

Chord Cells flight weight flight ,peed

AIR Root Tip

Min

Trim M:n

Windtech Siena

Sklll lerel

Intermediate

Projected

Flat

Chord Cells Flight weight Flight speed

Area

Span AIR Area Span AIR Root Tip

Min Trim

Ma.x Sink rate Glide ratio DHVIACPUL

Fla,

Chord

Cells flight weight DIIV/ACPUI.

24.6 9.64

20.3 9.28 4.25 22.9 11.12

l2. I 9.68 4.25 24.9 11 .6 5.41

"I'm determined to fly tl,e very best sport class glider avtiiltlble-I'm convinced the Windtech Qitarx is the best glider I've ever flown!"

BRETI ZAENGLEIN, the U.S. National Sport Class champion for 1998, says... '~ couple of my fa vorite moments we,·e putting the Quar:r on its ear and coring at 1000 jpm right thro11gb seven hang glider pilots and just playing with light thermals ne:d to tbe 1·iver in Cashmere. I tlJink Airplll.y bas picked up an e:i:cellent line of gliders!"

DIXON WHITE, Director of Airplay Paragliding, says... "The Ambar, Windtech's entry-level glider, is wo11derfttl as a first glider. Its ease of handling on the g1·01md and security in flight help me develop a new pilot faster. "

PILOT EXCELLENCE CLINICS -~\te6 I Joi.Ji Mark and Dixon for intense d1ermal and \. \.~ ace ~ XC skills development clinics. Thorough training 9 __: ~'!a~a~ on active piloting, reading terrain and weather. .,. / " "'I Fly the famous Chelan Butte witb only 4 clients per clinic. Air conditioned retrieval vehicle and glider demo program. 7 day and 3 da)' clinics, Summer of 2000.

Tandem

Skill level Projec1ed

27. 1 10. 12 3,77 3.77 l6.I 28.0 30.9 l1l 11.29 11.7 12.28 4.S<J 4.b'9 4.89 111 2.87 2.98 j.13 m 0.67 0.70 0.73 48 48 4S 65-90 7$- 100 90·1 15 ks km/h 22 22 22 km/h 57 37 37 km/h 15 •5 •5 mis 1. 1; l.15 1.15 7.7 1.1 7.7 Std Sid Std m

22.9 9.30 5.77

Smk mle Cl.ide ratio OllVIACPUL

24.0 25.8 10.09 10.47 us 4.25 m' 27.0 29.I m 12.09 12.54 ;.41 5.41 5.41 2.;6 2.68 2.79 2.89 m 0.55 0.57 0.60 0.62 m 67 67 67 67 kg 6-0-85 75·95 85·105 95- 120 22 km/h 22 22 22 km/h 38 38 38 38 S2 52 km/h 52 52 1.0 1.0 1.0 mis 1.0 s.~ SA 8.4 M Pert Perl. Perl. Perl m'

MARK TELEP, one of the most respected U.S. cross-country pilots, with the U.S. triangle distance record of 60 miles, the Washington distance record of 122 miles, five 100+ mile flights imd zero injuries, says...

Area Area Span AIR Root np

01'

m' m

37. 1 41.5 14 4,85 3.62 0.95 45 140-210 Tondem

Airplay Paragliding 5877 Leupp Road Flagstaff, AZ 86004

SERVICE CENTER Airplay Paragliding Gear provides complete service and inspections of almost any glider sold ia the U.S. Need a reserve repack, line inspection, porosity check or sailcloth repair? Contact us!

8irPlay

Paragliding Gear and Service Center

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.

breakfast and a ride to launch, X-C retrieval. tour guide, translator. Price: HG $1,400, PG $1,200. Contact: Bob Morken, Tour Coordinatm, rmorken@hotmail.com, (530) 320-6675; James Rice, Tour Promoter, P.O. Box 3843, Incline Village, NV 89450 (775) 833-2118, (77'i) 720-35,19 (cell); Marilyn Hutt, Travel Agent. marilynn@rravel.fair.com, l-800-235-1423.

COMPETITION MAY 6-7: Beach 'n 'Fly-in Festival, Chelan Flyers Club. Three-day spot-landing contest for both HG and PC on the beach at Lake Side Park, Chelan, WA. Pilots scored on accuracy and landing form. Sunday morning race to the beach. Saturday night barbecue. Contact: Larry Majchrzak (509) 682-3479, fax (509) 682-8206, skydog@tclevar.com. AUG. 12-19: First World Paragliding Accuracy Competition. Full details available from the BHPA at: http://www.bhpa.co. uk/bhpa/about/ contact.html. SEPT. 9-16: Snowbird X-C Competition. Open-distance event and new state record attempt. No turnpoints, no race. G PS required. Contact: Ken Hudonjorgensen, Two-can Fly Paragliding, 474 E. Tonya Dr., Sandy, UT 84070, (801) 'i72-3414, khudonj<1vuswest.net.

FUN FLYING MARCH 30-APRIL 1: Sun Valley Fly-In, at Bald Mountain, hosted by Fly Sun Valley and the local flying community. Ski lift access. Features a Baldy hillclimb. Participants hike the 3,000' hill with their paragliding equipment and Ay to a spot landing. A tribute to the late Dave Bridges. Contact: www.Aysunvalley.com for info and links to accommodations. MAY 27-29: 24th Annual Starthistle Fly-In. HG and PG. ~'oodrat Mm. in southern Oregon. Barbecue, contests, prizes, excellent flying and lots of fun. Contact: Donald Fitch (541) 482-5117, Presidenr@RVHGA.org. SEPT. 2-4: I 0th Annual Pine Mountain Paragliding Fly-In, Pine Mountain, Oregon. Contact: Raven Young (541) 317-8300.

CLINICS/MEETINGS/TOURS THROUGH MARCH: Week-long tours, Valle de Bravo, Mexico. Sunday to Sunday, $595. Lodging, transportation, retrieval. airport pickup and return included. Airmen's Rendezvous, Dec. 26-Jan. 2. Contact: Jeffrey Hunt, 481 l Red River St., Austin, TX /8751, phone/fax (512) 4(,7-2529, mobile (512) 656-5052. UNTIL MARCH 30: Brazil X-C 'fours, four twoweek 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 worldrenowned Covernador 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 V aladares,

THROUGH SEPT. Cross-Country Fxcellence Clinin. Join Airplay X-C and thermal specialists Mark Telep and Dixon White for intense ther111al and X-C: skills development. Thorough training on active piloting, reading terrain, weather, reserves and mot·e. Fly at the famous Chelan Butte where many pilots have had their best X-C flights. Air-conditioned luxwy retrieval vehicles, glider de111os and more. Lodging options available with complete transportation. Seven-day clinics: JUNE 4-10, JUNE 18-24, JULY 2-8, AUC. 20-26 and SEPT. 3-9. Three-day clinics: JULY 14-lGth, AUG. 4-6 and AUC. 11-13. Maximum of four clients per clinic. Sign up now for the most valuable clinic you'll ever take. (Take more than one') Contact: (509) 782-5'i43, dixon~ilparaglide.com. UNTIL OCT. Two-Can Fly paragliding clinics, by Ken Hudonjorgensen, Point of the Mountain and Utah mountain sites. APRIL 14-17: Instructor Tmining. APRIL 22: 7,mdem l elms. APRIL 29-30: Instructor Recertification. MAY 6-7: Tandem (T2 and T3). MAY 20-21: Mountain Flying. MAY 27-29: l'hermal. JUNE 25: Intro to X-C (Olympus to ... ). JULY 28-30: Thermal. AUG. 1-3, 4-6: Safety Maneuvers Clinics with Chris Santacroce and Ken H udonjorgensen at Strawbeny Reservoir, Utah. AUG. 26-SEPT. 9: X-C Intensive and Snowhird/[j'f' X-C Competition. SEPT. 1-3: Thermal. SEPT. 22-26: X-C Training Competition. Friendly comp with instruction from Ken Hudonjorgensen, Dale Covington and U.S. team members Todd Bibler, Bill Belcourt and Mary Anne Karren. OCT. 7 .. s, Mountain Flying. OCT. 13-16: Instructor Training. OCT. 21-22: Tandem (T2 and T3). OCT. 28-29: Instructor Recertification. Contact: Ken Hudonjorgcnsen, Two-can Fly Paragliding, 474 E. Tonya Dr., Sandy, UT 84070, (80 l) 572-3414, khudonj@uswest.net. For clinic descriptions and prercc1uisites visit www.twocanfly.com. 2000: Flying m Brazil 2000. Wonderfol warm weather, flying in an exotic setting. Be part of the Adventure Sports trip to Covenador Valadarez, Brazil. Experienced instructors and guides. Take sidetrips 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. MARCH 23-25: Tiger Mtn Flying Festival, Seattle, WA. Join Super Fly, Inc., Seattle Paragliding, and the C:hiricos for their March fly-In at Tiger Mountain. Gin, Firebird and Ozone demo gliders available. lhrbecue and party. Contact: (206) GO SKY HJ, goskyhi@aol.co111 or info@4superAy.com. APRIL 14-16: 1andem I Course. Point of the Mountain, Utah. Join Super Fly and Tandem Administrator Chris Santacroce for a three-day course designed to provide you with all the information and instruction

you will need to obtain you Tandem 1 rating. APRIL 21-23: Pilot Tune Weekend, Point of the Mountain, Utah. Join Super fly, Chris Santacroce, Jeffrey Farrell and World T cam pilots for a weekend of perfecting your flying technique. Ground handling, ridge soaring, thennaling and beginning X-C will all be covcrecl Transportation provided. $200. MAY 11-13: X-C Towing Oinic, Boulder, CO. Parasoft Paragliding and Super fly host a rowing and X-C clinic. MAY 19-21: Tandem 2/.3 Course. Point of the Mountain, Utah. Join Super Fly and Tandem Administrator Chris Santacroce for a three-day course designed to provide you with all the information and instruction you will need to obtain your Tandem 2 or 3 raring. Tandem l raring is a prerequisite. JUNE 16-18: Pilot Tune Weekend. Point of the Mountain, Utah. Join Super Fly, Chris Santacroce, Jeffrey Farrell and World Team pilots for a weekend of perfecting your Aying technique. Ground handling, ridge soaring, thermaling and beginning X-C will all be covered. Transportation provided. $200. JULY 14-16: Pilot Tune Weekend. Point of the Mountain, Utah. Join Super Fly, Chris Santacroce, Jeffrey Farrell and World Team pilots for a weekend of perfecting your flying technique. Cror1ml handling, ridge soaring, thermaling and beginning X-C will all be covered. Transportation provided. $200. Contact Super Fly, Inc. (80 l) 255-9595 or info@4superAy.com. APRIL 8-9: Paragliding Tandem Clinic with Steve Roti and Rick Higgins, tandem co-administrators in Hood River, OR. T-1, T-2 and T-3 ratings to qualified pilots. Contact: Rick Higgins (541) 387-2112, SunSportsPG@\10l.com, or Steve Rori (503) 2840998, sroti<!Vuswest.net. APRIL 29-30: Paragliding Safety Clinic with Steve Roti and Rick Higgins, Advanced Instructors in Hood River, OR. Learn how to Ay more safely by polishing your piloting skills and choosing the right weather conditions. Contact: Steve Roti (503) 2840998, sroti@uswcst.net, or Rick Higgins (5if]) 3872112, SunSporrsl'C0\10l.com. MAY 20-21: Paragliding lhermal and X-C Clinic in Hood River, OR, with Rick Higgins (Oregon State PG X-C record holder) and Steve Rori, Advanced Instructors. Contact: Steve Rori ('i03) 284-0998, srori@uswest.net, or Rick Higgins (541) 387-2112, SunSportsl'C(£llaol.com. MAY 26--29: (lh Annual Demo Days at Point of the Mountain, UT. Demo wings, harnesses, varios, hcl111ets and most other paragliding-related gear, free of charge. Manufacmrcrs and team pilots from many top companies will show off their stuff. Safety and informational talks. Site guides to other mountain sites offer a chance to demo wings in a mountain setting. !'re-registration is $30 and includes a T-Shirt; on-site registration docs not include a shirt. Additional club dues of $35 required for anyone flying the Point. Contact C:loud 9 Soaring Center for more info or send pre-registration to: 12556 S. Minmeman Dr.#1, Draper, UT 84094, info@paraglider.com, (80 l) 576-6460. AUG. 8-10, 11-13: 8th Armual Safety Clinic at Lake McConahay with Granger Banks. See a syllabus at http: //paraso ft. boulder. net/safety.

PARAGLIDING

Invitation For rticipation by USHGA President David Glover

alk is easy, action and real work are more rare. The spring USHGA Board of Directors meeting is this month in Albuquerque, New Mexico, March 16-19. Is there

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something you want the USHGA to do that it's not doing? Would you like to see the Association run differently or make an improvement. Call or e-mail your Regional Director (see the Director listing in this magazine), or you can get contact information from the USHGA Web site at www.ushga.org. I love talking to people about the sports and how the organization is run. Remember that you are the organization. Get involved. Help make the projects you feel are important happen. One of the best things you can do is to bring a friend into the sport. Support your local professional instructor and renew your membership on time (soon available on the Web). There are so many things we can do to promote the sport. Decide what you think needs to be done and follow through with it. Contact the committee chairs for help. Be part of the solution instead of a person who just points out the problems. You can make a difference 111 our sport. Fly safely.

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P.S. I have to say something about John Borton, USHGA Competition Chairman and good friend. Not only is he one of the best people to spend time with, he has helped me tremendously and done work for the Association every week since I became president. Thanks John. IR

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2000 AND COUNTING by Peter Reagan n a generally and relatively safe year of flying here in the U.S. there were several incidents that merit further discussion from 1999. Last year we found ourselves emphasizing an ongoing theme about the dangers of water landings. A recent European powered paragliding fatality adds another dimension. The pilot launched at the beach in 15 mph offshore winds and was unable to penetrate back toward land. He panicked about one hundred yards from the beach and bailed from his harness at about 60 feet above the ocean. He apparently was knocked unconscious on impact and drowned. The powered flight community is commenting that he should simply have remained airborne and awaited rescue, but we glider pilots would not have had that choice. This incident demonstrates the difficulties experienced when judging altitude over water, and the substantial risk of jumping from too high. If you arc being forced into the water, there is clearly a lot to think about. Herc is the other side of the issue, from a pilot who waited too long. An intermediate pilot (coincidentally, a very strong swimmer) was tow-launching a DHV 1-2 glider over water. The boat lost power and the pilot stayed in the harness, hoping that rhe boat would recover and tow him up. This didn't occur and he flared to swing the glider ahead of him in the water. He was wearing a harness with a large, padded back protector, but also a partially inflated flotation device. When he landed he was instantly thrown violently forward and his face held under the water in spite of his extra flotation. He could keep his face out of water only by swimming sidestroke. He tried to unbuckle his harness while holding his breath, but noted he was tiring and afraid he might drown before finishing. He went back to swimming, gradually becoming entangled in his lines. Meanwhile, the boat restarted and eventually was able to get back to him in time. In a different towing incident a boat lost power when the glider was only 30 feet over the water. The pilot attempted to unhook his straps but was face down in the water too

soon. With calm and care he was able to undo his chest strap, but his face was still partially under water. He was rescued immediately. Neither of these pilots suffered any injuries, but the risk was high. Water landings must be taken exceedingly seriously, even in flat water. Careful thought about the possibility of water landings and mental rehearsal of the best response for a given situation is important. It is critical to rescue the pilot as soon as possible. There may be opportunities for manufacturers to improve harness designs. Incidentally, on the subject of harness design, the DHV has recently completed a survey of 120 hospitalizations including 40 back injuries, and concluded that foam back protectors offer the most benefit. Air bags help some but not nearly as much, and rigid back protectors don't work. They stress landing on your feet, knees bent, ready to run or perform a PLF. HIGH COASTAL SITE, MIDSUMMER

An experienced pilot was preparing to launch a DHV 2-3 wing during mid morning. The weather was clear with light winds crossed about 20° from the left, with mild thermal activity. The pilot was running forward after a clean reverse inflation when the left wing started to collapse. However, he was committed to launch at that point. After launch the collapse increased to greater than 50% and the glider experienced a diving left turn back into the cliff face. The pilot executed a PLF but fractured his left fibula. There were no witnesses who could help him understand exactly what had happened. This is a vety popular site with a lot of commercial tandem activity, and does not have a history of severe unexpected turbulence. The pilot guesses that thermal turbulence caused the left wing collapse just as he was launching. He didn't notice unweighting the wing prior to launch. This accident is a bit difficult to reconstruct given the lack of eyewitness reports, however, there are only two possible causes of a progressive collapse on launch. One involves a line tangle, and mandates greater care to lay out. The other involves unweighting of the affected side of the wing. The latter is very common, usually associated with loss of control during the turn from reverse to forward, but also can be caused by inadequate braking at the end of a forward inflation. It is less common to have this

unweighting because of turbulence strong enough to cause a collapse in the air. In any case, the high-performance wing would have been more likely to collapse, slower to recover, and likely to dive harder. Here's an accident editor's dream, an incredible story from South Africa with messages for all of us. An extremely experienced pilot on a twoyear-old DHV 3 wing with 290 hours of airtime was playing in smooth glass-off lift at sunset at about 6,000 feet AGL! He decided to descend because of the late hour and initiated a well controlled spiral dive. When he achieved about a 2,400 ft./min. sink rate he suddenly heard a sound like a tree branch cracking. He looked up and observed his middle cascade lines breaking in a rapid chain reaction. In one second about half of them were gone and he entered a free fall. He heard a ripping sound and the glider tore apart. He decided not to throw his reserve immediately, for fear of being blown back over the mountain in the gathering darkness. To the amazement of his colleagues he plunged earthward at 50 mph until reaching an altitude of 2,000 feet, where he finally deployed his parachute by throwing it hard forward. At this descent rate it rocketed upward directly into his flapping canopy. It didn't open right away but gradually tore a large hole in the wing and stabilized the descent to about 800 fpm. He gathered the tattered fragments of canopy and then landed in a PLF without a scratch. Inspection of wreckage revealed half of all the central cascade lines from the A, Band C risers to be broken, some at the splices, but some in the middle. On the smaller of the two wing fragments all of the brake attachment points were ripped out of the glider fabric. Many observations can be made. One of the more esoteric was the pilot's comment that the main lines didn't fail; they were the ones that had been previously replaced. The accident argues for the replacement of all lines, perhaps at 200 hours of airtime. However, there are many other more basic principles illustrated here. To whit: 1) You never know what will happen next, and bad things can happen in mild conditions. 2) Maneuvers increase the likelihood of many different kinds of malfunctions. 3) The age of equipment matters.

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PARAGLIDING

4) Don't panic. 5) Never give up. 6) Reserves work, and sometimes may be your only hope. When I write these reports I invariably find some comfort in the fact that with hindsight I can second-guess a pilot's decisions and figure out how the accident could have been prevented. The next report is unsettling because I can't do that. It is actually an unusual event in several respects. MOUNTAIN SITE, AUTUMN

The weather was clear and stable with minimal prevailing wind, a light inversion, and very mild thermal activiry. Several pilots launched, working light and mellow lift to prolong their sled rides. An extremely experienced pilot did a reverse inflation in light wind with a DHV 1-2 glider, and flew down toward the LZ in about 50 fpm sink, flying through occasional, ve1y light and narrow lift cycles. Other pilots were gradually sinking

Board of Directors

REGION 1 Bill Bolosky (R-00) (425) 'i57-7'J8 I

bolosky<£"7lmicrosofl.com ~revc Rori (R - 0 I)

(50.3) 284-0995 srori([1)uswcsl. net

Ccoc Matthews (I I - 00) (206) 488-144.J skydog@gte.net Bob Hannah (1-1 - 00) (206) 328-1104

paraskr@\10l.com

REGION 2 Ray Leonard (R - 00) (775) 883-7070 advspts({ilpyrarnid. net Jamie Shelden (R - 0 I) (408) 353-5159

jrshddcne?"t\wl.com Scott Casparian (R- 01) (650) 218-3')84

gaspo((f)igi.org Ed Pirman (I.- 00) (530) 359-2.\92 cpitman@Jc-Z()IlL.net Russ Locke ([·I - 0 I) (408) 737-8745

russlockc@juno.com Ken Brown (I-I - 0 I I

(415) 753-9534 kennyb2u@aol.com

MARCH/ APRIL

out too and no one experienced any turlmlcnce. He reports: "Suddenly, without warning, it felt like the right side of my glider had collapsed, and I was being pulled up by the left riser and looking straight up into the wing. The right side of the wing was cascading down toward me, and I wondered if it was going to actually come within my reach. I went for my chute bur didn't throw it. I heard a loud crack or snap, which I think was the glider reinflating, and l felt a surge. "The rest of my mem01y of the flight is not vety clear. When the glider collapsed I think the chest strap was completely unweighted on the right side, from the lack of tension on the right riser. The tension on the left riser pulled the chest strap up sharply on the left, allowing it to slip under my rib cage on the right. When the glider recovered, I think the chest strap on the right pulled up under my rib cage and liver with such force as to cause internal bleeding, extremely sharp pain and loss of consciomness."

Witnesses saw the huge collapse, then a spiral dive, a recove1y and big surge, a second collapse and an uncontrolled landing into the hill. The entire mishap lasted 20 seconds. Airlift to a trauma center occurred within an hour, and the pilot needed emergency surge,y for a liver laceration, similar to a severe seat belt injwy. Six weeks later the pilot is recovering well. Sometimes there is nothing you can do. This report features extreme, unexpected turbulence, and injuries which may all have occurred in the air. l asked Rob McKenzie to comment on the concept of the "rogue thermal." He writes: "Maybe on days with little wind, if conditions are right, there are ve1y narrow, fastmoving updrafts that essentially do the work of much larger dusties. Because they are fairly rare and small they aren't as easy to run into in the air (thank Cod) so we don't hear of them ve,y much." l guess you don't necessarily have to go to outer space to find a black hole. Please keep reporting your accidents. Only you can keep us from repeating them. 1111

REGION 3

REGION 6

REGION 10

Ken Baier (R - 00) (7(,0) 753-2664

icff Sinason IR - 0 I) (.ll4) 542-2!17,)

M,mTaher (R-01) 1706) YJ8-.l4.l.l

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j. . ina.'>011&/...,whl'll.ncr

fly<!l!hanglidc.com

John Crevnald (R- 01)

REGION 7

(80'i) (,82-3483

Bill Bryden (R - 011) (812) 49 7 -2.127 hhryde11 <ft1 h:-.(l!11 i llL'. llL'l

David ( ;Jover (I{ - 00) (8(,l) '124-004118 david <!1\ia vidglovcr.com

rhrogrog(!:_i\wl.com

Gregg l.awlcss (R - 0 I I (858) 484-2056

glawles.sCt.Psen1pra-sl11.-..co111

ll.111 Johnson (I. - 00) ((,51) 4'i0-0'Jl0

Michael Robenson (H - ()()) (')0'5) 2')4-2'5.l(,

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USHGA Executive Director (;.w.,vlcadows (11-01) (2'i2) 480-.l552

info((,1jusrfly.com

(: um ul usJ\I an (,t'aol .com Rob Kells (H - 00)

REGION U (lm'IJ Jan Johnson (I. - 110) .lff !leg 12

John Harris(]-[ - 00) (252) 4/il-41211

l'hilip Bachman ['() Box 1.l30 Colo Springs CO 80')111 1719) 632-8.lOIJ wk (71 'J) <,.12-M I 7 fox

phhachnunC!t1u,..,hga.<lrg u.'lhgaCt_<lu:-.hga. org

(714) 998-GWJ

REGION 8

roh(t_l\villswing.com

llouglas Slurpe ( R - 00) (')78) .l 18-')71 Ii

uc1 n fly((tJourcr-han Lu. om

Gil Dodgen (F.dimr!

Lhlurpc&' 1riac.ncr

Srcvc Kroop (I I - 011) (.l'i2) .l.l 1-(,72')

EXECUTIVE COMMITTEE

R.111dy l\dam.s (H - 1)(1) (hO.lJ° 'ili.l-17(,0

usafl ytec<?1\10l .co 111

Vice President-Mark Ferguson

randy ,1dam . . ~1!cyhcrpo rtal. ncl

REGION 11

,1·rca.\urcr-Ccoff Mum ford

REGION 9

Kcnr Robinson (R - II I I (')72) 960-051 (, fl yd al las~'\101.corn

(949) 888-73(,.1 (949) 888-74M fax

gildodgen@aol.com REGION 4 Mark Ferguson (R - 00) (303) 439-9'i42 mark0)ballvarios.com

ll.1vid ·'Randy" Legge[[ (R - 0 I I ((,10! 258-(,0(,(,

President-David Clover Secretary-Bill Bryden

KEY: (R)-Regional (L)-Ar Large (11)-1-lono.-ary (X)-Fx Officio

REGION 12 Jim i'.ciser (R - 01) (719) 5YJ-.l3.l5

jimzgrcen (fl\10! .com

Ccolfrcv ,Vlurnford (R - 1111) 12112J i:ic,-r,oc,7

l'aul Voight (R - 00) (914) 74/i-.'ll17 !l yh ighGl{rcin ricrnct. net

gmum/{lrd(t 1\1pa.org l.arry Sanderson (H - 00) (505) .192-1177

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llcnnis l'.1gl'll (I. - 1111) (814) 422-058') hm

Jan Johnson (l. - 1111) (') 14) 6')5-8747 flyhigh&1 11·ron ticrnct. ncr

REGION 5 Frank Cillerte (R - 00) (208) 654-2(, I 5

2000

Chris llul'.1111 (11-00) ('i40) (,72-1111(,5

Kri'.'idupaul~ 1 'aol.com

l'aol Rikerr (I. - 011) ('JI 4) ')4(,-'!.l8(, Lars l.inde (H - 00) (7\2) 7/i7-784'i

An Crecnlicld-NAA (X) I -8011-M4-'J777 ;1 \\· grt.'t..' n fi cl d ((1l 11 a;.\- lt.'>:l. o rg

c:ompcrition-John Borron Mcmhcr.'>hip & Dcv-SrcvL' Rori Site Mgmr-Randy Leggett I-IC Accident-Bill Bryden

P(; Accidcnr-Paul Klcnwnd J\ward.'1-jan John.sun l\yL1ws-l'.nd Rikerr

pa gen hk . . ~11 la1 er] i 11 k.co Ill Liz Sharp ( H - 0 I) (30.11530-0718

COMMITTEE CHAIRS:

Ln.'11 i ndc<?tlcom [rn.'>crvc. com

Nat'l Coordinar.-Dcnni.'> Pagcn PL111ning-( ;coff 1\111mrord Salcty & Training-Bill Brydl'll Tandcm-1\llll Voighr Towing-Ccoff M L;mford Publication.)-Dan John,..,on (()//25/00)

by Paul Hamilton

I nominated Dixon White for the Instructor of the Year award for many reasons. Dixon has a love for the sport, an ambition to make paragliding more accessible and safer for the masses, and has earned the respect of industry leaders, students of all levels, and paragliding schools throughout the nation. ecause of Dixon's safery record, rhe number of successful srudems, his leadership role in paragliding, and rhe posirive effecr he has had on my anirude roward the sport, l felr that Dixon White should be the first USHGA "Paragliding Instrucror of the Year. " Dixon is in charge of rwo flight parks , one in Washingron State where he teaches in rhe summer, and one in Arizona where he teaches in rhe winter. He has parmered wirh a number of other emhusiasrs ro secure and expand rhe flighr parks and qualiry insuucrional programs. I first "experienced" Dixon when I searched the nation for someone who had successfully uained a large number of pilots. I was doing research for my Stt1rting I't1rt1g!iding video which I felt was much needed in rhe indusrry. During m y first cold call ro Dixon he claimed ro have a very comprehensive paragliding uaining program with advanced rechniques. I inirially rhoughr his claims were bold, ro say the leasr! He said I would have ro come ro

his school and find our for myself, and rhat I would have a revo lurionary experience. "Okay, why nor? " I rhoughr. I was rired of blowing so many paraglider launches , and deep down I was srill scared ro fly in rhermals srronger rhan 300 fpm . l arrived ar the Wash ingron Airplay Ranch and was inundared with srudern resrimonials abour Dixon's rechniques and philosophy. Ar rhar rime I was successfully flying paragliders around rhe U.S. and Europe, however, ar Dixon's Ranch I sraned from rhe ground up jusr like rhe orher srndems he was reaching. I learned rhe rechniques and ulrimarely produced rhe Starting I't1rt1g!iding video which is a good inrroducrion ro Dixon's rechniques and philosophy. As evidenced by Dixon's srudenrs, and now me, his rraining merhods really work! Many of Dixon's srudenrs hold sire or stare records and have even won comperirions, all rhe while wirh a grear safery record. The Starting Paragliding video is now used by mosr of rhe paragliding schools in rhe narion. Everyone has his own local sir-

Continued on page 48.

LEFT Dixon working with a student in Arizona. Photo by Dmyl Kelley ABOVE: Dixon kiting with students in Washington State. Photo by jabe Blumenthal.

Dixon presenting the ground school course in his state ofWashington flight park. Photo by Paul Hamilton .

Whisper launch at the Washington training facility Photo by Paul Hamilton.

by Gary Brock

Even with the variety ofparaglider manufacturers and the plethora of wings they make, it isn't easy for an individual to select a wing bent on blending excellent performance with exceptional security. Although the majority ofparaglider manufacturers have been around long enough to establish their products, there are always new manufacturers around to push the status quo. zone Paragliders, a new manufacturer in the paraglider business, is a company short on history but long on experience. Ozone was formed by a group of individuals collectively focused on bringing the fun back into paragliding. Through the concerted efforts of Robbie Whittal, Bruce Goldsmith, John Pendry, Dave Pilkington and Mike Cavanagh, Ozone has blazed the respectable trail of progressive conservatism by unambiguously supporting the serial class movement toward a safer paragliding environment. While there will always be disagreement as to the significance and providence of this evolution, I believe Ozone has at a minimum provoked other paraglider manufacturers to think twice about competition wings. Unfortunately, I cannot say that I have always been a strong proponent of this change, but after getting my behind properly waxed by a few pilots flying Ozone's Proton during the Red Bull competition, I was, shall we say, shown the light. While I must add in self-defense that the individuals responsible for my shellacking had a .........................

major advantage due to their vast experience and exceptional abilities, there were occasions when these attributes did not matter. 1 was unable to keep up with them because they were flying a better machine. While the Red Bull prize-giving ceremony was winding down, l took the opportunity to pester Chris Santacroce of Super Fly, Inc., Ozone's U.S. distributor, about their new product. Okay, I must admit that I did get down on my knees, and due to my persistent pleading, Chris did take pity on me by bestowing one each Proton upon my willing body. 1 am not one to admit to such weaknesses, but I know Chris would "rat me out" if I did not fess up. With a brand-new shiny wing in my quiver, it wasn't long before I was out at Elsinore brandishing it about. The morning of my fateful Ozone day came early. I didn't sleep well the night before, so I made use of the wee hours to collect the equipment I use to fly paragliders. It seems that over the years I have collected way too much stuff, although irreplaceable, it now takes a checklist to make sure I've got all the things I need. You

know: flight suit, gloves, helmet, vario, GPS, credit cards, money, water, munchies and such. So, after I got all the goodies accumulated it was time to pack the bag. Ozone's paraglider bag is made of heavygauge, waterproofed Cordura, and will probably outlast you. The darn thing is definitely built stout, with exceptional zippers and buckles. While the Ozone bag is approximately the same size as most paraglider bags, it was not large enough to hold all my equipment; I ended up carrying my helmet outside the bag. I have often wondered why larger bags aren't sent with large wings? (Note to Ozone: Send tandem wing bags with large-size wings.) Upon arriving at the Elsinore launch it became sorely obvious that this day would be a "scratch fest." Southern California had been smitten with a stable high-pressure system, and it was evidenced with lowlying valley fog as far as the eye could see. Although the die-hard hangie E-Teamers had descended upon launch to champion the bastion of extremeness, it was apparent that Jeff Williams and I would be the only paraglider pilots exploring the mediocre conditions of the day. After deciding that the best I would be able to do was scratch around for a while, I deliberately began dragging all the equipment out for the ensuing sled ride. The first thing you notice about the Proton is the simplicity of the wing's graphic design. With a wing of this caliber I expected something with a little more verve; you could say the Proton is a "wolf in sheep's clothing." The next thing you notice about the Proton is the material used for the top surface of the wing. It is a silicone-impregnated Gelvanor material, and I understand that this material should add many hours of UV exposure to the life of the wing. Although Ozone doesn't mention this, you should anticipate an increase in the expected life of a wing. While the top-surface material assuredly has its benefits, it has one small drawback: it sucks dust. After a IO-minute preflight I was looking at a somewhat faded picture of a brand new wing, but quite honestly, I have never noticed any significant degradation in performance due to dust. It's one of those things you endure when flying in Southern California. The construction of the Proton is of the quality and craftsmanship that you would expect from a premier paraglider

PARAGLIDING

/manufacturer. All the seams were straight /and flawless, and the wing's upper and !lower surface cloth was evenly stressed iwhen the wing was spread o~t on the /ground. The Proton has cross-bracing !throughout the wing, with two out of /every three cells configured in this man/ner. I really like cross-bracing; I figure that lany added structure within the wing can't !hurt. After all, a paraglider isn't much \more than a highly evolved bag of air. ! In the process of connecting the speed /system to my harness I began to appreciate !the simplicity and durability of the wing's /speed system. The hardware is rugged yet \minimal, and with a limited amount of !thought anyone can figure out how to /make it work. How many times have you \found yourself puzzled by this stuff? ! The risers and lines on the Proton look !simple but effective. I like that. The out!side A-line is separated from the rest of the /A-lines by a separate mini-riser. This \should make identification and applicakion of big ears easier and less time con/suming. The A-risers have a swatch of red /cloth sewn on them, and the B-risers have /a swatch of blue cloth. This again should /aid in the identification of specific riser \groups. Other than that, everything else \about the Proton is noticeably uncompli!cared. ! After I had preflighted and was secured \to the harness, I positioned myself for a )reverse cross-hand launch. Fortunately for )me, there was a consistent wind blowing /that allowed the building of a nice wall. I )gave the wing a solid tug and was reward/ed with the wing coming up squarely /above my head. It was immediately appar-

and the wing politely set itself back upon the top of the launch area. With all the hangies scoffing in the background, I again tugged at the wing with a learned appreciation. (During ground handling I have found that the Proton does not like heavy handedness; it does just fine with a little finesse. Take it easy on the brakes; use the risers.) The wmg agam came up squarely, and deposited itself resolutely above my head. I was a little surprised with the ease of maintaining the wing there, and decided it was time co fly. During launch the wing behaves ve1y well. I have found that some performance wings more or less dive while accelerating to trim speed, but was pleasantly surprised when the Proton accelerated evenly to trim speed. This pitch stability is one of the Proton's best attributes. Overall, the Proton's launch sequence is genuinely one of the best that I have experienced in the DHV 2-3 range. This day was one of light conditions, so I spent the next hour scratching above the valley fog, worrying about every foot

1,,:', ,:ent that my control touch w-a""s""t""o_o_h_e_a_vy_,_ _"""""'o""f""a""lt""i""tude that I didn't have. I am not one "" exceedingly happy with flying below 150

feet. I have set my mental trigger at this level, and for the first hour was well below my "happy altitude." While systematically scratching for every drop of lift I could muster, I found myself becoming very comfortable with the Proton in little time. The Proton turns very well. Although being five pounds over the Proton's 275-pound maximum weight range certainly contributed to this characteristic, the Proton's roll response was positive and uniform. Initially I was a little hesitant to really rack the Proton up in the small thermals of the day, but as the flight went on and the conditions improved, I began to explore the wing's handling characteristics fully. The Proton flies as a whole with very little flexing within the span of the wing. The Proton was also noticeably stable in the yaw axis, and with the combination of all its attributes, the Proton's handling is right on the mark. One of the claims that Ozone references is extended brake travel. I was skeptical about this, as any manufacturer can place the brake toggles as far down the food chain as they want, but I have seen the light. The brake toggles on the wing I flew were absolutely perfect right out of the box (how often does that happen?), and more importantly, the brakes enable you to make the wing do exactly what you

PARAGLIDING

want. You may scoff at this last statement, but how often have you flown a wing that ran out of control effectiveness? It won't happen on the Proton. The resistant feel of brake application is consistent throughout the full travel of the brakes. It is smooth and linear, with the resistant pressure gradually increasing until you bump up against stall. At the point of stall, the brake pressure increases dramatically. It would be hard to inadvertently stall the Proton; you have really got to want to stall the wing. The best flight I had on the Proton was my third. It was at Marshall, and I considered the day a normal thermal one. I was able to bump the inversion through the best part of the day, and according to my Flytec vario, the average thermal registered at 600 fpm, with the best at 1,200

fpm. The wind was light and variable on launch, so it became apparent that a forward launch would be the prudent thing to do. I didn't get a pilot's manual with the wing, so l laid it out like I would any other DHV 2-3 glider. Although most wing manufacturers say that you should lay the wing out in a horseshoe pattern, I spread the wing a tad more broadly, as there was absolutely no discernable wind at launch. Here we go: one, two, three run like heck. The Proton again came up MARCH/APRIL

2000

squarely above my head and stayed there with little input, but I must be thrashed and abused. I was a little disappointed. Once off launch, the Proton again became the wing that I unexpectedly knew. It flew just as it had before, without regard for my embedded fears. After gaining enough altitude to do some maneuvers I flew out over the LZ and started pulling A-lines. A collapse on the Proton is a nonevent. The wing handles well whatever goes on up there. The last few collapses I did involved pulling one side of the wing's entire A-riser bundle down until half the wing went away. The wing turned a tad beyond 45 degrees, and stopped turning after I weight-shifted and applied a little brake. If I weight-shifted before pulling on the A-riser bundle I could maintain the direction of flight with little effort. The next task was to check out the Proton's B-line stall characteristics. Pulling the B-lines down on the Proton cakes a bit of effort. Although your name doesn't have to be Brutus, and your arms won't start trembling I 5 seconds into the maneuver, it does take a bit of effort to initially get the wing to B-line stall. Once in the stall, the wing stabilizes nicely, and more or less just sits there, looking nonthreatening. Wow, this was pretty cool. After releasing the B-lines the wing accelerated evenly with an estimated 20 degrees of pitch surge. With little trepidation I did a few more and had the same results. Now it was time to try full stalls. As I said earlier, the Proton literally doesn't want to stall. You really have to muscle it into a stall. Once there, the wing stabilizes nicely above your head. The wing didn't fall behind me at all. Although I am sure that this mode of non-flight could be induced through aggravated control input,

I'm not one to push things while flying above Terra Firma; I'd like a little water please. After the wing stabilized above my head I let up on the brakes and the Proton reinflated in a billow of dust. (I guess that's one way to clean the wing.) The Proton pitched forward expectedly, and was once again flying. I did what Chris told me co, and didn't use any brake input during the recovery. The wing pitched forward an estimated 30 degrees, and after two oscillations I was back in normal flight. During the next stall I did use a little brake, and the Proton recovered with less oscillation. The last and final objective was to do negative spins. During the first negative I released the stalling-side brake immediately and maintained opposite brake pressure. The wing turned 180 degrees, and was soon chugging along like nothing happened. During the next negative I held the stalling side brake through a full rotation, and then released brake pressure on both brake toggles. The wing turned approximately another 13 5 degrees, reinflated with purpose, and was again chugging along like nothing happened. Overall, I had the opportunity to fly the Proton eight times, for nearly six hours. During those flights I became unusually comfortable with the glider. I have never flown a performance wing so little and become so comfortable with it in such a short time. I was impressed. Now it's time co satisfy some of the more geekish individuals out there. According co my handy-dandy Flytec 4030 with an added airspeed accessory, the trim speed of the Proton is 23 mph. While tooling along at 23 mph the average sink rate was 210 fpm. That roughly equates to a 9.6: 1 glide ratio. Wait a minute, maybe I figured chat out wrong. Sorry, but chose are the numbers. At full speed the Proton that I flew did a liccle better than advertised; it was able to sustain 32 mph with an average sink rate of 460 fpm. That would equate to a conservative 6.1: l glide ratio. Considering what you are doing to achieve the speed, I chink Ozone has again hit the mark. The Proton is a wing chat certainly deserves respect, as any wing of this caliber should. The Proton's handling characteristics are precise and natural. The Proton will do what you want it to, when you want it to. It doesn't gee much better. Ill

© 2000 by Alan Chuculate IX is a Swiss company which was founded by designer Michi Kobler in 1996. H e has been rofessionally involved w ich paragliding for over l O years as a compecicion piloc and as a cesc piloc. His parmer and co-designer is Hansi Buhler who is

This review of the XIX Inter 1.2 is the sixth article in a series of recreational paraglider reviews. The first section of the lead review, which appeared in the November/December 1998 issue of this publication, provides a preview also a l 0-year ve ceran of che spo re. The owner's manual for che Incer is nor available in English , bur I crust this problem will be alleviaced in the future as chis manufaccurer in creases irs presence in che American markecplace. Additional information on this co mpany and its products are available by accessing their Web sire at Vv\'IW. xix. ch.

Photo 2: Side view showing reduced wing taper and "tail. "

The XIX product line consists of four wings: che Base (DHV l certification pending); th e Inter 1.2 (SHV/AFNOR Standard - 1.2 is the second release); the Form (SHV/AFNOR Performance), the Top (DHV 2-3). SHV is the Swiss ce rtifi cation, which is similar to the French-derived AFNOR wich the same four raring cacegories: Scandard , Performance, Co mpetition and Bi-Place.

THE XIX PRODUCT LINE PARAGLIDI NG

Photo 1: Translucent 'X" with center cell marker. Note large wing tip chord and ''tail" in center.

to this series and is recommended reading ifyou missed the first

XIX uses British Carrington fabric for the

installment. Though the Inter is a two-year-old design, is it relatively unknown in America and I felt its exposure would be of interest and value. THE WING 5 JZIN G

The Inter is available in four sizes: medium, large, extra-large and extra-exualarge. This unusual xx-large size fills a void between the rypical largest size solo wings available and a small tandem glider, which can accommodate the largest pilots even when flying with a heavy motor.

MARCH/APRIL

2000

Note that the different sizes of each XIX glider model are identical in aspect ratio, with the intent of achieving equivalent performance independenr of model size. I flew the large size and my hook-in weight put me above the middle of the weight range. This moderate level of wing loading sho uld provide a balance of performance, handling and safery. W hen choosing between different glider brands when everything else is comparab le, one decisive

··············· ··4T

Inter, which has a three-year, owner-transferable warranty for porosiry. Like most recreational gliders, the Inter does not have diagonal \/-ribs, but it does have two distinctive planform features. First, the taper of the planform is less than most gliders (see Photo 1). This longer tip chord has some benefits. First, it produces a slower wing tip stall speed in a turn due to reduced wing tip loading. The delay of the wing tip stall delays the onset of a resulting spin when the wing tip does stall. This allows the glider to make a flatter turn, and thus have a reduced sink rate in a turn. In addition, it improves turn response when coupled with the outboard biased brake configuration described below. The second unique planform feature is the presence of a stub "tail" when the brakes are applied. This characteristic tail becomes apparent due to the absence of brake lines at the wing root (the center of the glider). By eliminating braking at the root, brake line tension is reduced because there is less surface area being deflected. Also, by moving the center of the brake deflection area outward toward the wing tip, more yaw leverage is applied, so this brake line configuration makes for light and responsive handling. The "tail" is clearly visible in the photographs (see Photos I and 2). The XIX name appears in large black lettering, centered on the white bottom surface. The"[" of the XIX name acts as the center cell marker (see Photo l ). The top surface has an oversized "X" which provides an aesthetic translucent effect when viewed from below (see Photos I and 3). The Inter is available in three standard colors: red, purple and blue. The top surface "X" is yellow on the red and purple gliders and red on the blue glider. Other glider colors are available as a custom order. LINFS AND RtTA/NEJIS

The Inter's lines are made of Edelrid Dyneema (polyethylene). The upper lines are 1.2 mm in diameter while the lower lines are 1.7 mm. The lines are colorcoded with polyester sheathing: A-red, Bgreen, C-yellow and D-yellow. The quicklink line retainers are plastic inserts. Purple is used to distinguish the A-link while red is used for all others links (see Photo 4).

MARCH/APRIL

2000

The Inter has four black risers per side. Red reinforcing tape, or a "confluence wrap" in rigger terminology, allows a pilot to easily distinguish the A-riser from the others (see Photo 4). The Inter is not fitred wirh split A-risers or trimmers. The speed system pulls equally on the A-riser and the B-riser and half as much on the C-riser using a 3: l pulley. There is a large amount of accelerator travel so I recommend that short-legged pilots use a twostep stirrup.

overhead and remain there. If the risers are released a bit early during inflation, the glider just follows through on the inflation arc and stops overhead. This glider has extremely user-friendly inflation characteristics. I could easily perform no-hands forward and reverse inflations in kiteable winds. DFFLATJONS

GROUND HANDLING

I recommend using the C-risers for deflation after landing in windy conditions to avoid "drag-back" that can happen when the brakes or the D-risers are used on the Inter.

fNFIATIONS

IN-FLIGHT HANDLING

The Inter inflates easily at all wind speeds, either forward or reverse, with no tendency to overshoot. The glider wants to come

The Inter has both light and responsive

Size Area,flat (m 2) Span, flat (m) Aspect Ratio, flat

medium

large

x-large

xx-large

24.3

27.6

30.5

33.4

11.1

11.9

12.7

13.6

4.7

80-104

100-130

125-160

175-230

220-285

275-350

6.0

6.5

7.0

7.5

13.2

14.3

15.4

16.5

7akeojf Weight Range kg 65-85 lb 145-190 Glider weight without backpack kg lb

FUGH'/ FAMIL!AR!ZAJJON

(The projected values of area, span and aspect ratio were not available.)

................. 43·

handling, which makes it easy and enjoyable to fly. The range of brake travel is long to help avoid inadvertent stalls and spins for less experienced pilots. The handling of the glider reflects a good balance of design between being overactive and sluggish, which makes it very predictable and manageable in pitch oscillations and roll reversals.

Without split A-risers, performing big ears with the Inter was less convenient than if it had them. When the A-lines are released, the ears will remain closed, but will reopen with one pump of the brakes. Personally, I prefer gliders whose ears remain closed without having to hold them in because you can lower your arms and relax your shoulders, then just concentrate on weight-shift steering. Use of the accelerator with big ears was very effective for descending with some forward penetration and felt very secure (see Photo 5). PERFORMANCE The airspeed data for the Inter, in the

table below, was provided by XIX. Note that these values are dependent upon glider size and wing loading so they will vary accordingly. Consistent with the industry practice, the glider trims at the speed for maximum glide ratio in still air. Airspeed Minimum Trim Maximum

Km/hr. 21-22 35-36 46-48

Miles/hr. 13-14 22 29-30

As with other recreational gliders, the Inter does not have V-ribs and is expected to have less performance than a wing that utilizes this design feature. This is due to the drag caused by the presence of the additional lines required to externally maintain the airfoil. While line drag is especially significant at higher speeds, it becomes less of a factor at low speeds. As a result, the Inter should excel when thermaling by being able to turn flat at low airspeeds, however, since I was soaring alone I didn't have a relative comparison. SAFETY SYMMETRIC AND AsYMML'TRJC Cou.APSE

When a full frontal collapse was induced, the glider immediately recovered without the need for pilot input and with negligible altitude loss. Likewise, recoveries from 50% asymmetric collapses were prompt and predictable with negligible rotation and did not require any pilot input. Such stability is very reassuring, especially for a low-airtime recreational pilot.

OTHER FLIGHT MODES TOWING

The Inter towed well without any complications. Weight-shift S-turns were easily accomplished during climb-out. It should be noted that when tow launching any paraglider, the pilot must ensure that the glider is inflated fully overhead prior to the tow system operator applying launch thrust. If the pilot is not attentive to this, the glider can "hang back" and stall. The pilot would then be dragged or dropped unless the launch is promptly aborted. This potential problem is aggravated by a light wing loading or by a glider which tends to "hang back" on inflation. This was not the case with the Inter, since it inflates easily and wants to come overhead. MOTORING

I flew the same large size Inter with my "heavy" motor without any noticeable loss of handling. I was able to make climbing left turns using only the rear riser against the right-turning propeller torque while motoring under full power. The absence of split A-risers and trimmers indicates that the Inter has not been targeted for the motoring market, yet XIX advocates the use of motors with their gliders, as does the North American importer/distributor Brian Shook of Airsports Baja who trains motor pilots using the Inter. SUMMARY The Inter is very user-friendly with the safety and stability you would expect from a recreational glider. It's a bit more of a "floater" than a "racer" with the light handling of an INTERmediate wing. Whether you need a larger size than is commonly available or a glider that can exploit those tight thermals, this wing is a good choice.

B-Sf'ALL

The glider reluctantly slowed, then stalled, but descended predictably and recovered with minimal surge upon release. SPIRAL D1vts

The Inter spirals well at moderate bank angles without any adverse tendencies. Steep bank angles were not explored.

ABOUT THE AUTHOR

Alan Chuculate began teaching hang gliding in 1975 and has been teaching paragliding since 1990. He is a tandem instructor for both types ofgliders and for powered paragliding. He also teaches self launched soaring using the Mosquito powered hang gliding harness. He resides in San Diego, California. For comments or questions you're invited to contact him directly via email at g_achucu@qualcomm.com or by telephone at (858) 292-1552. II

Photo 5: Use ofaccelerator with big ears.

PARAGLIDING

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PARAGLIDING

I I I I I

I I I

I I

Why?

Continued from page 34.

D ixo n was very ge nero us with his time in uation , wirh special techniques for rhe helping me to produce it. geographic situation , bur generally th e Another impo rtant criteri on fo r this successful schoo ls are using rhe video as award is having had a pos itive inAuen ce an aid in teaching. My conversations with on rh e spo rt. This is an area in which m any in structors continu ally have the D ixo n has excelled. In our ini tial co nversame theme: T hey use the techniques and sation he commented , "We wanr to make m odi fy rhem fo r th e local condi tions. paraglidin g safer and m o re accessibl e to From th e feedback I've rece ived fro m more peop le. T his will be better fo r everyf"';J!/~~~~~~~~ffl~"l"1'!~ one. We wane to m ake these schoo ls, and the endorsemem of industry our techniques and leaders, D ixo n W hite has expertise available to o ther instructo rs and to clearl y earned the respect of USH GA instructo rs as develop a nerwork of a m en tor to lead the highly trained profess ionindustry inro the new als who can cake us into m illennium. che new mill ennium ." After reading m ore W hen I hea rd these co mthan 140 letters about ments I cons idered them how students, industry bold , but Dixon h as Debriefing after a high-wind leaders and instructo rs wo rked wich a pass ion to advanced kiting session. The new make chis all com e true. I feel about Dixo n's approach to paragliding, students watched and learned. have observed the signifiThe advanced pilots learned how cant growth and success it is clear that he has to minimize wear and tear on made a revolutionary, of his rwo flight parks, pos itive contributio n fo r glidm in high winds and not flip and che development of a ma ny people in che spo rr, around when lifted offthe ground. co mpetent sraff. H e has including me. Reviewing prese nted paragliding to che letters truly brings to light what even more people thro ugh scudents, US H GA is all abut - a love of Aying. instructors and industry leaders. O ne of rhe imporranr criteri a for chis Dixo n White has clearly provided a US H GA award is safery. Overall , when direction fo r the industry to fo llow inro yo u look at che numbers, D ixon has a rhe new millennium when ir com es to a su perio r safety reco rd . W ith nearl y 6,000 positive image of rhe spo rt and safe Aying acciden t-free Aighrs, few peopl e could th ro ugh co ntrolled growth. His jusrargue o therwise. His students also have a released Weather to Fly video will help very low acci dent race, and the ass istant answe r rhe fundam enral q ues tion of instructo rs in his school are accident free . "whether to Ay," and pro mo te paragliding Dixon is known for his attitude abo ut by targeting rhe soaring, hang glidin g, safery th ro ughom rhe industry, and his ball ooning, RC and ultralight communiphilosop hy of "learn fro m the gro und up" nes. is a good example - learnin g to fl y a I rrul y feel, as D ixo n does, rhar whar paraglide r on rhe grou nd before yo u ever he has accomplished to da re is onl y rhe get imo the air. H aving fu n with "kiting beginn ing. For all of rhese reaso ns, o ur as a sport" all ows p il ots the opportuni ry first "Instructo r of rhe Year" is Dixon to co nr ro l th e canopy o n che gro und White. before getting in to rhe air. Yo u learn to feel the canopy, develo p laun ch techAbout the author: Paul Hamilton is a niq ues and fo rm, and develop a feel for Master-rated hang glider pilot and a Para 3 che cexcu re and strength of che wind, paraglider pilot. He has most recently which he feels is fund amentally impo rtant focused on producing the C loud base video to safe paragliding. series and markets footage to TV networks. D ixo n is adam ant about instructing Paul has worked close61 with world-class students to stud y the weather and m ake pilots while producing his ''tour-guide, " thoughtful analyses . Being m ore aware of "fim, "and ''extreme"productions, as well as when and where not to fly is essential many schools and instructors for his new when it com es to safety. His detailed promotional and training videos. • weather lesso ns prompted me to p roduce the much-needed Weather to Fly video.

Sasha and Glen flying the Whisper site in Washington. Photo by Paul Hamilton.

Running down the training hill with a student. The Whisper site in Washington has varied angles ofslope so students can easily develop control and progress up the hill for higher runs. Photo by Paul Hamilton

................. 4§

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27.45 10.S 10.5 4.4 4.4 4A ss 55 55 55 70· 90 80- 100 90-110

9.4

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4.44

Southwest Service Center Mitch McAleer 29120 Melby Drive Lake Elsinore, Ca 92523 909.674.8844 fax 909.674.5394 mmcaleer@ez2.net Repairs & Service. 18 years of sail loft and foot launch experience

Edel No Limits Paragliding, Int. Bill Anderson 3620 Wawona Street S.in Francisco, Ca 94116 415.759.9011 fox 415.759.1182 edelsky@c-zone.net Repairs & Service. Kites. Lessons, Tandem Instruction. Full Service Shop at the famous Fort Funston flying site.

65-85 2-3

4.44 l'( H OO $0-11 5 2·3 2·3

SCHOOLS & DEALERS

SOUTHERN SKIES - Serving the SOUTHEAST, nearest MOUNTAIN FLYING, also POWERED PARAGLIDING . (828) 652-6000 WWW.SOUTHERNSKIES.NET

ARIZONA DIXON'S AIRPI.AY PARACI.IDING - Top ranked school for years and fea[ured in Lhe best selling videos "Starting Paragliding" and "Weather to Hy". The perfect beginner training areas! Open Oclober through May. DRIVE UP to 360 degree treeless and rockless launches. Land in wide open fields. Master rated undern examiner Dixon White has supervised over 18,000 student llighls to d,1te, reaching new pilots is his fc,ll-lime profession. Individualized training with statc-of~rhe-an equipment, 2-way radios, comprehensive ground schooling with an emphasis on micrornctcorology. Great new and used

inventory. Enjoy the Crand Canyon .rnd od1er speclacular scenery. Dixon's Paragliding in ARIZONA and WASHINCTON (appointments required), PO Box 2626, rlagstall AZ 86004. (520) 'i26-4'i7'J. www.paraglidc.com or dixon~llparaglidc.com

SOUTHERN SKIES - Sc,ving the SOUTHEAST, 4 hours from ATLANTA. MOUNTAIN FLYING, and POWERED PARAGLIDING. (828) C,l2-(,000 WWW.SO UTHERNSKI F.S.N ET FLY ABOVE ALL - Experience lhc lhrill of flying today at the bes[ training hill in the western US 1

HAWAII

Year-round paragliding solo and tanden1 instruction, tan-

dem flights, and all the equipmem you need ro fly. Fully ccrcil'icd, individualized instruction includes ground school, hands-on training on state-of-the-art equipment using 2-way radios at a hill where you can drive ro the top, and we can pick you up at the bottom after each

flight! Visit our website at: www.flyabovcall.com or call (80'i) %'5-573.3 and step into flight! HICII ADVENTURE -

l'aragliding, hang gliding

PARADISE PARAGLIDINC, INC - Corne fly where the sun always shines and chc wind alw.1ys blows. Fly with USHGA Tandem lnstruuor !'etc Michclmore and Hawaii Slate Champ Marc "Nalu" Hill at World Famou.s Makapuu Cliffs. 50km flights, .\000 MSL and land on white sand beaches. 1-lawaiian Isbnds guide service ,1nd lesso11-). Bcaurif'ul bc.ich accommoc.Luions. Fun for lhc entire family. Phone (808) 259-2572 or email paradisep,u-aglidingQ1)yahoo.com

school. Equipment, sales, service at world famous

Marshal Peale USI-ICA tandem instructor: Rob McKenzie. By ,1ppointmcnt year round ('!09) 883-8488, w\vw.flyta11dem.co1n

F!r TORREr PINEl DERPORT 2800 Torrey Pines Scenic Drive San Diego CA 92037 Since 1928

USHGA certified paragliding & hang gliding inslruction. Courses are cxpcnly run on a friendly, informative

basis. '0<ie have been introducing people co the world oi' foot launched flight since 1976. New and used gliders and accessories. Ball, Corne[, Edel, Nova, SupAir, Pro Design, rirebird, Ai,wavc, Wills Wing/Swing ,md ochers. All skill levels welcome. PO Box 1226, Del Mar CA 92014. (858) 481-7'i00 Southern California. AIRJUNKIES PARAGLIDING - Join KEN BAIER for your "Pursuit of' Paragliding Excellence" in the land of year-round, excellent paragliding: Southern California and the Baja. Courses for Novice, Intermediate, Advanced and Instructor ratings. Powered paragliding, soaring and maneuvers clinics, guided tours, tandem and

towing instruction and special events. USHGA certified. Handling the lalesr cquipmcnl. Call (760) 753-2664 for infonnation.

Your ad is read by more than 5,000 paragliding enthusiasts. Advertise with us today.

PARACl.lDINC AND HANC CLIDINC USHCA ccrri11ed instruction, tandem flight instruction, sales, service, repairs, parachute repacks, motorized

pg/hg instruction and site tours. Southern California dealers for EDEL and SOL. Visa and MasterCard accepted. Check us our at lurp://www.flycorrcy.com or GJII (858) 452-9858. FLORIDA

• . ". \

' J MIAMIPAHllGUDING CLl...TB

miemiparagliding@eol.com (954)6615689

US! IGA CERTIFIED INSTRUCTION - Tandem flight instruClion, sales, service, repairs. We offrr yearround lowing and powered PC training,. Bilingual

www.Paraglidel--lawaii.com - On the island of' Maui. l'araglide in paradise. Visit our websile. Locals fly .,20 days a year. Soar from Haleakala Crater I 0,02:l' above the Pacific. Maui is quickly becoming the I<ITF SURFINC CAPITAL of lhe world. The new sport of kite surfing is natural for most pilols, especially those who also enjoy water ,<:,port~. Proflyght is now offering kite surfing ~cminars in the afternoons, after flying in the mornings. Year-round guiding, training, equipment

rental and sales. Toll Free 877-CO-FI.Y-l-ll. IDAHO KING MOUNTAIN PARAGLIDING - Certified foll-rime SCHOOL, laughl by Master rared instructor Brad Bloxham. Tandem, RETAIL, n1c1jor brands, POWERED PARAGLIDERS, guide sc1vice, motmtain tours, site information, including world famous King

Mountain ( 1997 US Nalionals.) SCPPLIER/MFG: The mosl comprehensive, educational INFO/LOGBOOK in the USA, $24.95, RADIO HARNESSES $39.95, l'C CARGO/DUffEL BAG (holds wing & everything else) $49.'J'i. 1016') N 1'i F, Idaho Falls, f[) 83401. Phone or fax (208) 524-00.>'J, email KingM tl'G@\wl.com, Visa/I )iscover/1 )iscovcr.

Sell your unused equipment here.

instruction.

~-----------------------------------------------------·-----------

MARCH/APRIL

2000

·------·------,

MEXICO

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

NORTH CAROLINA

LEARN TO PARAGLIDE t1t Kitty Hf/wk Kites

VALLE DE BRAVO - Week long tours, in-n-ont on Sunday, $55 paragliding. l -800-861-7198, jeff@flymexico.com

- 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 majm brands. VISA/MASTERCARD. 1509 E 8th, Traverse City MI 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) 739-

8620.

FAX your classified ad,

(719) 632-6417. We

HIGH PLAINS PARAGLIDING - The world didn't end and a new flying season has begun! Get geared up with our extensive selection of high quality flying equipment. High Plains carries Sup 'Air, Ozone, Fire bird, Gin, f'lytec, and Thin Red Line. Sound, professional advice ensures you will find what's perfect for your next flying adventures. No sales tax in Montana means rhe price is right' Hack into the HPP web (hrtp://hornetown.aol.com/hiplainz) to access equipment, technical information, advice, lesson packages, and the scoop on Montana flying. (406) 4!r2-7163, hiplainz@aol.com

ADVENTURE SPORTS - Sierra soaring at irs 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 Imp:/ /home. pyram id.net/advspts

gladly accept VISA and MasterCard.

800-334-4777 252-441-4124 E-Mflil Address info@kitryhawk.com

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

membership renewal or merchandise order:

Outer Banks, NC Lessons Daily Towing & f'oot Launch Year Round Sales & Service CALL TODAY!

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

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

OREGON

OVER THE HILL PARAGLIDING - Oregon/SW Washington. Sales, se1vice, beginner-advanced USHGA certified instruction. Nova, f'irebird, Apco, AT, Pro Design, SOL, Ball, Hytec, HES Quantum parachutes. Service: full service shop, f'AA rigger repairs/mods. Out of state pilots: W c 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: orhpara@spiritone.com web: http:/ /www.overrhchillparagliding.com SUNSPORTS PARAGLIDING - Hood River, Oregon. Beginner lessons, tandem flights, advanced instruction, consignn1enr sales. Rick Higgins, Master rared pilot, Advanced Instructor, Tandem lnscructor. (541) 38'1-2112, rsunsports@aol.com

·--------- -----------------------------·-------------------------------~

PARAGLIDING

TEXAS

PARTS & ACCESSORIES

HILL COUNTRY PARAGLIDING INC - Learn complete pilot skills. Personalized USHCA certified training, ridge soaring, foot & row launching in central Texas. MOTORIZED PARAGLIDING INSTRUCTION & EQUIPMENT AVAILABLE. (915) 5791185. 1475 CR 220, Tow TX 78672. KITE ENTERPRISES - Foot launch, payout winch tow and powered paraglider instruction too. Training, sales, rentals and repair. Edel, Aitwave, Wills Wing, UP and DK Whisper. Dallas, Fort Worth and north Texas area. 211 Ellis, Allen TX 75002. (972) 390-9090 nights, weekends. www .kite-enterprises.com

UTAH 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 reaching both paragliding and hang gliding all winter and keep skeleton shop hours

DO YOU NEED A l.ARCER BACKPACK for your new oversized harness, tandem glider, powered PG or Cage? Do you hike to launch> Is your current backpack more of a potato sack than useful' D"iscover the benefits of backpacks designed for flying! Built with tof' quality materials including C:ordura. YKK zippers and more. $155-199. MC/Visa/DC I OO'Y<, Guarantee. Free brochure. Dealers wanred. Critter Mountain Wear 1800-686-9327 e-mail critter@crestedbutte.net, www.critterrntnwcar.con1

FLICHT CONNECTIONS, INC. !'"/"Tl!

as we re-organize under the new 1nanagemcnt 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 fomous Point of the Mountain. We take gliders in on trade and consignment. Complete information packet and or catalogue of our products available, just call or e-mail. info@paragliders.com 1(801) 576-6460. Winter special, complete annual including reserve re-pack for $99.

FLIGHT CONNECTIONS, INC.

p1'1 i {{

HAVE EXTRA EQUIPMENT~ That you don't know what to do with. Advertise in the Paragliding classifieds, $.50 per word, $5 minimum. Call USHGA for details (719) C,32-8300, ushga@lushga.org or fax your ad wirh a Visa/MC, fax (719) 632-6417.

IS IT SOARABLE? - Be sure with a USHGA Windsok. Made of 1.5 oz. ripstop nylon, UV treated, 5'4" long w/1 f" throat. Available colors fluorescent pink/yellow or fluorescent pink/white. $39.95 ( +$4.75 S/H). Send to USHGA Windsok, P.O. Box 1330, Colorado Springs, CO 80901-1330, (719) 632-8300, E,x (719) 632-6417. VISA/MC accepted.

VIRGINIA KITTY HA WK KITES -

See North Carolina.

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

• New and Improved ' Water/Dust Resistant Push Butron • Field Replaceable Finger Switch • Heavier Gauge Wire/Improved Plugs • Increased Strain Relief at AI.L Joints

WASHINGTON DIXON'S AIRPLAY PARAGLIDING - Top ranked school for years and featured in the best selling videos "Starting Paragliding" and '·Weather to Fly". This Northwest training center is located on the Eastern side of the Cascades where the weather is dry and beautifi.11 1 Open May through October this 2,000 acre private flight park is ideal for the beginner with drive-up wideopen launches and large landing fields. Individualized training with state-of-the-art equipment, 2-way radios, comprehensive ground schooling with an emphasis on micrometeorology. Dixon's students have won the US Nationals Sport Class and set many records. Crear new and used inventory. On-site climbing wall, skiing, mountain biking, etc. Dixon's Paragliding in Washington and Arizona (appointments required), 8101 Hay Canyon Road, Cashmere WA 98815. (509) 7825543. www.paraglide.com or dixon@paraglide.com WISCONSIN RAVEN SKY SPORTS -(414) 473-8800, brad@hanggliding.com

MARCH/APRIL

2000

Price $99.95. Extra finger switch $19.95 w/purchase. Dealer inquiries welcome. Call (913) 268-7946. MC/Visa. Visit our website at www.flightconn.com

MINI VARIO- World's smallest, simplest vario 1 Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 Cr., fast response and 2 year warranty. Great for hang gliding too. ONLY $169. Mallettec, PO Box 15756, Santa Ana CA, 92Tl5. (714) 966-1240, www.mallettec.com MC/Visa accepted. STILL TI-IE BEST -

I-IANWAG FLY 2000 BOOTS - The finest paragliding boot available' Protect your ankles in style with this stare-ofrhe-art hoot. Hanwag is the choice for paraglider pilots wanting the very best in quality and value. Order at www.flyabovcall.com, or call (805) 965-3733.

Top Navigator

(808) 968-6856, aircotec@excite.com

BUSINESS & EMPLOYMENT OPPORTUNITIES INSTRUCTOR WANTED - GrayBird AirSports is looking for a paraglider and powered paraglider instructor. Interested, reliable, self-motivated pilots should contact Gregg McNamee at: GrayBircl AirSports Flight Park & Soaring Center, 15072 SW 111 th St., Dunnellon, FL 34432. (352) 489-9969 clays, (352) 245-8263 evenings, email: fly@graybirclairsports.com, Webpage: www.graybirclairspons.com TANDEM INSTRUCTORS NEEDED ON MAUI. - 1-877-GO-FLY-Hl, (808) 874-5433, fly@paraglidehawaii.com PUBLICATIONS & ORGANIZATIONS ETHEREAL SPORTS - World wide light aviation directory. FREE services. http://www.erherealsports.com

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

STOLEN WINGS & THINGS 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 frill 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 clays. MISCELLANEOUS VIDEOS, BOOKS & APPAREL - Call USHGA for your Merchandise order form (719) 632-8300, fax (71 9) 632-6417, email:ushga@ushga.org,www.ushga.org DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE CLASSIFIEDS.

PARAGLIDING: THE COMPLETE GUIDE - By 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 80901. (719) 632-8300, fax your MC/Visa to (719) 632-6417, or order from our web sire www.ushga.org SOARING - Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $55. lnfo. kit with sample copy $3. SSA, P.O. Box 2100, Hobbs, NM 88241. (505) 392-1177.

for the May issue. Please make checks payable to USHGA. Send to: PARAGl.lDING MAGAZINE, Classified Advertising, P.O. Box 1330, Colorado Springs, CO 80901-1330 (719) 6.32-8300 or fax (719) 632-6417, email jjelgarr@ushga.org with your Visa or MasterCard.

CLASSIFIED ADVERTISING RATES The rate for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps. Phone number=2 words, PO Box=2 words, weight range i.e. 137-l 85lbs=2 words, web site or email aclclress=3 words. MINIMUM AD CHARGE $5.00. A fee of $15.00 is charged for each line art logo and $25.00 for each photo. LINEART & PHOTO SIZE NO LARGER THAN 1.75" X 2.25". Please underline words to be in bold print. Special layouts of tabs arc $25.00 per column inch. AD DEADLINES: March 20th is the deadline

!'LIGHT DESIGN S2VT - Two paragliclers lost by the US postal service, shipped from CALIFORNIA to HA WAIi parcel post on August J 9th, 1999. One large w/purple top, one medium w/orangc top. Lois Hulmes (530) 542-li937.

INDEX TO ADVERTISERS Adventure Productions ........................... 54 Airplay Paragliding ............................ 28,29 APCO Aviation Ltd .......................... 19,21

Edel ......................................................... 7 Flight Design ......................................... 50 Flytec ....................................................... 9 Hall Brothers ......................................... 54 Mojo's Gear ........................................... 27 Nova ...................................................... 50 Paraborne ............................................... 55 Pro Design ............................................. 23 Sport Aviation Publications .................... 27 Sup' Air .................................................. 10 Super Fly, Inc ........................ 2,Back Cover Thermal Tracker .................................... 31 Thin Red Line ...................................... .47 Torrey Pines Gliderport ...................... 8,10 USHGA ............................. 11, 14,27,31,42 Wills Wing ............................................. 15

~ HAND-HELD WIND METER Monitor changing wind conditions. Responsive to slightest variation In wind velocity.

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(CP·lOJI

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

Hall Brothers, P.O. Box 1010-P, Morgan, UT 84050, USA Mastercard/VISA/C.O.D. Phone (801) 829-3232 Fax (801 J 829-6349, hallbros@earthlink.net

PARAGLIDING

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