USHGA Paragliding September 2000 by US Hang Gliding & Paragliding Association

744 70 90977

PARAGLIDING" SEPTEMBER 2000

AN OREGON STATE PARAGLIDING X-C RECORD by Rick Higgins

DIXON'S NOTES

try Dl"<on White

A COASTAL ADVENTURE IN CHILE by Martin Henry Kaplan, photos by Richard Hass

COVFR: Don Marcy ridge sotiring at L11 Portr1da near Antojtigastct in Chile. Photo by Richard Heiss. See story on przge 30.

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GORGE GAMF.S FLY-IN 2000 article and photos by]ay Carroll

DISCIAIMER OF WARRANTIES IN PUBLlCATIONS: The material presented here is published as part of an information dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the matetial. All individuals relying upon the matetiaJ do so at their own tisk. Copyright © 2000 Cnited States Hang Gliding Assn., Inc. All fights reserved to Paragliding and individual contl'ibutors.

Gil Dodgen, Managing Editor/Editor-in-Chief Steve Roti, Contributing Editors Dave Pounds, Art Director Will Gadd, Dennis Pagen Staff Writers

Office Staff

Phil Bachman, Executive Director, phbachman@ushga.org Jeff Elgart, Advertising, jjelgart@ushga.org Joanne Peterson, Member Services, rjpeterson@ushga.org Cleda Ungles, Member Services, cungles@ushga.org Natalie Hinsley, Merchandise Services, njhinsley@ushga.org

USHGA Officers and Executive Committee: David Glover, President; david@davidglover.com Mark Ferguson, Vice President, mark@ballvarios.com Bill Bryden, Secretary,bbryden@hsonline.net

Geoff Mumford, Treasurer, gmumford@apa.org REGION 1: Bill Bolosky, Steve Roti. REGION 2: Jamie Shelden, Ray Leonard, Scott Gaspari an. 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, Gene Matthews, Lars Linde, Ken Brown, Rob Kells, Michael Robertson, Liz Sharp, Russ Locke. EX-OFFICIO DIRECTORS: Art Greenfield (NAAJ. The United States Hang Gliding Association Inc. is an air sports organization affiliated with the National Aeronautic Association (NM) which is the official representative of the Federation Aeronautique Internationale (FA!), of the world governing body for sport aviation. The NAA, which represents the U.S. at FA! meetings, has delegated to the USHGA supervision of FAl-related paragliding activities such as record attempts and competition sanctions. PARAGLIDING magazine is published for paragliding sport enthusiasts to create further interest in the sport, and to provide an educational forum to advance paragliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos and illustrations concerning paragliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other paragliding publications. PARAGLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. PARAGLIDING editorial offices: 31441 Santa Margarita Pkwy., Suite A-256, Rancho Santa Margarita, CA 92688, phone (949) 8887363, fax (949) 888-7464, e-mail: GilDodgen@aol.com. The USHGA is a member-controlled sport organization dedicated to the exploration and promotion of all facets of unpowered ultralight flight, and to the education, training and safety of its membership. Membership is open to anyone interested in this realm of flight. Dues for full membership are $59.00 per year (of which $15 goes to the publication of Paragliding), ($70 non-U.S.); subscription rates only are $35.00 ($46 non-U.S.). Changes of address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue. PARAGLIDING (ISSN 1089-1846) is published 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.

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KNOW WHEN TO THROW (OR, HOW I LEARNED TO CRASH CORRECTLY) Dear Editor, We are all flying with them. We should all know how to use one. We should repack them every year. But do we all know when to use them? AI:, paraglider pilot who has used it correctly and not, I would like to share my experiences with others who carry a reserve parachute with them. I started carrying one over 10 years ago and have had a variety of them over the years: steerable, ballistic and handdeployed. I have ended up with a simple, pull-down apex model mounted in front of my harness. This is the setup I feel most comfortable with. I discarded the ballistic-deploy because it was too troublesome to transport. A ballistic device may not be legally transported on airplanes. A steerable reserve will only become so once you have disabled your paraglider and still have adequate altitude to maneuver it and have a higher sink rate. I started by learning to throw them in the air at two different safety clinics. I towed up behind a boat with the intention of getting wet. I simply got out in the middle of the lake and tossed it. The experience gave me practice throwing the reserve and disabling the paraglider but little else. If you want to practice this at a safety clinic, I suggest that you first put the glider in a disorienting spin and then see how you do at deployment. The first time I completely lost control of my paraglider I relied on my experience with many safety clinics to get the wing flying again. I would not concede defeat and eventually crashed it into the ground. This accident resulted in broken back, hips and two weeks in a coma. I had become too confident that I could fix the problem and then too low to throw my reserve. Five years and hundreds of flights later, I lost control again. This time I handled the failure correctly. I suffered a large cravat while releasing a B-line stall and tried to control the steepening spiral dive for about four seconds before realizing I had lost control, seeing the closeness of the houses below me. This time I reached for the handle and threw the deployment bag with great force. It opened quickly and completely. As soon as I began to pull in my B-lines to disable

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my wing I felt a shock as I brushed against power lines, causing me to release them where I came to rest hanging three feet off the ground next to a tree and power pole. Realizing that I was unharmed but warned not to touch anything, I hung there for 20 minutes waiting for the power to be turned off. finally my reasoning and impatience took over and I released myself from the harness and walked away unharmed and satisfied that I had finally crashed correctly. Lessons to be learned: 1) Take a safety clinic to learn what kinds of malfunctions can be corrected and how to do this. Details about Parasoft's safety clinics are at http:// parasoft. boulder. net/ safety.html. 2) Take four seconds to try to regain control. lf you don't know what is going on overhead hold a slight amount of brakes (about 25%) steady and wait four seconds to see if the glider returns to normal flight. This brake position will allow you to add or subtract brake pressure to control surges or high angles of attack. If the glider does not regain normal flight and you are below 1,000' AGL, reach for your deployment handle, wind up, and throw with force into open air. Give yourself extra time to pull on the bridle and re-throw the reserve if it does not open immediately. 3) Disable your wing with a pull on the B-risers. 4) Know where your reserve is and how to use it. After encountering bumpy air I often look for my reserve handle. A frontmounted one makes this easiest. After the turbulence has passed and I can let go of my brake 1 reach for the reserve handle to reassure myself that I know where it is. 5) Never become casual about flying. In this instance I had just had an hour-long flight in thermal conditions and wanted to demonstrate some "tricks" before landing. I had respect for wingovers and did them with caution but I had done dozens ofB-line stalls on many different gliders so I did not even bother to look up at my wing before releasing it. IfI had, I would have seen the front horseshoe shape and released the risers slowly to bring the tips out. This carelessness caused the glider to cravat upon release. 6) When in doubt, whip it out! If you have lost control and can't get it back quickly, use your reserve parachute! Granger Banks USH GA Advanced Tandem Instructor PARAGLIDING

FLIGHT PARK CREDIT Dear Editor, The letter concerning individuals credited for the success of Airplay Flight Park in Washington (Jabe Blumenthal in June 2000 "Airmail"), omitted the man most responsible for The Ranch's early development. Marc Chirico had the initial vision and motivation to make the area accessible for paragliding training. Many of my first and most memorable paragliding experiences were with Marc at the Ranch in the early days (before the big pockets stepped in). Since then he has been a highly proactive participant in site improvement at Tiger Mountain, the site nearest Seattle. How soon we forget. Dale Rowe Seattle, WA

FAMOUS QUOTE Dear Editor, The quotation at the beginning of "Incident Reports" in the July issue ("A superior pilot uses superior judgment to avoid needing to use his superior skill") is from Frank Borman, Commander of Gemini 7 and Apollo 8 before his tenure as president of Eastern Airlines. It is notable that the man is one of the most hated men in the aviation industry (by pilots) and that he also went insane before leaving Eastern. His paranoia was so great that while believing people were out to get him he actually wore a gun on his ankle to work and had aides start his car (see Hard Landing, T. Petzinger, Random House, 1995). It is a great quote, regrettably from a not-so-great man. Dave Rimel USHGA Member Former USAF and NSF pilot and Aviation Safety Specialist

PARACHUTAL STALL CLARIFICATION Dear Editor, A reader recently requested clarification on a statement I made in the Silex glider review which appeared in the June 2000 issue of this magazine, though the reference

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is applicable to paragliders in general. My statement was in reference to parachutal stall (also known as deep stall and constant stall). He inquired about the applicability to his glider, which is not a glider I have flown. The statement in question appears on page 30 of that issue under the heading "Parachutal Stall": " ... the industry standard is that modern gliders cannot enter parachutal stall simply by using the brakes." Please excuse any confusion I may have created. I was speaking of my first-hand experience with the gliders I have flown. It would have been more accurate to have said that: " ... the state of the art in paraglider design has advanced to the point that a parachutal stall is difficult to induce in a modern, certified, new condition, recreational paraglider, in smooth or still air, by use of the brakes alone." For the recreational glider review series I have been writing over the past couple of years, I have flown each of the wings I've reviewed in smooth coastal air and attempted to induce a parachutal stall by use of the brakes alone, and none of them has exhibited this behavior. It should be noted that since I was conducting my flight tests at a relatively low altitude (typically at 400 feet AGL), I never took any of these tests to the ultimate threshold of a full stall to fully explore the range of brake position, so it is possible that they could exhibit deep stall at a more extreme brake position than I tested for. I am always cautious to conduct my tests directly into the wind, and clear of any wake turbulence from other gliders. It's critical to recognize that in turbulent air (even mild or momentary turbulence such as a gust or a wake) the steady airflow around the wing can be altered so as to produce a parachutal stall when a paraglider is flown deep in the brakes (at a low airspeed). Even glider certification is effectively invalidated in the "real air" we commonly fly in because the randomness and non-uniformity of atmospheric flow creates conditions which are generally not present during the testing of the glider's characteristics and behavior. Other contributing factors to parachutal stall are fabric porosity, line length deviation, wing loading, wind speed and direction, and the pilot's rate of brake application. Also, I believe any paraglider can be induced into a parachural stall by exiting a B-stall slowly.

It is also educational to examine the DHV certification test reports. In those you will notice a test described as Symmetrical Stall with a DHV rating at each extreme of the weight range. The next line item in the report is the Deep Stall Limit, which provides the range of brake travel required to induce deep stall using the brakes. The fact that the DHV performs this test and provides a range at which deep stall is induced appears to contradict my original statement. However, as I mentioned above, I may not take my tests to the extreme that the DHV does for two reasons. First, as mentioned above, I usually conduct my testing on the coast, and the site and conditions rarely allow me the altitude to perform a complete exploration of the glider's behavior (up to full stall, which is not part of my testing) with the margin of safety in altitude which I desire. Second, there's significant risk associated with flying a paraglider at the low airspeeds (well below minimum sink) associated with such extreme brake positions required to induce deep stall (60-75 cm or 24-30 inches, as one example from a DHV report). In general, this should only be done when flaring to land (i.e., at a height that you're willing to fall from). Since recreational pilots want to maintain a significant margin of safety in their flying, I'm testing for a problem that may arise prematurely relative to a safe range of brake usage for a typical recreational pilot. In conducting my tests, I gradually slow the gliders down well below minimum sink airspeed, typically to the point of full arm extension with no wraps on the brakes. I observe the wing's flight trajectory, along with the airspeed and sink rate, and its recovery behavior when I release the brakes. I don't take any measurements of brake travel as the DHV does, nor do I take performance measurements. My intention for the reviews is to explore the relative behavior of different wings to educate prospective buyers about the differences between recreational gliders and to warn of any peculiarities. I hope this clarifies the understanding I intended to convey in my statement. Alan Chuculate San Diego, CA

See Alan's article on parachutal stall in this issue. -Ed.

AIRPLAY AIRGEAR 2001 VIDEO CATALOG

he AirGear 200 I video catalog was produced to showcase products and provide important information about modern paragliding gear to the general public. Filming took place on location at Dixon's Airplay shop in Arizona. "It is an advertiscmenr for Dixon's AirGear and provides information on features to look for in modern paragliding gear," says Paul Hamilton. "[ t's amazing how hungry the public is for information about paragliding gear." Loretta Hamilton of Adventure Productions comments, "It's like a Macy's or Speigel catalog in video form." Airplay Paragliding handles many lines of gliders and paragliding equipment. Each year they purchase and fly the newest gliders and gear before deciding which ones are best for their customers. The video catalog features the new Windtech line, bur also showcases industry leaders such as Advance, Nova, Swing, SupAir, Woody Valley, Ball, F!ytec, Renschler, Hanwag, SeqLrel, and !com. The catalog is highlighted with lots of great flying scenes and at the end are previews of the Starting l't1rag!iding and Weather to Fly videos. AirGear 2001 can be obtained from Dixon White or one of his dealers by e-mailing dixon@paraglide.com or from Paul Hamilton at Adventure Productions for $6.95 plus $4 shipping (USA/Canada/Mexico, $10 shipping all other countries) at www.adventurep.com, rel/fax (775) 747-0175, paul@adventurep.com, 655.3 Stone Valley Dr., Reno, NV 8952.3 USA. Contact Adventure Productions for a free catalog. For more information, check their web sire at www.adventurep.com.

ANDREW SMITH WINS PWC ON APCO BAGHEERA

n the last PWC competition in Portugal, Andrew Smith, flying an Apco Bagheera, won overall first place, beating all the hor competition prototypes. This is the first time in PWC: history that a serial-class glider has won such a competition, proving that the combination of the right glider and the right pilot can produce great results, and that the tradeoff of high performance for questionable safety is not justified. Our thanks and congratulations to Andrew Smith. For official results visir:http://www.pwca.org/ Results/Portugal/Po rrugal. hr m.

TANDEM INSTRUCTOR REMINDER

rn.

would like to take this opportunity remind all tandem instructors that you must unlize the 30-day temporary USHGA program for every "discov-

ery" tandem flight operation performed with a civilian. This is not a difficult or expensive task. You prepurchase rhe things ($2 each), utilize them, and send them back to the USHGA office. We are emphasizing the importance of the 30-day membership for very important reasons. First, both tandem occupants must possess and have in their possession current pilot rating documentation issued by USHGA. If your student is not a USHGA member and you have not issued a 30-day membership for the "discovery" tandem flight, you are in violation of the tandem exemption granted by the FAA. Second, without USHGA membership, the student docs nor have third-party liability insurance coverage. Any reports of non-compliance that l receive will be investigated. Any complaints that are verified to be accurate will result in immediate revocation of the instructor's tandem instructor rating. In cases where the instructor represents a larger school/ operation, the school itself will be treated as non-compliant, and the ability to continue tandem activity will be revoked. I'd like to thank the diligent operations that have maintained 100% compliance, and hope char this includes all schools. I'd like nothing better than to receive no reports of non-compliance. Fly high!

- submitted by !'au! Voight, USHGA Tandem Committee Chairman

PARAGUDING SAFE PILOT AWARDS

he USHGA would like to congratulate Thomas Bartlett of Teton Village, Wyoming for his achievement of logging 4,000 consecutive safe flights, earning him the Fourth Diamond Safe Pilot Award. The USHGA would also like to congratulate Lany Pindar of Gresham, Oregon for his achievement oflogging 1,000 consecutive safe flights, earning him the First Diamond Safe Pilot Award. Congratulations and continued safe flying!

IDAHO TANDEM XmC RECORD Sun Va/fey, Idaho, Saturday, July 29, 2000Tandern paraglidingpi!ots soar over 50 mi/es/iwn B,z!d Mour1tt1in to Stanley, Idaho, setting ,1 new site record and state tandem pamgfiding distance record. i--r-1andem paragliding pilot Honza Rejmanek and passenger Erin Reis flew from this picturesque resort, achieving alrirudes up to 18,000 feet, passing over rhe Boulder and White Cloud Mounraim to land just northwest of the mountain hamlet of Stanley. Launching their Gin "Bongo" tandem paraglider from rhe summit of Bald Mountain (9,100' MSL) at 1:30 l'M, rhe duo proceeded ro utilize abundant lift to ascend to 11,500' MS!.. Battling headwinds, they then caught a better thermal and cruised up to 13,000' MSL before flying northwest. Honza piloted rhe glider, working thermals with average core strengths of 900 fpm and maximum strengths of 1,700 fpm. Quartering westerly winds

at higher altitudes slowed their fo1ward progress, reducing their ground speed to as little as IO mph. Honza chose to fly this route considering the ample safe landing opportunities in the wide valleys that allowed for smoother conditions and a minimal hike to the road. While the residents of the area were sweltering at ground level in near record high temperatures, the duo was barding freezing temperatures aloft. Having overlooked bringing warm gloves, Honza improvised with a spare pair of white socks. They achieved their highest altitude during the flight over the north end of the Boulder Mountains. Ar one point just north of Galena Pass they sank to just 1,000' AC L bur were able to make a low save and rhermaled back up to 15,000' MSL. Just outside Stanley, Idaho they shared a thermal with a sailplane conducting its own cross-country flight. Four and a half hours and 51 miles later, Honza and Erin concluded their record-setting flight and landed safely in a meadow adjacent to the road ro Stanley Lake. Their flight represents the greatest distance flown in a tandem paraglider in the state of Idaho and the greatest distance flown in a paraglider from Bald Mountain. Honza started flying paragliders in 1993 and has been instructing paragliding for over five years. He is currently an instructor and randem pilor working at Fly Sun Valley located in Ketchum, Idaho. for more information contact: Fly Sun Valley, P.O. Box 6632, 260 First Ave. N., Ketchum, ID 83340, Phone: (7.08) 726-3332, Fax: (208) 7250264 Cell: (208) 720-4055, www.flysunvalley.com, info@flysunvalley.com.

NEW FROM FLY PRODUCTS ly Products has introduced the first centrifugal clutch with an electric ignition for the Solo 210 powered paragliding engine. After numerous tests they came up with a centrifugal clutch with three rotating masses and a special lining. For more information regarding installations on all brands of power packs contact: Aerolighr USA, (305) 6393330, fax (305) 639-3055, info@aerolighr.com.

PARABORNIE NOW OFFERS SOLARTIME UV COUNTER

araborne's Scott Alm rcporrs that inaddirion to being the first to mstall the Solamme clock on all its paraglider canopies, that it is also the exclusive North American distributor of after-market sales. Says Alan, "] was just walking around rhe neighboring exhibits at Oshkosh, showing the first factory installations in our Ranger and Seal wings, when several experienced vendors exploded with excitement. I had originally considered it as a neat rechnolob'Y to enhance our already premium products, so rhat the clocked UV exposure would encourage more timely shielding from the sun before and after flying. If you know you've flown something 20

Continued on page 9.

PARAGLIDING

Why?

Continued ftom page 6. hours, ,md che clock is reading 40, chat's a big wakeup call to change habits, or otherwise cue chewing life in half under che sun . Obviously, ir also rakes away some of che guesswork about having wings inspected, and provides a second-hand buyer some assurance about UV exposure. "Bur when che ocher crike and fixed wing pilots saw it, they encouraged me to gee so me for cheir afcer-markec applications. So I struck a deal with che man ufacrnrer for che exclusive rights in No rth America and ordered a bunch more. Ir looks like we'll have to sell chem for $89.95 wi rh shipping, bur chat's a small price to pay if it helps save the life of your wing 1" Contact: hrrp://www.paraborne.com/solarrime.jpg, (407) 935-9912.

PARABORNE RELEASES NEW RANGER CANOPY oto rized, trike , and unpowered para.glider pilots have a new wing available from designer Scott Alan of Paraborne Aviation Corp. who scares, "Afrer considering rhe thousands of Sy mphony para.gliders flying around rhe wo rld and possible improvements to char style of canopy, the Ranger was born. I personally enjoyed che older flavo r Symphony, bur I chink che Performance and Competition ACPULS ratings scared a few away, who never knew che ease and stability they could have had. In addition to achieving an SHV 'Standard ' raring with rh e new Ranger, we preserved inflation ease while beefing up che rib support srruccure. We don 't wane to promote flying in turbulence, bm we will qu ickly po int our char this wing will handle heavier rrike loads with ease." On top of rhe substantial ga ins in performance and screngch, Para.borne canopies spo re a new technology in che form of a UV lighr counrer called "Solanime." The new Seal paragliders will also have che clocks ins railed as standard equipment and SHV resting of chem should be complete by press time. Also, look forward to rhe new Colr and Mustang powered para-trikes, with parents pending. Conracr: www.paraborne.com, (407) 935-9912 .

SECOND ANNUAL SEATTLE AERO-BATTLE

he Sea rrle Aero-B arrie paragliding aerobatics com petition offers a 55 ,000 purse and will be held in Seattle, WA on Sepe. 29-0cr. 1 (Friday through Sunday) fro m noon to 6:00 pm. Admiss ion is free for spectators. Visit h rrp: //www.seardeparagliding.com/ aerobarcle. hunl. Don 't miss rhe only para.gl ider aerobatics comperirion in North America. Paragliding profess ionals and special ises from around che world will descend upon Issaquah , Wash.ingcon 's Lake Sammamish Stare Park. This event promises to be che uhimace spectator event ever. The three-day evenr will draw top aerobatics pilots from 12 countries. They wi ll be towed aloft by hydraulic winch-equipped speed boars, able ro rake chem from ch e beach to 3,000 fee r in a matter of minutes. Upon releasing from che towline co n1petitors ,vill fll"st detnon srrare a compulsory routine consisting of scaUs, spins, spirals and loops to quali fy for rhe freesryle program char will rake place in che following rounds. Freestyle rounds consist of "pilor's cho ice" maneuvers seque nces. Each competitor will provide a description of his or her chosen maneuvers seq uence before each fli ghr. In order to achieve max imum points, pilors muse execute rhe man euvers perfecdy. Points are subcracred for exits off headi ng and deflations. As always, reserve deploymenrs mean disqualification. Ar che end of subseq uent rounds, points achieved will determine placing, and d1e fi eld will be cut progressively smaller. In che end, on lv rwo pilors wiU remain and they will compete for rhe ride "Aero-Barde Champion. " Lase year's Aero-Barde was a complete success with eighr rounds over three days. While some competitors ended up gerring wee, first through d1ird places were sepa rated by single, precious points. The "Seace.le Aero-Barde Video" rells che story and is available ar www.iparaglide. co m. Ir was showcased on fi ve Seanle televisio n sta tions. This yea r's Aero-Barde promises robe bigger, bener and wener rhan ever before. The Aero-Barde 2000 is organized by Searde Paragl iding, www.sea rdeparagliding.co m, Super Fly Inc., www.4superfly.com . For sponsorship derails conracr Marc Chirico, gosk')'hi@aol.com. The 20 best pilors will be accepted based on rheir resumes. The entry fee is $250 and che field will be cur to 12 pilots fo ll owing rhe compulsory round. Submit res umes to C hris Sanracroce, chris@4superf1y.com, 576 W 8360 S., Sandy, UT 84070. •

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Hausi fell into his glider and had to hike out overnight? ... Or when Tibor landed out on the mountainside and bivouacked, then relaunched from higher the next day?" I began to suspect a conspiracy to psyche out the uninitiated. Besides its remote canyons, Sierra Nevada is renowned for its downhill skate roads, and I got a sampler on the 200meter vertical descent to town from the Albergue Juvenil. I could see a new pair of skate shoes in my future as I lost a noticeable amount of tread on the steep descent.

Tsuji Tsuyoshi Wins The Granada PWC AProud First for Japan by josh Cohn er the weak lift and steady rain of 1e Brazilian first leg of the PWC, ranada, Spain, with its reputation as the European Owens Valley, promised something entirely different. And it delivered: There were five tasks in good conditions. Granada did not live up to its reputation as a scary place to fly. We had some luck with the weather, the organizers were good about canning the two windy days, and the task-setters sent us out of the big mountains on the marginally windy days. Two days saw open-distance tasks, and with winning distances of 196 and 188 kilometers, despite non-ideal conditions, many personal bests were had. An impressive 50,000+ kms were flown in five tasks by 125 pilots. The event was based in Sierra Nevada, a ski town perched 7,000' above Granada, and a ghost town in the summer. On the midnight cab ride from Malaga with Peter Brinkeby, OliverThurmann and Stein Tore Erda!, Peter and Stein told stories from past Granada meets: "Remember when

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2000

6/18/00 - TASK 1 A 50-kilometer triangle with a control point was called. lt turned out that after no meets for 10 weeks I was a little rusty on the routine and found myself scattered on launch. I left my map and film in the car, but no problem, I'd borrow some film, and with a GPS I didn't need no stinkin' map. As a result, I was a little late to launch. I made a few small mistakes along the way, ending up landing in a canyon six km or so short of goal. Not terrible, but I hoped to do better. Mistakes: a) not organized enough on launch (forgot map and film, almost forgot the task board photo), b) should have launched earlier (see a), c) should have dived into the (mellow) lee right away on the way back from the control point, d) forgot the radio telescope turnpoint photo (luckily the GPS trace was good), e) should have climbed higher at the last turnpoint - result: seven or so km short of goal. I would be more together the next day, since I'd met up with Matt and had transport. Some pilots I talked to figured that bombing out on the last leg was bad luck, but still should have gotten more height. A note on the control point is in order. It is a turn point before a start gate, popularized by Steve Ham in Piedrahita. The stated aim is to spread out the competitors at the start, if the spot is not large enough to hold everyone safely. But unless the time between the window opening and the start time is picked carefully, the control point can turn the task into a de facto groundstart race, as it is often difficult to get to the start by the time it opens. So you either launch at the start of the window or are a sucker. And that was the case here, with light conditions to begin.

6/19/00- TASK 2 The forecast was for strong wind so the task-setters, Andy Hediger and Hausi Bollinger, prudently sent us off on open distance on an axis to the north-northeast. I'm writing this sitting in a bar with 20 pilots who went about 190 km. We figure a few went a little farther. Turns out the farthest was 196 km. I was beginning to suspect that the task-setting had a lot to do with safety here. There was about 24 mph of wind on the ground when we landed, but it was pretty much flatlands, so not a big deal. I was starting to feel like l was getting the hang of flying again after not doing that great on the previous day. With an open distance task, pilots flew slowly and I didn't have much trouble keeping up on my serial Quarx. Ondre Dupal had a reserve deployment due to a glider problem behind launch. He broke his leg landing in the rocks under canopy and was helicoptered off. At last report he expects to be back at it in several weeks. 6/20/00 The retrieve wasn't very organized so we got back at 7:00 AM. I was feeling groggy, but luckily there was no task on this day due to high winds, so we got a rest. l came in 25th on the previous day, with 950 points out of 1,000, so I was happy. Lots of results were posted, and I thought I finally had my e-mail sorted out. 6/21/00 TASK 3 A 90-km race-to-goal with a start gate was set. Matt and I took a more direct line from the start with one other pilot, helping make up for a slow start. I was feeling good about flying fast and sticking with the lead gaggle of 20 or so. That feeling lasted until we reached the small mountains 20 km from goal and the whole gaggle either got low or landed in the unexpectedly windy conditions. All of a sudden things looked desperate for finishing well. I saw Suby low on the ridge and we eventually climbed out of there after a couple of tries. Meanwhile, the second gaggle was flying over our heads farther out over the valley. So a bit later I made goal, to find that I'd crossed a couple of minutes after the way-too-early goal close time of7:00 PM. So, no time points - a bummer as there

were at least l 2 others at goal after me, with a total of 65 at goal. Moral: read the task board carefully. Around this time a lot of us realized that the scoring formula had changed a lot and the speed points were vicious. The last one at goal typically gets 300 points, so if you don't get to goal early, don't bother. Running into Suby later chat evening we had a good laugh over the situation we'd gotten into, "You saved me there!" "No, you saved me there!" TASK4 After finding out from Savvy Andrew Smith chat it was admissible in serial class, I modified my speed bar to a 2/ 1 for greater travel inside my pod harness. It worked great until, just before the start, the frayed line broke on one side and I was left without a speed bar. It was a different perspective, boating around in a PWC with no speed bar. I was keeping up reasonably well until a wicked crosswind kicked in at the halfway point, at which time it was all over. It was some consolation to know that my points wouldn't be much worse than those of the last pilots at goal. The pilots who'd landed out were collected in bars and picked up by van for the drive back. Very civilized. TASKS Conditions looked good again for a long task to the north, so a 250-km race-to-goal was called with a ground start. No one messed around with getting as high as possible before leaving the big mountain this time, but instead we headed straight out on course, over some excitingly remote terrain. I stayed near the front in a gradually thinning lead gaggle of 50 for the first 40 km of flying over lower but rugged mountains. Then, when the course led over an 80-km stretch of (relatively) flat land, I fell behind a bit. I saw Andrew Smith, a South African leading the serial class, take a more direct line through the clouds and get ahead of me. The clouds looked amazing but were only working moderately well, with good climbs consisting of two to three meters per second (400 to 600 fpm). There also seemed to be a light headwind - 250 km was not looking likely. At last we arrived back at the mountains, a National Park in fact, with some nice cloud development over it. After a

couple of climbs with an impromptu gaggle I was alone again, looking for lift over a remote area with few landings and no paved roads for tens of kilometers. Just when things were starting to look bad, a puff of lift came through, complete with a few swallows to help mark it. It improved after a few turns to four up, one of the day's best climbs, and it was up to cloud base and on glide across the valley in front of the gaggle I'd just lost - and, just in time, as the cloud to the east was getting quite big and menacing looking. Arriving at the other side of the valley we found ourselves over an impressively narrow and seemingly unlandable box canyon. Luckily, there was sun on the end of it and we climbed out pretty quickly. I was lucky to come in with 100 meters above the ridge, as some who came in very low didn't like the look of the "horrible hole" and glided the other way to land. Another bonus was running into Andrew there. I'd caught up! Working down the ridge spines from thermal to thermal, over olive orchards, we raced the sunset. At the end Andrew and I were thermaling together in a bare excuse for a thermal, a few hundred meters up. He realized that at this point that it was a draw and proposed landing together. I didn't quite get what he was saying at first, then we got separated and he ended up 20 meters higher, but he graciously landed near me instead of squeaking out another 100 meters. It was 9:00 PM and the sun was one hand above the horizon. Then Louise Crandal flew 100 meters over our heads for another few hundred meters. She won her beer bee with Andrew for the day, and didn't mind gloating as she flew over. We had flown 174 km from launch and 172 along the course. The retrieve van pulled up as we were finishing packing up. Excellent! The organizers had apparently learned from the retrieve debacle earlier in the week. This time we got back home at 3:00 AM. Some others, including Bodo Genz and Andi Hediger, made it another 20 km, but no one made it anywhere near goal. The next day there was no task due to conditions that were unsuitable for flying to the beach, the hoped-for task. The prize-giving and party was that evening. The festivities were slightly restrained by

the extortionate prices at the bar: $3.50 for a beer, and twice chat for mixed drinks! This was especially shocking as the prices had been normal the only other time the bar was open, a week earlier. But the band was good and included a guy who juggled a flaming top on a string between two sticks. It was a good party with lots of dancing, and after a couple of drinks the smoky atmosphere wasn't very noticeable. It was great seeing the Japanese team tossing Tsuji up in the air in celebration.

SOME THOUGHTS ON THE MEET I felt like I flew pretty well, though I didn't score well, except on the open-distance days. Clearly, I needed to go faster. An understanding of the implications of the new scoring formula was key. Also, the consensus seemed to be chat the level of the middle third of the pilots at PWC's this year is much improved from a year or two ago, so it's getting a lot harder to do well at the PWC, but it is still amazing training and I feel like I've learned a lot. I'm not sure ifI'm going to stick with serial for the other two PWC's. I like the concept for most meets, but I'm not sure how relevant it is to the PWC anymore. Scotty Marion was flying really well, bringing him up to 24th overall in the PWC. So I guess I'll let him say a few words: "The PWC circuit has been a wonderful experience. I've had two of my longest and best flights ever, 194 km and 184 km. Competitions, in general, are full of great people having fun in nice places. You only have to remember to keep things in perspective. I can get too competitive so I have to check myself and remind myself to be safe first, have fun second, and win third. After all, it is a bit silly racing paragliders, the slowest aircraft on the planet. But I can't think of a better way to see the world than peacefully from cloud base. Cheers. Go flyin'!" A huge thanks goes to Windtech Paragliders, Dixon's AirPlay, Scarkhealth.com, Serengeti Eyewear and Ball Variometers for making possible my trip to Europe this summer for most of the PWC's. I'll be keeping you posted on the trip in the next several columns. Next month: the Portugal PWC and European Championships. Ill

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Inc., www.4superfly.com. For sponsorship details contact Marc Chirico, goskyhi@aol.com. 20 best pilots accepted based on resumes. Entry fee is $250 and the field will be cut to 12 pilots following the compulsory round. Submit resumes to Chris Santacroce, chris@4superfly.com, 576 W 8360 S., Sandy, UT 84070.

COMPETITION FUN FLY1NG UNTIL DEC. 31: The Michael Champlin World X-C Challenge. No entry fees or pre-registration requirements. Open to paragliders, hang gliders, rigid wings and sailplanes. For more details visit the contest's Web site at http://www.hanggliding.org or contact: John Scott (310) 4476234, fax (310) 447-6237, brettonwoods@email.msn.com. SEPT. 9-16: Snowbird X-C Competition. Open-distance event and new state record attempt. No turnpoints, no race. GPS required. Conract: Ken Hudonjorgensen, Two-Can Fly Paragliding, 474 E. Tonya Dr., Sandy, UT 84070, (801) 572-3414, khudonj@uswest.net.

SEPT. 8-10: S. California Thermal C'linic to be held at the famous Marshal/Crestline site in San Bernardino. Marshal/Crestline fly-in, September 8. Contests, prizes, barbecue and fun! Contact: Airtek Paragliding, 1-888-2759446. OCT. 28-29: Women's Halloween Costume Fly-In, Chelan, WA. Prizes for best costume, best food, best flying contraption and more. Contact: Marilyn Raines (509) 682-2251. For accommodations call Chelan Chamber 800-4CHELAN.

CLINICS/MEETINGS/TOURS SEPT. 23-24: Fly and Bike Festival, Chelan, WA. Spot-landing contest at Chelan Falls Park, scored on accuracy and landing form. Three best landings count. Contact: Marilyn Raines (509) 682-2251. For accommodations call Chelan Chamber 800-4CHELAN. SEPT. 29-0CT. 1: Second Annual Seattle,

Washington Aero-Battle paragliding aerobatics competition. $5,000 purse, admission free for spectators. Don't miss the only paraglider aerobatics competition in North America. Paragliding professionals and specialists from around the world will descend upon Issaquah, Washington's Lake Sammamish State Park. This event promises to be the ultimate spectator event ever. Visit http://www.seattleparagliding.com/ aerobattle.h tml. "Seattle Aero-Battle Video" available at www.iparaglide.com. Aero-Battle 2000 organized by Seattle Paragliding, www.seattleparagliding.com, Super Fly

OWENS VALLEY 2000: Fly with a World Champion, 10-time National Champion and X-C world record holder Kari Castle as your guide in the Owens. Private oneon-one or group instruction available. Further your flying education. Contact: Kari Castle (760) 872-2087, karicastle@telis.org, www.norrhwestout doors.com/fly/

FEB. 1-28, 2001: Brazil Paragliding Tour 2001. Warm X-C flying in the middle of winter! Experienced U.S. instructors guide you to one of the premier flying sites in Brazil. Governador Valadares, north of Rio, is a popular site for worldclass competitions. Mild thermal conditions, light winds and gentle terrain allow magnificent flying from morning until dusk. Fly X-C or locally; the best midwinter flying anywhere. Hospitable city, pleasant entertainment and dining are abundant. Transportation to launch and

retrieval available. Lodging and two meals per day provided. $1,200 for any 12 days. Contact: Adventure Sports, (775) 8837070, www.pyramid.net/ advspts. UNTIL OCT. Two-Can Fly paragliding clinics, by Ken Hudonjorgensen, Point of the Mountain and Utah mountain sites. AUG. 26-SEPT. 9: X-C Intensive and Snowbird!UTX-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. 7-8: Mountain Flying. OCT. 13-16: Instructor Training. OCT. 21-22: Tandem (T2 and T3). OCT. 28-29: Instructor Recertification. Contact: Ken Hudonjorgensen, Two-can Fly Paragliding, 474 E. Tonya Dr., Sandy, UT 84070, (801) 572-3414, khudonj@uswest.net. For clinic descriptions and prerequisites visit www.twocanfly.com. OCT. 20-22: Baja Thermal Clinic. Best thermal skill development site in the western hemisphere, just 40 minutes south of San Diego, CA. Three days of intense thermal flying development and fon. Fees include pickup and delivery from resort to LZ every day, breakfast buffet, campsite fees, shower, pool and spa. Bring a friend or spouse, only $225. Contact: Torrey Pines (CA) Gliderport, Delbello or David Jebb, 1-877-FLY-TEAM, (858) 4529858, (619) 665-3477, aircal@ix.netcom.com. NOV. 20-DEC. 27: Fly Nepal 2000. Three l 0-day tours in the Himalayas, the most stunning, exotic country imaginable. Friendly and consistent thermal conditions. Guidance from Master-rated instructor Dale Covington. Logistics handled by Nepal expedition specialist Kellie Erwin-Rhoads and friendly Sherpa staff. Limit 7 per trip, $1,800. Contact: www.razors-edgelflynepal, (208) 2331380, or Dale Covington (801) 4742380.

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Rick Higgins flies his Apco Allegra (DHV 1-2) 83.6 miles in four hours and three minutes from Black Cap in Lakeview, Oregon to Iron Mountain, reaching a maximum altitude of 13,714 feet MSL.

rimes before and had only eff Davis looked over gotten back up once.) at me. I could see the I drifted toward the look on his face. He low mountains to the yelled, "Ler's go." At north, working every bit of 3,000 feet above Black Cap lift. I floated about two Mountain in Lakeview, miles at about 200 feet Oregon, the view was above the ground and driftnice, but I wanted to get ed past Hogback Road in a higher before going crosswave of lift, bur not exactly country. We made a few a thermal. I was not going more turns in the same therup, just maintaining. I saw mal, watching each other that if I could stay up, I carefully, so rhar we did nor would be drifting to a small bounce into each other. bump that had some rocks We were in Lakeview for on the face. I got there and the paragliding and hang was about 30 feet above the gliding X-C contest, and ground. The bump was Jeff's wonderful wife Judi only about 20 feet high, was willing to chase him all Rick at 8,000' MSL north ofLakeview, Oregon. Photo by Rick Higgins. bur the bump and the rocks over Lake County. I just were enough to kick the wanted to make a I 00-mile flight and go wave into a thermal and I was able to Jeff made it there after I did, got too home! It was fun flying with Jeff, and of make full circles close to the ground and low and had to land, then hiked back to course I did want a ride back to Lakeview get back up. Ir was amazing to be that rhe road that went south ro Highway at the end of the day. Ir never really low and to get back up 3,000 feet above 140. I got back up and went over to worked our that way. lagues Butte, thinking rhar Jeff had flown the desert. Jeff took off and went on glide to the Meanwhile, Tom Moock and Kitty down to Highway 395 and Judi would be north. We had a southwest tailwind. For Goursolle, from the Bay area, were foldown there looking for him. She drove some reason I stayed with my thermal and lowing me and on the same radio chanback to Lakeview and finally heard from got higher and watched Jeff hit sink as he someone else on the radio that Jeff was up nel. Tom had flown to Aben Lake and glided above the canyon near Highway landed. Kitty picked him up and they in Sherman Valley. She finally met up 140. I looked at the clouds to the north decided to chase me up Highway 395. I with him near Highway 140. They drove and took a different route, following the back to Lakeview and assumed that I was glad to know that I was nor alone clouds. Jeff and I glided to the cliffs that would be fine and that I would follow our there. were west of Bull Prairie and he was about I was up and down for a while, trying Highway 395 and hitchhike back. 500 feet below me. I stayed high and I was now at Aben Rim and I knew to stay high and follow Highway 395. I worked some weak lift and drifted north kept drifting away from the highway, bur that I had to get very high there to get to to Sherman Valley. I arrived low and used rhe north end of the lake and the rim. I still rhoughr I could land close to my the west wind rhar was corning up the new chase vehicle, bur a cloud that was got up to 13,700 feet, raced to the north open faces to ridge soar and get back up. I end of Aben Lake, and was low when I overdeveloping to rhe west of me had had been here many times during rhe last got there. This is the area in which everyocher plans. Ir was between my little airthree years and had landed here once. one sinks out. (I had landed there three craft and Highway 395. SEPTEMBER

2000

I was high and on full speed bar, and relaxed when I decided to drink some water from my camel-back. I let go of the brake handles and, of course, ran into a strong thermal and suffered a huge frontal collapse. I looked up to reconfirm my suspicions. Yes, bigger than life, a full horseshoe, and it stuck. This was not helping my glide, so I decided to fix it, casually reaching up, grabbing both brake handles and pulling the wing back into normal flying mode. I must have been getting a

little hypoxic at that point, because I noticed that I had forgotten to let up on the speed bar the entire time. The Apco Allegra was stable and flew straight. Maybe that is one of the reasons it is rated

DHV 1-2. Meanwhile, the huge cloud to the west of me was getting darker. I was at cloud base and saw a bolt of lightning about a mile away. I wondered what would happen to a paraglider if it were struck by lightning. I was getting sucked up into

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the cloud and it was snowing lightly. Three years prior, I had been 10 miles west of here and saw lightning nearby with hail bouncing off of my wing. This year it was only snow. Maybe it was time to get down. I kept flying north, away from the nasty cloud, and tried to get back to Highway 395 and closer to Tom and Kitty. My GPS was telling me that I was losing ground speed and hitting a headwind. The cloud was overdeveloping and

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pushing me away from Highway 395. I told Tom and Kitty thar I was about six miles east of 395, but could not see the highway because of the dark cloud, and was actually about IO miles east of them. I had some options: full speed bar to the ground toward rhe black cloud, rain and Highway 395, or fly east to a cloud street that would take me to the middle of the deserr. I did nor realize at the time chat the cloud street would have taken me toward the town of Burns, Oregon. I decided to go north away from the cloud and just get down safely. I told Tom and Kitty that I was landing and they said that they would come and look for me. I had flown over 80 miles from Lakeview at this point and would be very happy just to get down safely. I finally landed going backwards, facing into the wind. I touched down, took a huge wrap on the brakes and turned around and pulled the wing down. Ir was blowing about 20 mph on the ground. l was glad to be down! I tried to contact Torn and Kitty on the radio with no luck. I was actually 20 miles from them and Highway 395, and life was not good. As I was coming down I had looked for any signs of life, but there was not a ranch in sight. I was next to a road with fresh tire tracks, bur was in the middle of the great "Oregon Outback." I considered my options and found chat I had cell phone service so I called Jeff and Judi's cell phone numbers. They were not on. 1 tried to call informa-tion to get their hotel phone number, but no luck. I found out later that Tom and Kitty did nor have cell service while they were looking for me. They had driven into the desert for two hours, finally gave up, drove back to Lakeview and told some other pilots that I was still out there. So, I packed everything into a small bag that would be needed for the long hike out, leaving my glider and harness which I would come back lacer for. I took my maps out and found char I had landed three miles cast of Iron Mountain and one mile south of Rig Stick Road. I needed to let someone know that I was okay and where was. The Lakeview Chamber of Commerce had put on the event, bur they were closed for the day. I was thinking about the hang pilot who had walked out the week before and was followed by coyotes and a cougar. I had plenty of water and food and did not SEPTEMBER

2000

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mind hiking five miles with my pack or 10 miles without it. To try to hike out 20 miles would be foolish if I had another option. I decided to call "911" and tell someone where I was. I talked to the 1-Iarney County Sheriff's Department and told them that I was okay and where I was. I gave them the GPS location and asked them to contact Jeff Davis at his motel in Lakeview, to tell him where I was and that he could come and get me. They said they would not call him, but they would come and get me. I had no choice but to wait. I walked down the road to an old homestead that was just stone walls and watched the rain and wind for the next three hours. A four-wheel-drive SCV pulled up, I got in, and they drove the 20 miles to Wagontire, Oregon. I told them I was sorry to bother them, but was told several times that they were glad I had called; they did not want anyone trying to walk out 20 miles to Highway 395. They had

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found a dead body two weeks earlier out in the desert and had no idea who it was. I was glad I had called them. On the way to Wagontire they called Jeff and Judi, and they drove my Jeep from Lakeview to Wagontire to pick me up. We got back to Lakeview at about midnight. I was glad to be safe and could now enjoy my new Oregon State Paragliding X-C Record flight. I had flown 83.6 miles, was up for four hours and three minutes, had gotten up to 13,714 feet MSL, and won the Lakeview contest for the fourth year in a row. If I had only decided to fly east and to the cloud street that would have taken me northeast, and maybe I could have landed in Burns, Oregon for 100 miles. Perhaps next year.

Rick Higgins has been paragliding for five years, is a P5, Advanced Instructor, Tandem Administrator, and owner ofSunSports Paragliding in Hood River, Oregon. 1111 PARAGLIDING

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' by Dixon White

~--'1111/his is the fourth article in a series on weather and flying pointers. Contact me or the USHGA for the previous articles which are important for following the thread of these discussions. Spend time with your flying group reviewing your experiences, knowledge and lessons. A recent local club discussion reminded members to be supportive in making wise flying decisions as opposed to challenging each other to daredevil activities. A serious accident had recently occurred in which there was some possibility that the pilot felt pressured into flying demanding conditions. Do your own homework on the weather and make your own decisions as to whether or not to fly. You're the one who gets to either enjoy the flight or suffer through it. The "lifted index" is the "thermal index" at the 18,000' MSL level, which is higher than the realm we fly within, so we'll simply look at the thermal index, which is the surface puddles of heat compared to any level above the ground. If you gather temperature readings at different AGL altitudes you can chart how strong the thermals may develop. Air basically cools at 5.5° F per 1,000', that is, if it's 100° F at sea level you'd expect air at 10,000' above sea level to be 45° F. If the "sounding" (see previous articles) shows that the air at 10,000' was 35° F then you have a -10 thermal index. The larger the negative number, the stronger the thermals, usually. Different ground surfaces heat differently. A golf course is pretty "cool" compared to an exposed dirt field. Take a thermometer and place it on different surfaces to get an idea of how much heat can develop on the ground - you'll be shocked. You'll find temperatures of 130° F within 10 minutes in midday on some "hot" surfaces. We take the forecasted high for the day and the temps we get from actually measuring the surface heat and split the difference to derive a "puddle" temperature basis. For example, the

forecasted high for Denver is 85° F and the dirt slope below Lookout launch shows 115° F after l O minutes, so the puddle temperature would be around 100° F. We'll use 6,000' as our ground level and compare this 100° F to a reported 32° Fat 12,000' MSL. This gives us a thermal index to 12,000' MSL of-35 very strong! You will also want to note the barometric pressure level and keep some notes as to how the flying went for you or your buddies. Didn't like the air because it was too bumpy? Learn to anticipate it by knowing the models of thermal index, pressure, and the other factors we discussed in previous articles. We'll talk about the "K" index in the next article. Now that you have practiced inflating the glider in a reverse position, let's get the brakes in hand so you can bring the glider up and turn around to a forward/flying position. We find that pilots achieve much higher launch success rates if they smoothly inflate the glider to its flying position and rotate to the forward position without hesitating. Pilots who try to stand in a reverse position, kiting their gliders with the brakes in hand, have a higher aborted launch rate, which isn't good for the glider and can be dangerous. Add the brakes to your hands by putting your right hand on the carabiner on your right side and follow the rear riser to the brake handle, detach it and now do the same with your left hand. The brakes are now in the proper hands so that when you inflate the glider and rotate forward they will be in the correct flying position. Be sure to now retake the front risers (A's) so that the front riser attached to your left hip is in your right hand and the one attached to your right hip is in your left hand, which is what you've been practicing since the last article. Practice inflating your glider and making the rotation to a forward-facing position in different wind conditions and on varying degrees of slope at least 100 times,

and do so in a soft, user-friendly field . Bring the glider up, turn and go forward while looking primarily at the horizon. While running forward you will develop a feel for the glider position overhead. The better you get at feeling the glider the better pilot you will be, so this is a terrific exercise all the way around. You should challenge yourself to practice this in nowind and in high-wind conditions while on flat ground and slopes, as well as in gusty or switchy conditions. In no wind make sure you have the glider in a very well laid-out horseshoe shape with all the lines cleared. Be sure the slope behind you is a known quantity and remove things that may trip you. Take three or more quick steps backwards while looking for some pressure on the leading edge of your glider. When the leading edge loads, lift your arms so that you rotate the glider up and into the flying position and then smoothly make your rotation to your forward/ flying position. A slope really helps in making a no-wind launch, but practice is the real key. We'll discuss forward launches in the next article. In high winds you'll want to practice moving toward the glider as it moves up off the ground and then feel the point at which you should then take a couple of steps backwards while releasing the front risers and adding a bit of brakes to keep the glider from shooting overhead. Don't lift the glider too fast in high winds without stepping toward it or it can pull you off your feet and then drop you while it overshoots and then folds in on itself. Be ready to apply the brakes even while you're making your rotation to a forwardfacing position. We have noticed that pilots who have trouble ground handling not only have launching difficulty but frequently have trouble flying in turbulent air. If these skills are difficult for you then you should fly in mild conditions. Learning ground handling in gusty or switchy conditions is best, since steady ground handling winds can overdevelop a pilot's sense of competence. Finding the right atmospheric conditions for good ground handling will help you model the best conditions for actually flying. If you want to eventually fly in dynamic thermal conditions you need to have a sense of the air and the intuition to react accordingly. Become "one" with your glider and be ever vigilant of the atmosphere in which you fly. Ill

PARAGLIDING

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Awa s Er--"'lllhe USHGA Awards Committee is seeking nominations for its annual awards. Awards include: the Presidential Citation, the Association's highest award; the Exceptional Service Award; Chapter of the Year; Newsletter of the Year; the NAA Safety Award; Commendations, for USHGA members who have pur forth

exceptional volunteer effort; Special Commendations, for non-USHGA members who have contributed significantly to the sports of hang gliding and paragliding; and the Competition Points System Award. Last year two additions were made to the array of awards offered by the Association: the Instructor of the Year Award and the Bettina Gray Award. The Bertina Gray Award was created to honor the woman who contributed so much to our sport through her photography. Nominees should submit three examples of their work for review. The Committee will consider aesthetics, originality, and a positive portrayal of hang gliding or paragliding in determining the recipient. One award is given each year. The Instructor of the Year Award was

created co recognize the importance of our certified hang gliding and paragliding instructors in promoting safe flying practices and contributing to the positive image and growth of our sport. Nominations should include letters of support from three students and the local Regional Director. Considerations will include effectiveness as a teacher, being a safety role-model, and other factors that the nominating party deems worthy of recognition. One award per year is given. The USHGA Awards Committee welcomes nominations for all the awards. While the Committee style is frequently informal, they do carefully consider the criteria for each award. Please contact the USHGA office or any USHGA Director for more information on submitting nominations, or visit: www.ushga.org. •

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Ins·

tall

THE READER IS ADVISED THAT HE TAKES FULL RESPONSIBILITY FOR HIS ACTIONS WHEN APPLYING ANY SUGGESTIONS OR RECOMMENDATIONS PRESENTED IN THIS ARTICLE. INTRODUCTION This article is intended to clarify common misconceptions some paraglider pilots may have regarding parachutal stall. I would like to offer my experiential insight along with a description and explanation of this peculiar phenomenon. I'll relate my experience with it, define it, describe its characteristics and consequences, explain how it can occur, and identify contributing factors. Most importantly, I'll explain how to prevent it and how to recover from it. Discussion and understanding of the

risks of parachutal stall from flying too slowly are a requirement for issuance of a USHGA Novice (P2) rating, but it is my hope that readers at every rating level will gain some new insights from chis article to benefit their safety.

SAFETYTIP 1 Have a refresher discussion about parachutal stall with an instructor who has had personal experience with this phenomenon. You may want to use chis article as a basis for that review.

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Normal Angle of Attack

lift force

angle of attack

weight

Figure i A-- wing generates lift force of 90' to relative wind and airflow is from the leading edge to the trailing edge

CLOSE ENCOUNTERS OF THE PARACHUTAL KIND I learned about parachutal stall the hard way, first hand, in the early l 990's when I was a relatively inexperienced paraglider pilot. I had heard about it and read about it, but had never seen it or spoken to anyone who had experienced it. The glider I was flying had rear riser trimmers, and I had set them to the full-slow position. The thermal turbulence I encountered induced the stall while I was deep in the brakes. At approximately 100 feet (30 m) AGL (Above Ground Level) I estimated chat I had the altitude to recover from the stall, but instead I became distracted with why it was happening rather than executing a recovery. As a result, I hit the ground going backwards due to the headwind, but luckily avoided serious tailbone injury because my plastic water bottle exploded, absorbing the impact. I believe this incident was totally avoidable had I had a clearer understanding of this phenomenon, recognized it for what is was, and immediately implemented recovery. Since that time I have experienced deep stall on several occasions, usually while exiting a B-stall too slowly and usually in conjunction with a light wing loading. Since I recognized the situation each time, I wasn't confused or scared, and I subsequencly recovered in most cases by performing another B-scall and releasing more quickly. There were two situations while flying a porous canopy in which I didn't recover. In the first, a parachutal stall prevented launch and resulted in a short fall to a ledge below launch. Another incident resulted in a partial parachucal stall (the wing was still generating some lift) but followed a very steep trajectory (flight path angle), which I chose to ride out to a soft sand landing.

SAFETY TIP 2 ~---------------------------------

Familiarity with collapses and stalls, along

PARAGLIDING

with practice of recovery methods in the context of a structured maneuvers (or SIV) clinic is the recommended means of preparing oneself for confronting surprises while paragliding, and precluding potential confusion and fear.

High Angle of Attack drag force

DEFINITION A parachutal stall occurs when your paraglider transitions from flying (generating lift, as a wing) to falling (not generating lift, as a parachute). A glider in a normal flight mode is making a controlled fall through the atmosphere in which vertical motion driven by gravitational force is transformed into horizontal motion by the wing, which generates lift. A parachute is a decelerator (a drag device) and offers little or no lift like a wing provides, so it offers little or no forward motion during its descent. See Figure 1. Other names for a parachutal stall are: Constant stall (because of its continuous and steady behavior). • Deep stall (because an excessively high angle of attack is required to encounter it). The eloquent French term, parachutage (para-shoo-tahj, like Taj in Taj Mahal).

air flow up and over trailing edge

weight

flight path

Figure 1B-- paraglider acts like a parachute; no lift force generated and airflow up over both the leading edge and trailing edge

CHARACTERISTICS

CONSEQUENCES

A parachutal stall is characterized by eight factors:

Once you enter a parachutal stall there are at least four potential consequences:

1) An airspeed of zero (horizontal speed through the air= 0). 2) Ground speed equal to wind speed independent of heading. The glider drifts like a balloon so the ground speed may be negative if the wing is facing upwind. 3) A steeply downward flight path angle, which will be vertical unless angled due co wind drift. 4) A high sink rate of a few hundred feet per minute (ft./ min.) or a few meters per second (mis). 5) A symmetrical and steady-state condition (smooth and continuous, no gyrations). 6) Loss of flight-path control (negligible braking effectiveness for pitch or turn control). 7) No apparent canopy deformation (fully inflated, free of collapses). 8) A normal flight orientation (canopy overhead, pilot suspended below with tight lines).

1) It's possible chat your canopy will remain in parachutal stall until you impact the surface. The landing in parachutal stall will be harder than a normal paraglider landing, but survivability is dependent on numerous factors, and may include the pilot's ability to effectively perform a PLF (Parachute Landing Fall), demonstration of which is a USHGA Novice (P2) rating requirement. There are several recovery methods. Which one is best depends on your altitude AGL and your ability to perform the recovery method. To recover, the canopy must be forced to exit this steady descent mode by an acceleration (a change in speed and/or direction) that can be induced by the pilot or by air turbulence.

essary at least as often as every parachute repack.

HOW IT OCCURS

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SAFETYTIP 3 Practice a PLF from a standing position using kneepads and a padded floor if nee-

A paraglider can enter a parachutal stall if it makes a brief transition through a high angle of attack flight path (approaching 90°) in combination with a low airspeed (approaching stall speed). This combination results in low airflow momentum and a stall occurs. The problem is that a typical surge and recovery do not follow the stall because the airflow circulation around the canopy causes it co stabilize in this descent mode. As with any stall there is a loss of lift, but in this case it's a total loss, so the paraglider enters a non-flight mode and behaves like a parachute. A parachutal stall can occur whenever a paraglider is in a non-flight mode such as during recovery from a spin or a full stall. The easiest way to induce a parachutal stall is to exit a B-stall slowly, and a description of chis scenario also provides an easy-co-grasp model of how chis descent mode can occur. When a B-stall is performed, the canopy is deformed downward along the B-line row, which causes a

' I'' I I I \ \

large angle of attack ,

' , .....

~hord line

Figure 2-- the slow airspeed (<15 mi/hr, <24 km/hr) associated with flying deep in the brakes at a high angle of attack leaves the pilot vulnerable to a parachutal stall triggered by a brief tailwind gush in excess of the paraglider's airspeed

break or separarion of the normal leading edge ro trailing edge airflow across the top surface of the wing. (This configuration is effectively equivalent to deploying a spoiler on a sailplane or an airliner's wing except that it affects the entire wingspan.) The result is a total loss of lift and airspeed, accompanied by a steep descent angle and a high descent rate (on the order of 1,000 fr./min. [five mis] or more). Vertically rising air is now allowed to travel upward around the trailing edge. If the B-risers are released slowly while exiting the B-stall, the diminishing descent rate reduces the airflow momentum. The glider gets "caught in limbo" (in a non-flight mode) with the preexisting condition of zero airspeed and a high angle of attack, which can persist even after the normal canopy shape is restored. It is also possible, though perhaps difficult, to induce a parachutal stall by fly-

ing deep in the brakes. The presence of other factors such as turbulence can contribute to this problem.

CONTRIBUTING FACTORS There are seven factors that can contribute to the incidence of parachutal stall. They can act independently or in combination. I) Flying deep in the brakes may possibly induce a parachutal stall. No modern recreational glider I have flown has exhibited this behavior, even while I was attempting to induce a parachutal stall in smooth air. It's significant to note that I haven't slowly explored the extreme extent of brake travel all the way to a full stall on any paraglider, only abruptly when deliberately performing a full stall. 2) Turbulence can contribute to inducing a parachutal stall, especially when the

---··----------------~ The Stirrup

pilot is flying deep in the brakes. A suddenly diminishing headwind, or a strong gust from behind (a sudden tailwind greater than or equal to the glider's airspeed) can negate the glider's airspeed and result in a total loss oflift. The glider can then descend along a steep trajectory to create the high angle of attack condition and produce a parachutal stall. See Figure 2. 3) As a canopy ages, the porosity (airflow through the fabric) increases. Significant leakage of airflow through the canopy will reduce the wing's effectiveness in producing lift. A porous canopy greatly increases the likelihood of entering a parachutal stall. 4) Changes in line length distort the shape of the wing and can adversely affect the load distribution on the wing and thereby increase the tendency to enter parachutal stall. While lines made of aramid fiber such as Kevlar don't shrink or stretch appreciably, lines made of polyethylene (Spectra or Dyneema) can hold a stretch if undersized or overloaded. Also, the polyester (Dacron) sheathing used for most lines can shrink when dried after being wet, causing lines made of any material to distort to a shorter length, until the sheathing is re-stretched by flight loads or by maintenance. 5) Use of rear riser trimmers that shorten from the neutral position can increase the possibility of parachutal stall, particularly in combination with excessive braking because of the increase in angle of attack and reduction of airspeed which trimmers are designed to produce. See Figure 3. 6) A reduction in wing loading reduces the range of airspeeds at which a glider flies. When a glider is flown at a reduced wing loading, the slower mini-

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mum speed will make the glider more vulnerable to a slower tailwind gust and the resultant parachutal stall. Also, the reduced wing loading makes it easier to enter a parachutal stall when exiting a B-stall too slowly. 7) A paraglider that is made to climb by addition of another force, such as a towing system or an auxiliary power plant (a powered paraglider or ppg) will have an artificially high flight attitude. If an abrupt loss of tow force or propeller thrust occurs, this can briefly create a higher than normal angle of attack, leading to a parachutal stall.

risers in neutral position, quick links all at same height in flight

HOWTO PREVENT IT A safe and conscientious pilot flying a modern paraglider may never inadvertently encounter a parachutal stall during his entire flying career. There are five defensive actions you can take as a pilot to prevent ever inadvertently encountering a parachutal stall.

Figure 3A-- neutral trim setting

__ l

1) Exit B-stalls crisply. Release the B-ris-

ers just a little slower than the risers would naturally extend if you simply allowed them to snap back freely. This slightly slower re-tensioning of the risers will also prevent the harsh impact loading on the lines. If the canopy surges upon release of the B-risers that's the sign that you have adequate airspeed and have precluded the primary parachutal stall. Note that excessive braking to dampen the surge can lead to entering a subsequent or secondary parachutal stall or a full stall even when the primary parachutal stall was avoided. The surge when properly exiting a B-stall is minimal and generally doesn't warrant significant surge dampening. The three exceptions are: 1) if the air is turbulent, 2) if the glider has trimmers that are set full fast, or 3) if the wing loading is very high such as when flying tandem. 2) Avoid flying excessively deep in the brakes, especially: If turbulence is present. (Slow may be good to dampen oscillations and avoid collapses, but too slow may lead to parachutal stall.) When your lines have dried after being wet and they haven't been stretched. ® When the trimmers are set slow. ® When you are lightly loaded or SEPTEMBER

2000

--,

rear riser shortened in flight

Figure 38-- slow trim setting

under the recommended wing loading on a glider. If the canopy is porous. When towing or motoring. Avoid flying paragliders outside the manufacturer's recommended weight range, particularly under-loading, such as flying a tandem glider solo. Attend a maneuvers (or SIV) clinic to familiarize yourself with the parachutal stall tendencies of your glider and to practice parachutal stall recovery. Have your wing inspected for porosity and line length and strength at regular intervals, at least yearly, or every 50 or I 00 hours as recommended by the manufacturer, whichever comes first. A porous canopy will be difficult to inflate

in no wind and difficult to kite in light winds. Note that a canopy that exceeds the manufacturer's porosity limits may still appear to fly satisfactorily.

SAFETYTIP4 Canopy porosity, polyethylene line stretch, and aramid line fatigue are three reasons for retiring a canopy.

HOW TO RECOVER FROM IT To restore normal flight, airspeed must be increased. The canopy must be made to surge, either by an abrupt change in line loading or by atmospheric turbulence. The list below is a hierarchy of nine recommended recovery methods from the most benign to the most radical in terms of

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altitude loss and complication risk. The order of these recovery methods is not necessarily a sequence of reliability, but is the order in which I would lead a maneuvers clinic student through a full exploration of parachutal stall recovery. Also, the context of a structured maneuvers (or SIV) clinic is the only one I would recommend for gaining familiarity with parachutal stall and practicing recovery from it. 1) If you're applying any braking, immediately and fully release both brakes. 2) If your glider has rear riser trimmers, abruptly but simultaneously lengthen both sides to the full fast position. If the canopy surges, reset the trimmers to the "neutral position." 3) Abruptly, symmetrically, and fully apply speed bar (accelerator). If the canopy surges, release immediately and symmetrically. 4) Slowly, symmetrically, and firmly push the A-risers forward. If the canopy surges or the leading edge collapses, release immediately and simultaneously. 5) Perform a full frontal collapse by quickly and symmetrically pulling down both A-risers until the leading edge folds under, then release them immediately and simultaneously. Note that this may require a minimum of 50 feet (15 m) of altitude and is not recommended below 250 feet (75 m) AGL. 6) Perform a B-stall and release the risers quickly and simultaneously. Note that this may require a minimum of 100 feet (30 m) of altitude and is not recommend below 500 feet (150 m) AGL. 7) Abruptly and symmetrically apply full brakes, then release them quickly, fully and simultaneously. 8) Abruptly and symmetrically pump and release the rear risers. 9) Perform a full stall. Note that this may require a minimum of 300 feet ( 100 m) of altitude, and is not recommended below 1,500 feet (500 m) AGL.

NOTES 1) Method 4 is the most popular method of recovery recommended by

manufacturers in the owner's manuals for the recreational gliders I have reviewed. 2) In methods 7 and 8, there is some risk of inducing a full stall, but the magnitude of this risk is dependent on the extent and riming of pilot action, the glider being flown, and atmospheric turbulence.

SUMMARY A parachutal stall is an unusual phenomenon that to the best of my knowledge is unique to paragliders in the realm of sport aviation. I would categorize it as a pilot-induced problem like a spin or a full stall, however, atmospheric conditions as well as other factors can contribute to it, especially a porous canopy and a light wing loading. To recover, the canopy must be made to surge (forward). The surge of a canopy following any stall or collapse is a positive indicator that a parachutal stall has been exited or avoided. While the occurrence of a parachural stall is somewhat rare, pilots continue to encounter it and it can definitely lead to serious injury or death. If you understand its cause, maintain an awareness of the contributing factors, can recognize it by its characteristics if it occurs, and you know how to recover from it, then you will be able to minimize or likely avoid any serious consequence associated with it.

About the author: Alan Chuculate has been flying paragliders and teaching paragliding since 1990. He has written a series ofrecreational glider reviews which have appeared in this magazine for the past two years. He assisted at the first USHGA-approved maneuvers clinic available in the US. in June of 1992 where he performed a full stall and spin while overweight on a canopy that had contributed to an earlier fatality because ofits rapid surge. He has since coadministrated two additional maneuvers clinics, which included deploying the Second Chantz air rocket reserve when it first became available for paragliding, and acting as ''cooperative ballast"for full stall and spin testing ofa prototype tandem paraglider. For questions and comments on this article you are invited to contact him directly at g_achucu@qualcomm.com or (858) 292-1552. •

PARAGLIDING

Two Two's Tangling by Peter Reagan RIDGE SOARING SITE AT GLASS-OFF Several low-airtime pilots were in a pattern in ridge lift. Another student launched from the ridge and flew straight at the line of soaring pilots. One of the soaring students hit his leading edge, either with his body or his risers. The lower canopy wrapped around him as he himself experienced a full horseshoe stall and both pilots fell to the ground. Rescue was immediate and both were taken to the hospital with pelvis, thigh and ankle injuries. Both pilots survived. Midair collisions have been mercifully rare to date in North American flying. Not so in Europe, where in one recent year they accounted for 70% of reserve deployments. These two novice pilots were both compromised by their inexperience and may have both suffered from object fixation. Look where you want to go, not where you want to avoid. We still have a lot to learn about the safe limits of air traffic density, and how that relates to level of experience. Every once in a while we report a serious incident that causes no injuty. These circumstances are especially happy, in that important lessons can be learned without anyone getting hurt. And in this instance it is a testimony to the participants' skill and luck that the outcome wasn't far worse. Here is a report on another collision. They seem to be getting more common. The cause of this collision is almost the exact opposite of the one reported above. SAME RIDGE SOARING SITE AT GLASS-OFF Conditions were strong and smooth and several pilots were flying. An experienced, quite heavy pilot flying his usual glider, which is a small tandem, was practicing steep turns. He would periodically return to the ridge for the extremely predictable lift. At one point he noticed another pilot flying ve1y near him. He was intrigued by the performance differences between the gliders and enjoyed the close company. Then he noticed that he was climbing a bit faster than his cohort and the latter was maneuvering his wing under the first pilot's feet. The upper pilot understood this action as an invitation to wing walk, but he wasn't comfortable and flew away from the ridge. During the next two climbs the second pilot joined him as he climbed, and

again carefully ascended under his feet. On this third pass the upper pilot decided to try a ginger step on the other's wing. The result was not what was intended. Instead of a gentle deformation, the lower pilot's right wing collapsed violently and the leading edge flew up into the upper pilot's face. This pilot slid back under the trailing edge and became entangled in the lines. He noticed a lot of weight on his right side. He tried to fly up and away but was unable to disentangle. He checked his reserve handle, checked his wing, which was flying well, and decided to fly the situation out. Soon, however, the lines ;round him tightened suddenly and dramatically, and he became fearful of being sliced. He considered cutting them, but partly out of concern for the other pilot decided to try to get clear. He dropped his brakes and managed to remove the lines on his left side, but still was aware of being pulled to the right. He leaned over to tty to get the lines off the right side, but his glider rotated and faced them both into the hill. At that point he grabbed for the brakes to tty to turn back away. This caused a tremendous increase in lift and the remaining entangled lines on his right side broke. He was flipped violently to the right and experienced a full riser twist as he found himself headed downwind straight into the hill. He managed to pull a very sharp turn, and found himself suspended in the lift and able to side-hill land quite easily. The lower pilot observed his friend tangling in his wing and saw a line wrap around his reserve handle. He decided it would be better not to accidentally deploy his companion's reserve, tried to maintain his heading and tried to fly out of the situation. When the upper glider veered to the right he was l 50 feet above the ground and decided to throw his reserve. Shortly thereafter the remaining tangled lines ~n his glider broke. He pulled a B-line stall and landed safely under the reserve. At no time did either pilot talk to the other. Each pilot has written careful documentation of this event. One commented, "A, one of the pilots, I have a fairly extensive background in aviation, with over 15,000 hours, an airline transport rating (SMELS) and an instructor's rating (CFII). I hold a P3 rating and certainly have enough experience to have avoided this incident if I chose to. The other pilot is a world-class paraglider pilor and one of the most talented, hardworking and helpful instructors I have ever met. He is, in fact, responsible for helping me hone the skills I now possess and I would consider him a good friend." Both of the par-

ticipants arc very careful analyzers, and have come up with very thoughtful suggestions. We all have something to learn, and for this we are indebted to them. The obvious first observation is chat stunt flying is dangerous, and formation flying in close proximity to another pilot or touching, obviously increases the odds that something extreme and unexpected could happen. There is simply no way to reduce the danger to near what we face in more standard flying situations. That said, the participants went on to discuss many derails that could have been handled differently. The upper pilot could have perhaps avoided some of the entanglement by crossing his legs and avoiding flailing. He could have more proactively flown his glider straight out, avoiding the turn into the hill. He himself is actively seeking ways to make his harness less snaggablc. The upper pilot felt he underestimated the risk of a very low-velociry contact between two gliders, not taking into account that these low speeds also imply slow escapes once an emergency has developed. But first and foremost, he made this telling comment: "Obviously, relative canopy work between pilots should only be attempted by ve1y experienced pilots, flying similar-performing glid-crs, and the entire join-up, breakaway and emergency breakaway procedures should be clearly discussed beforehand. Lots of altitude to allow for errors would be a smart idea as well. Impromptu performances have great potential for disaster." Both pilots felt in retrospect that they should have yelled to each other. The lower one was aware that the upper's reserve handle could spontaneously deploy, for example. In a surprise midair situation it is difficult to negotiate leadership but this clearly would have helped. One could yell his intentions, the other, suggestions. The lower pilot's main comment was: "I know formation flying is stupid. I exercised poor judgment. It was my fault. It could have been much worse. I punish myself." We are lucky to have both of these pilots still among us, and not just because we might have lost them. They have both learned a lot from this experience and are doing their best to help the rest of us journey with them to increased enjoyment and safety. It's very difficult to publicly take responsibility for errors like this. To me, the most important lesson is that when leaders like these make mistakes it proves that no one is immune. We are all fallible, and need to maintain vigilance, openness and humility at all times. Thanks, guys. Iii

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SEPTEMBER

2000

U.S. Paraglider Pilots Soar 101 Kilometers in Chile by Martin Henry Kaplan, photos by Richttrd Hass The Chilean Times-Picayune, November 15, 1999 ANTOFAGASTA, Chile (AP) - Rumors were quickly quelled today as the soiled but smiling group ofMiguel Eberle's 1999 ChileECO- Tour paragliding pilots traveled through this northern Chile seaside industrial town on their way south to Santiago and the Palace ofthe President. It has been rumored far several days that three members ofthe ECO-Tour soared the craggy coastal mountain range ftom just north ofTocopilla north to Rio Seco, just over 101 kilometers. It is also believed that the three others landed short of this remarkable goal. Members ofthe group were unavailable far comment as they were quickly ushered through the Antofagasta airport under heavy security to their private jet provided by North American Paragliding. However, the pilots were identified as Mike Eberle, Rich Hass, Marty Kaplan, Don Marcy, Bruce McMartin, and Denton Meier. Mr. Eberle is the Director ofthe Chile ECOTour and remained behind He was heard shouting to reporters and the enormous crowd as he ran to his limousine: "This was the finest group ofpilots I've had the honor to lead in Chile during the last five years. Of course, I say that to every group. "He offered no other details ofthe Tour. It was reported however that the pilots were in Chile far eight days and recorded significant flights every day. Just before press time it was learned that the "Biggy Doggy" pilots who flew their paragliders over 101 kilometers were Rich Hass, Denton Meier, and Mike Eberle. All we know at this time is that they all live in igloos up near the North Pole in Washington State, US.A., near Bill

Clinton somewhere. Kaplan and Marcy also live there while McMartin lives in a hut on a remote Atlantic island named Bermuda. All met with the Chilean President yesterday before flying back to their homes. Crowds cheering the "Biggy Doggies" were estimated to exceed 20,000 screaming Chileans. Kaplan, Marcy, and McMartin were seen carrying the bags ofpilots Hass and Meier as they boarded their jet, signifying that flying paragliders as far as these pilots have must be quite an accomplishment. Earlier reports of their arrests far illegal sand export have been dismissed For many years, Mike Eberle, of North American Paragliding, has led fantastic paragliding tours to many parts of the world. After years of talking about joining our friend Mike for one of his tours, it was time for a group of good friends to hijack one week of his 1999 Chile tour. We had finally heard enough of the many tall tales and often forwarded bravado served up by Mike and others who visited Chile with him over the previous five years. We decided to take the first week of his typical twoweek tour ourselves and determine first hand the reliability of"Mike's Marketing Machine." November in Chile is spring, and our destination was the Atacama Desert, known as the driest place on earth. For most of us Washingtonians, escape from the northwest rains was enticement enough. Denton had joined Mike previously in Chile and was back for another attempt at the big X-C. The rest of us, while advanced pilots with many years under our collective belts, were South

American rookies. We had heard great stories from past participants about Mike's tours and really looked forward to visiting a new site. In the previous years we had flown many sites in the European Alps together and now were ready for a remote coastal desert mountain range. Mike made all the arrangements and really organized the tour quite well. It took us 24 hours to reach Antofagasta, our initial destination Seatcle-L.A.-MiamiSantiago-Antofagasta. Looking down from 35,000 feet over Chile, one could touch the blue Pacific Ocean together with the Andes and Mc. Aconcagua. We landed downwind, on the Tropic of Capricorn, at about 4:00 PM at the Antofagasta airport, a few miles inland from the coast on the sloping desert floor, carrying terrific speed and tremendous reverse thrust. Eric, the driver/translator Mike hires - experienced hang pilot and 20-year resident of Chile from Spokane, Washington - was waiting with the van and open arms. We retrieved our bags without compromise and immediately headed down the road for the shore and an outrageous coastal soaring site. Within one hour oflanding we assembled our wings and harnesses, traded our airplane garb for true flying attire, and suited up for some serious 75-degree November soaring. We had secured little sleep so our movements were slow, concentrated, and a bit hesitant. Mike suggested chat this was our first site and would provide a suitable warm-up for our stronger days ahead; the onshore winds were laminar and steady at 18 to 25 mph. La Portada is named for a magnificent offshore limestone arch. The 150-foot-high solitary arch sat seaward 300 feet from the point and provided a fantastic backdrop to the coast and the eastern Pacific Ocean. Here, the coast is a 200-foot limestone cliff. Our launching site was on the windward side of a small bay that provided endless ridge-soaring opportunities. It is truly one of the most dramatic places one can fly. The mission was to bring up the glider behind the cliff and walk to the edge where you simply stepped off. To land you had to crab back behind the lip and lift band where it was easy to sink out. You had to be careful not to sink out to the beach below, as the wind intensity would periodically change and hiking back up would surely test your climbing abilities. It was absolutely without compare. Within a few

moments we were in the air, had forgotten our jeclag, and regained our hoot and holler as we drifted in and out from the cliffs and each other, coming in often to sharpen our control and high-wind launching skills. We soared until sunset. Mike had secured a nice hotel, and we shared what would become a nightly ritual of evening promenade, wonderful people, local restaurants, pisco sours, Chilean reds, mixed grille, and a few hours sleep. We would spend three days in Antofagasta. Day two took us south 10 miles past the city's edge where the coastal range returns to the coastline. The 3,500- to 5,000-foot coastal range runs behind the city, which appears to be founded on a large alluvial plane. Huascar provided an 800-foot drive-up to a steep, sandy launch overlooking the Pacific. As the winds were picking up, the flight plan chis day would be to combine ridge and thermal flying in benching our way up to the top of the frontal range and fly X-C back to the city where we would land on a beach, or another satisfactory LZ. Mike suggested that we hike down 100 feet because of the strong winds and then bench back up, but being early morning with very little sleep, most of us decided not to hike and to cake our chances up high. Denton launched first in a perfect cycle while the rest of us decided to walk down a bit after measuring our 165 pounds against his 200+ pounds and rising wind speed. Well, after a few aborted higher launches and a personal dragger (losing my camera, what a way to start), we walked down to where Mike pointed us in the first place. We launched and worked our way up above where Denton was waiting with a huge grin and an extra 30 minutes of airtime. Experience matters. The coastal breeze was coming in strong and provided wonderful laminar conditions with the occasional thermal co get you up a bit more. We danced our way northward about eight miles toward the city where we were forced co make a big jump across a military base (don't sink out), hopefully find a thermal or two, and glide co the coast 2,000 feet below. After making the crossing we had to find a place to land on the fully developed waterfront. A P4 rating and eight years of flying experience means nothing when you're searching for an opening between

apartments, poles and wires, parking lots, houses, racing cars, and beaches covered with rocks the size ofVW's. Mike's confidence held as we all found suitable LZ's without incident and shared a welldeserved Latin lunch filled with promised bravado and gloats from those who glided the farthest. The team spirit was beginning co erode and the friendly competition was on (just kidding). The afternoon found us back at La Portada for the evening glide. We soared the cliffs until the sun set and landed on time in respect for our USHGA rules. After cold cervesas and warm chips we again joined the evening festivities. The town was always jumping. While 200,000 people live there, you feel as though it is a very small town, complete with typical Latin friendliness and celebration. Mike set up day three to be a bigger potential X-C from a more distant site. The goal this day was to fly from the "Cactus" launch located on a 3,500-foot mountain just east of the city and fly north along the range. If lucky enough we would then jump west to the coast and end up back at La Portada, perhaps 10 miles downrange. The weather patterns here are unbelievably unique. The convergence of cold Pacific seawater, the rocky coastal mountain range, and the hot desert environment provide morning clouds that bunch up against the mountains, become dark, but never release any moisture. In Seattle you would be guaranteed rain with clouds chis dark. These clouds, however, indicated areas of lifting air and became our friends as you might expect. After breaking through a Chilean Army roadblock and traveling for miles up a jeep trail where they must have been testing weapons, we arrived at launch. It was an incredible perch looking down upon Antofagasta and the Pacific Ocean. We were only 500 feet below cloudbase as we attended to our business of launching. Again, we were to launch, bench up to the top of a neighboring peak, and wait for everyone to gaggle before leaving. This was an incredible site chat opened up once you got up on cop. It was extremely challenging in that it provided a demanding course between craggy mountain peaks where you must get high enough to glide across valleys and secure new lift from the next peak. We scratched and climbed, maintained and glided, and thermaled until our arms

PARAGLIDING

screamed. We came in contact with intimidating 1,000-foot granite cliffs that provided lift as long as you could kick rocks and we all found comfort achieving requisite elevation. At the end of our flights we were left a scattered flock along rhe range. Eric picked us up as we radioed in our positions . Between the range and the coast is desert with an occasional indication of mankind. As we sank out and were forced into abandoning heroic status, we attempted to reduce our hike-out by turning toward the coast. I spotted a road, glided out a mile not more than 100 feet above ground and landed. My road ended up being the access to a live munitions storage area, complete with guard and dogs. A guard politely hiked over and asked me to leave immediately, so I packed up and waited for Bruce to join me for our hike out through the adjacent city dump. This is where we experienced the most terrifying part of the trip: wild, hungry, ugly German Shepherds. Since I felt faster than Bruce I made sure he was between the teeth and me. Denton was the only pilot to make it all the way to La Portada where we joined him for lunch. He was the big dog. The late afternoon flight was to be remarkable. Mike and Eric obtained special permission

from the airport flight control personnel for us to coastal ridge soar northward through the airport airspace. Our 10-mile ballet began once again at La Portada, but unlike our previous cliff dancing in the bay, we would attempt to get high and cross a peninsula separating the arch and the coast where no beach existed. Everyone bm Bruce and I got high after 30 minutes of scratching and made the initial jump. After landing for personal business we got back in rhe game, got high enough, crossed and glided north to meet Demon, Don, Rich and Mike who were waiting at the next crossmg. During rhe next hour we boogied along the cliffs riding the warm, 25-mph and building onshore breeze. Eric chased us in rhe van as we line-danced just above or just below the edge, with no beach below in most cases. Because of our limited and rime-sensitive special governmem permission to cross rhe airspace, we paused only once to backtrack to a rocky hideaway where Don (naturally) found an amorous couple auditioning for an X-rated video. Think about it, this guy suggests to his girl, "Listen honey, it's impossible for any-

P AR AG LID ING

one to ever see us. The only way is if they fly over us at 50 feet." Let's just say that everyone was surprised. She didn't think ir was funny. Mike warned us in the air that rhe landing would be extremely tricky at rhe end where the cliffs transition to beach and the wind increases. We all exhibited spirited landings in a 30-mph laminar gale without incident, fortunately. Stories, hugs, and alcohol-embellished stories were unfortunately recorded on the trip video. The flight was right up there with one of the best ever. So far Mike was really delivering! We decided ro stay on. We loaded up and left Antofagasta on day four, heading north 120 kilometers for Tocopilla and bigger X-C goals. We stopped about 100 kilometers south of town, headed inland through the unforgiving desert and up to "Lucky's," a 4,000foot ridge on the range above the Pacific. The flight plan was to fly north, bouncing along the range to Tocopilla. We para-waited on launch for some afternoon development and our skyward highway. It did not happen. However, the winds did pick up, and as the afternoon sun lowered over the Pacific a few of us chose to launch in favorable cycles and take the 30-minute sledder ro Hornitos and the beach. This was indeed our day of transit. We arrived in 1ocopilla after dark, passing by two huge coastal power plants that defined the city's raison d' ctre. The local coastline and desert environment is extremely rocky and visually intimidating. A few small cities have developed around oil and coal-fired power plants that feed the huge inland mining camps. We secured our hotel in the middle of this very small city, and even though it was late, the residents were still celebrating outside, a small marching band was traversing the grid, and people everywhere were enjoying the late-evening air. One could probably hit a perfect drive from one end of town to rhe other. The small-scale, two-story buildings house everyone's daily necessities. The coastal range curves inland a mile, giving the city and its power plants room to exist. We picked our roommates very carefully. A~ it ended up, Bruce and I roomed together and it really didn't matter that we flew Firebird gliders and the others flew Flight Design (yah, sure). The wing competition thing offered up a daily repartee. You can imagine for yourselves what the initials FB or FD may mean. FD=First Down, SEPTEMBER

2000

FB=Fat Boys, etc. You get the picture. Day five dawned and both teams were ready to head north 20 miles ro Paquica. Clouds were forming early on the range behind town. The launch is located on a huge hogback peninsula that juts westward inro the Pacific from the coastal range. From the shoreline, the rocky 1,000-foot-high granite promontory gently slopes up to join the peaks of the range approximately four miles inland and 5,000 feet up. The coastline is unbelievably dramatic, steep, rocky, and outrageously beautiful even withour any visible living thing. Since ir is the driest place on earth, nothing grows. Locals say it rained six years ago. The 5,000ro 6,000-foot range sharply descends toward the sea and joins a gently sloping one- to four-mile desert transition. The coastal highway (the only road) parallels the coastline and provided a trail for Eric and our sag-wagon. The cliff launch is located a short hike (the most dangerous part of the flight) up to this narrow scree shoulder that slopes off steeply for 1,200 feet on each side. You do not want to blow a launch here. We rimed our arrival for the next three days ro coincide with the buildup of convergence from the hot desert air and the cold Pacific, forming clouds and confirming lift. Mike asked all of us to report our elevations once we launched and benched up past an area perhaps two miles up the ridge from launch. Denton had been with Mike on a past trip and was no longer a Chile rookie, so we watched him as well. Mike always launched last, making sure that his flock got off clean. We would climb to cloudbase and an elevation high enough above the ridge to allow us to "go over the back" and avoid any rotor from building prevailing southwest winds. Each of us had our launching moments throughout the trip and I'll leave the incriminating description for you to discover from each of us privately. No matter

how much you fly or how long you've flown, it is a humbling sport. However, I seemed to fuss around each day at launch here on Paquica enough to launch last, as the winds were always predictably picking up. Let's just say chat I was guilty of being too cocky about my ground-handling skills, and gave this intimidating site less respect than she deserved, at least on my first launch attempt(s). Thereafter I was totally psyched-out and almost retired my flight suit after a few drags over the scree. No harm-no foul, and my friends still must look at the "Bunny Suit" thanks ro some minor surgery successfully performed by my wife Leslie at home. (Thanks Les from all the northwest pilots!) The first day saw us getting high on the ridge and blowing over at cloudbase after an hour's work at benching up. The northern run was on. Bruce and I were last over, choosing to go it slow and enjoy the new site (read, rook longer to get up, wing not pilot). We decided, as Team Fire bird, to hold back and let the others lead the way. It was our first time at the site, so we didn't want to show off our superior wing speed and individual thermaling prowess. In fact, we were so respectful that we sunk out short of "Windy Corner," the first major

Dinner in Antofagasta after another day offlying. point rounding 30 kilometers downrange. The mountain range was extremely steep, with huge granite articulation and many places you did not want to snug in to. The thermals, however, were being blown over the coastal desert floor and rose in close proximity to the dopes: Get in and scratch, or ride it to the beach. Bruce and I, holding up the rear of the broken gaggle without the benefit of Demon's and Mike's experience, rode it to the beach, but not before ridge soaring the SO-foot coastal cliff.~ for an extra few miles. It was fantastic. Eric gathered us up and we sped up ahead to Windy Corner where we saw the others rounding high overhead. The prevailing strong onshore winds made it necessary to get high above the range at the corner and head well out over the water before rounding in order to avoid any rotor. Denton, Mike, Don, and Rich all made it around without any problem. It was so cool to see them skid around the corner out to sea. Once around, however, you had to get back to the upslope quickly and catch the rising air. Denton and Mike left Don and Rich to sink out at 35K and they continued on. And on they went, covering 101 kilometers before being forced down by high winds at Rio Seco. The trip would include incredible crossings, skillful low saves, battle with fatigue, and calls

from Mother Nature. They worked as a seamless team as they marched north dancing at cloudbase and tickling the top of the range. It was great to watch with envy as we drove below. We were psyched for the next day with newfound experience as we shared the requisite cervesa "Crystal" and exchanged excuses and congratulations in the makeshift LZ. It was Demon's personal best and what a ride he had. Back late to Tocopilla for great food, more pisco sours, streccscapc, call tales, and a bit o'Underaga (Chilean red). Day six brought back Mike's predictable mounting conditions: clear blue skies on the coast and building clouds bumping up against the coastal range. Off we went to Paquica and my "favorite" launch. I had brought an extra vario bur did not figure I'd need another flight suit. Being rather psyched out I made arrangements to borrow some chaps from a local cowboy. I raced up to the cop to be first off on this day before the winds picked up, but I forgot something back at the van and climbed up once again, assuming my now customary last place in the queue. Everyone got off quite nicely (me on my third try, oh shut up) and we once again sashayed our way up to our departure gate

some 2,000 feet above at cloudbase. Don and Denton arrived early and were first to bolt over the back. Bruce and I decided to let Mike gaggle with us this time, giving us encouragement from his years of Chile experience. We all blasted over the ridge high above the rotor and headed north, stopping often to gain elevation at the ugliest granite jaws you have ever seen. But there was lift, we stayed in closer this day, and it paid off. We hung in at cloudbase for much of the trip to Windy Corner. All of us but Denton made it to and around a honking Windy Corner and began seeking our next thermal. Denton rested with a beach run early in the game, tired from the big X-C the day before. Rich was first around and found the lift band taking him back up the ridge beyond. The rest of us followed but decided to land because of very trashy conditions. I was following Mike who was 500 feet up ahead. We were beginning to catch the lift in very trashy conditions. He radioed back that he had had enough and was turning out. When Eberle bags it, you know it is time to follow. Now Rich was all alone and heading north along the range, once again on top and "porpoising" between clouds with no help. He traced the tracks laid down the day before by Mike and Denton, made several fantastic saves, and executed many great crossings between peninsulas and valleys. We arrived at Rio Seco just before he did and cheered as he alone traversed the same l O1 kilometers, landing in the same sandy LZ in 25+ mph winds. What a feat to ride the wave alone. Sharing the necessary Crystal once again, we hopped aboard the van and Eric took us back home to rest, celebrate, and ready ourselves for the next day's attempts. Arriving back in Tocopilla we were again greeted by a local marching band and everyone out in the street. Folks sure enjoy life here and spend every evening outside visiting with their neighbors - tough to do in Seattle during November. After the nightly pisco sour and mixed grille we crashed and readied ourselves for day seven. The boring, fantastic weather greeted us once again as we stopped by the market, gathered our daily fresh breads and sandwich stuff for the day's provisioning and headed for Paquica. Mike had made PARAGLIDING

an extra few hundred pesos selling tickets to the Tocopillians to visit launch and observe my now-famous technique. I arrived on launch to thunderous applause and shouts that sounded like "viva la launching loco." Well, this day was an instant replay for our launches with me getting a few extra attempts. We all scratched for some time in much lighter thermal conditions and after over an hour we had not yet arrived at cloudbase. We were tired and decided to fly out to the coast and land at the local golf course. Now, you may ask, How can they keep a golf course green in the driest place on earth? Paint. The course is graded out of the desert sand, fairways are lined with rocks painted white, greens are raked and painted black with a white perimeter, and the few trees are painted PVC tubes holding painted palm fronds. We heard Tiger Woods was coming - next week. It provided a wonderful LZ, even landing without golf shoes. We were actually burned out from flying if you can believe it. The X-C days do tire you out more than you think and we all agreed that returning early for a barbecue at our hotel was the perfect choice. Eric cooked up the local mixed grille while the rest of us enjoyed a generous sampling of Chilean reds. The revelry went on as the local cats gathered on the surrounding rooftops in hopes of a charitable lamb chop or chicken bone toss. It was our last night in Chile, no need to get specific here. Collectively we sacked eight hours until we departed the next morning for Antofagasta and our 24-hour trip home. Mike took us back to La Portada to soar the cliffs for an hour before packing up and boarding our plane. It was a fitting end to a fantastic trip to once again soar with ease next to your buddies, land, and pack up in the sand, then drive I 0 minutes to the airport. We all boarded with smiles, full logbooks, and a definite need to sleep. We all had to admit that Mike really put together quite a trip. While we concentrated on flying most of the time, we were able to cross paths daily with many Chileans and experience a tiny slice of the culture between Antofagasta and Tocopilla. It was truly an outstanding experience, one we look forward to repeating. And did I mention crowding? We never saw another wing and had 1,000 miles to ourselves. Next time we'll go X-C 500 miles. Ill SEPTEMBER

2000

article and photos by Jay Carroll

Planning a fly-in to commence on a single day in July in the windy Columbia River Gorge (between Oregon and Washington) is risky, but July 15 dawned miraculously calm in the Gorge. In fact, the entire week ofthe 2000 Subaru Gorge Games was miraculous. s a multi-sport, outdoor festival, the weather played a big part in providing perfect conditions for the events which included windsurfing, kite boarding, mountain biking, kayaking, outrigger canoeing, 49er sailing, trail running, rock climbing and paragliding, with nightly concerts and street parties as well. It was a miraculous week in the Gorge indeed. Light easterly winds were predicted on MM5 for Saturday, a welcome contrast to the 40-mph westerlies of Friday. The 6:00 AM update on the Cascade Paragliding Club message line announced, "We are going to fly," as the Gorge Fly-In was a go. Thirty-six pilots registered at the Bingen Marina with hopes of flying there, as the landing zone was also the evening site of the Big Head Todd concert, complete with beer garden! But the east winds became too strong and the Fly-In was quickly moved to Cliffside Flight Park, 38 miles to the east. A dash for Cliffside was on, under a hot morning sun. Upon arriving at Cliffside the conditions looked perfect with cycles to 15 at the hang gliding launch. New pilots to the area were hesitant to tempt the tight, clifflike stance at the hang launch and waited to

see it done. Look's-good-I'll-go-first Forslund tempted the day by launching first at 11 :00 AM and soon climbed well above the hang launch in the punchy lift, motivating a surge of pilots toward launch. The lower !or was full of cars with an ant-like line of pilots hiking toward the regular "Col" launch. The sun starred to bake the east-facing site, rewarding pilots with a good morning lapse rate as soon the sky was full of gliders 1,500 feet over and climbing. T. White was miraculous in getting everyone registered, handed her task off to Leslie Sawyer and bolted to launch to fly before the midday rough air. T. launched, and to her delight disappeared to the west on an X-C flight. The sky that once was full of circling paragliders was now empty as seemingly everyone left on X-C forages to the west. The radio waves were full of elated chatter as pilots radioed back their positions to Driver Joe, Leslie and other chase vehicles. I was happy to hear that many people were getting great first-time X-C flights across the gap at Highway 97. Meanwhile, Dan Combs and I scurried about down below, driving in circles in an Indian raid-like pattern, "auto-trampling" down the weeds in order to place the spotlanding circles. Thanks to Dan's machete, the spots were quickly done and we radioed that the spot-landing circles and balloon pop bull's-eyes were in place. Anxious to see some landing action, we waited a bit to our dismay as no one was landing. Everyone was soaring or had gone X-C. Many of the X-C pilots let the drift take them back toward the Goldendale Plateau

but a few crabbed their way across, staying on the rim of the Gorge hills. On this day, staying on the range rewarded pilots with longer flights but at the price of a rough ride. Mike Sterling and Jim Wagner seemed to be some of the last of the first gaggle to leave launch and the last to land, with great flights of 18 miles to the Avery-Horsethief area. Meanwhile, more and more canopies filled the air over launch as the midday launch cycles never exceeded 15 mph. The flying was active and challenging but friendly enough to suit everyone. Several new pilots spent hours 2,000 feet over launch, staying cool in the afternoon heat. Pilots eventually started landing, attempting to hit the GO-foot spot rings and the elusive balloon bull's-eye. The heat near the ground made for very inconsistent glides and difficult spot landings, and no one hit the fivefoot bull's-eye all day. Spectators found relief in the shade of their cars as shadows crept across the parking lot, triggering a miraculous glass-off. Abundant, smooth lift allowed every one to bench up the massive south face 2,000 feet over launch. The sky was full of gliders in the late afternoon but soon emptied as the salmon barbecue spot-landing opened next to the Columbia River. At 8:00 I'M pilots lined up in an airplane-like approach pattern over the 60-foot spot-landing zone, all attempting to pop the balloon in the five-foot bull's-eye circle. This made for great entertainment at the salmon barbecue as pilots struggled to land on the elusive bull's-eye just 150 feet from the grill. Fred "let's go again" Noble and Steve

PARAGLIDING

"looks good I'll go" Forslund managed w make five flights, certainly che most persistent pilots on chis day considering the hoc hike up. Brian Scipak made a great "heronleg" balloon-pop fly-by w land in che outermost ring co the cheers of the salmon-hungry crowd. Sara Teicelman elated the crowd with a tiproe "on the edge" second-inner-ring spar-landing w share rhe mosr accurate landings of rhe day wirh Fred. The shade soon crept over rhe spars as more pilors landed and skidded inro a place of salmon, salad, bread and watermelon. The awards preceded the salmon feed under a rising full moon. Sponsors generously donated an abundance of prizes. Pilots endured moonlight addirion while self-scoring rheir points for distance, duration, highest alricude and landing accuracy from rheir best three flights of the day, rhen these categories were combined for the overall chan1pions. The overall scoring proved w be fair and accurate wirh rhe mp scores being very close w one another, but chis besr represented the fun of the day. It was a really fun day, as everyone flew all day with no mishaps or salmon poisoning. On a romantic nore, husband and wife T. and Tim flew rogerher on a morning X-C, landing at the same spot! That, combined wirh rheir ocher flights, earned rhem marching Overall Gorge Games Champion necklaces. The Gorge Fly-In was a success as everyone had fun flying all day, with many serring new perso nal bests for alrirude gain, duration and X-C, all of which was followed by a miraculous glass-off and a salmon awards feast . Unforcunacely, the weeklong X-C challenge was blown out by che windy Gorge -

Steve Roti, Sara Teitelman, Jeff Davis, T White and Tim Pfeiffer with medals.

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CLOCKWISE FROM UPPER LEFT Trying/or the spot. - Hike to launch. - Flying over the road up the Gorge. - Leslie Sawyer and the famous salmon feast. -About to launch over the Gorge.

SEPTEMBER

2000

.... .... ... ... 4'i.

oh well, rry again in 2001! I would like w chank everyone who entered and helped, wich a special chanks w che prize sponsors: Dixon's AirPlay, Alan Bradley from Nova/Hanwag boors, Aviation Depoc/Mojo's Gear, Wills W ing, Paragliders Anonymous/T. White, Dakine, Hall Brothers, Shred Alert gear for heads, Discover Bicycles/Dave Kalo usdian, Airrime Clothing, SunSports/Rick Higgins, Over the Hill/Larry Pindar, USHGA, and Subaru Gorge Games 2000 for their support and generous donations. The end is only the beginning - think Gorge Odyssey 200 1! •

Gorge Games Fly-In 2000 Results Stats 36 pilots entered, approximately 130 flights, 5,000' MSL highest altitude gained, 18.5rnile longest X-C flight, 2: 15 hours longest flight, 42 pounds of salmon gorged, interesting scoring, no injuries, way fun! Place

Male

Female

Overall Gorge Game Fly-In Champions 1st Gold Tim Heiffer, Portland, OR 2nd Silver Jeff Davis, Selah, WA yd Bronze Steve Rori, Portland, OR

T. White, Portland, OR Wendy Hughes, Beaverton, OR Sara Teitelman, Draper, UT

Most Flights 1st (5) Fred Noble, Portland, OR 2nd (5) Steve Forslund, Portland, OR 3rd (4) Jeff Davis, Selah, WA

T White, Portland, OR Wendy Hughes, Beaverton, OR Sara Teitelman, Draper, UT

Spot Landing 1st Steve Forslund, Portland, OR 2nd Fred Noble, Portland, OR 3rd Steve Rori, Portland, OR yd John Michaels, Wilsonville, OR

Sara Teitelman, Draper, UT T. White, Portland, OR Wendy Hughes, Beaverton, OR

Duration Aloft Tim Pfeiffer, Portland, OR 1st 2nd Sceve Forslund, Portland, OR 3rd Mike Seeding, Portland, OR

T. White, Portland, OR Sara Teitelman, Draper, UT Wendy Hughes, Beaverton, OR

Altitude Over Launch Sceve Rori, Portland, OR Jeff Davis, Selah, WA Mike Sterling, Portland, OR

T. White, Portland, OR Wendy Hughes, Beaverton, OR Sara Teitelman, Draper, UT

X-C Distance From Launch 1st Jim Wagoner, Portland, OR 2nd Mike Seeding, Portland, OR 3rd Tim Pfeiffer, Portland, OR

18.5 miles 17 miles 7.75 miles

1st (Female) T. Whice, Portland, OR

7.75 miles

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

ATBe H paragliders Swiss Quali y - European Performance - Durability Torrey Pines G/iderport 2800 Torrey Pines Scenic Drive, La Jolla CA. 92037 Tel.: 858 452 9858 Fax: 858 452 9983 Windta/ker: 858 976 9984

P A R AGLIDING

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PARACLIDINC ADVISORY: Used paraglidcrs should alway,s be chorOLLghly inspected before flying l'or the first time. If in doubr, many paragliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. BUYERS SHOULD SELECT EQUIPMENT THAT IS APPROPRIATE FOR THEIR SKILL LEVEL OR RATING, NEW PILOTS SHOULD SEEK PROFESSIONAL INSTRUCTION FROM A USHGA CERTIFIED INSTRUCTOR PARAGLIDERS APC:O FIFSTA - DHV 1 $1,9'J'J. Apco Allegra DHV 1-2 $2,C,OO. Apco Bagheera DHV 2 $2,700. SupAir harness $425. 1-'lytec 4005 vario $cl'J9. Hanwag boots $22'1. (54 I) 387-2112, sunsportspgl!1\wLcorn EDEL ATLAS - Medium, BRAND NEW, NEVER FLOWN $1,300. RS2 reserve $350. (970) 87(,-0558, pa r:ttecl11!'1 rof. net CIN BOLERO - Medium, like new, <10 hours, purple/red, Fdel Balance harness (large), Secura Max reserve $2,500 OBO takes a!L (805) 748-90'!7. LET'S TRADE - Complete I-IC package !"or complete PC package. (559) 584-101 'J. NOVA AXON - Lnge, approx 45 hours, good condition $'JOO. (970) '!20-2427, paulsonl!"roCnet PRO DESICN C:OMl'AC:T 28 - $900 OBO. 8hrs airtime. Excellent condition, like new, cri~py and clean. marin.asbeil0'calstat.org or (707) 206-053.1 x I OC,.

UP VISIONS - 1.ike new, 60-'JOkg" IO hours airtime, packsack, harness, reserve, helmet, A STEAL DEAL, $3,000 worth, ASKING $1,000. (703) 6201952, radikaJl!,lerokcom. "NFW" EDEi. Cl.IDERS Y2K model's - S,de !'rices - Order Now 1 . $2,650 New Edel Response. , $2,450 :'Jew Fclcl Promise.,.,. New Edel Confidrncc·. . . $2,:l50 New Edel 8000 Mrn.Clidcr w/harness , . $2,(,'iO , . $2,9'i0 New Edel Prime Tandem . Ldcl Cortex Flight suits . , $1 ')5 Edel Corona Harnc.ss . . , , $42 5 Edel Rescue RSIII !'DA, , . . $42'i Fdcl XI Atlas New (I) $1,'J'iO Complete packages ,ivailahlc: Including round ,rip ,iirfare ro Honolulu to Demo your New Cear with the Hawaiian Cowboy~!

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SCHOOLS & DEALERS ARIZONA DIXON'S AIRPLAY PARACLIDINC - Dixon White: USHCA's Instructor oi' the Year! Airpby: Top ranked school for years and featured in the best selling videos "Starting Paragliding" and "Weather ro Fly", The perfect beginner training areas! pen OClober

through May, DRIVE UP to 360 degree treeless and rockless launches, I.and in wide open fields. Master rated tandem cx,unincr Dixon White has supervised

over 18,000 student flights to date, teaching new pilots is his i'ull-timc profession, Individualized training with statc-of:---the-art equipment, 2-\vay radios, comprehensive ground ~chooling with an emphasi~ on microrncteorology. Crear new and used inventory. Enjoy rhe Crand Canyon and other spectacular ~ccncry. Dixon's

Paragliding in ARIZONA and WASHINCTON (appointrn its required), 1'0 Box 262(,, Flagstaff AZ 86004, (5 )) 526-li'i?'J. www.par,1glide.com or dixon<2i)para,. tide.com

EMERGENCY PARACHUTES BRAND NEW $YJ5 - .l8sq/111 & 42sq/,n. Used $200 mc·ets 111ilita1y specs. (j(lj) Yf7-89'J5,

Renew your membership online!

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

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

Number of months: ___________ SECTION J Paragliders U Emergency Parachutes

O Parts & Accessories J Business & Employment O Miscellaneous !J Powered Paragliders 'J Videos

r:.J Towing O Schools & Dealers O Ultralights 0 Publications & Organizations 'J Wanted J Harnesses

Begin with _ _ _ _ _ _ 19_ _ issue and run for---· consecutive issue(s). My U check, 0 money order is enclosed in the amount of$ _________ NAME: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~ ADDRESS: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~ CITY: _ _ _ _ _ _ _ _ _ _ _ STATE: _ _ __ PHONE: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

Number of words: _______ @$.50 =_____ Number of words:

@$1.00 = _ _ _ __

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

L------------------------------------------------------------------------------------------------~ SEPTEMBER

2000

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DERPORT 2800 Torrey Pines Scenic Drive San Diego CA 92037

Since 192H PARACl.lDlNC AND HANC GLIDINC - USHGA certified instruction, tanden1 f1ighl instruction, sales, service, repairs, parachute repacks, motorized pg/hg instruction and sitl' tours. Southern California Importer for PARATECH, ITV and EDEL. Visa and MasterCard accepted. Call (858) lt52-9858 or toll free at 1-877-Fl.Y-TFAM. Check us our at and order online at http://www.flytorrey.com

USHCA certified paragliding & hang gliding instruction. Courses are expertly run on a friendly, informative basis. We have been introducing people to the world of foot launched flight since 197(,. New and used gliders and accessories. Ball, Comet, Edel, Nova, Stq,Air, Pro Design, cirebird, Airw,1ve, Wills \X'ing/Swing and others. All skill levels welrnme. PO Box 1226, Del Mar CA 92014. (858) 481-7400 Southern California.

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

AIRJUNKIES PARAGLIDING - Join KEN BAIER for your ·· Pursuit of Paragliding Excellence" in the land of year-round, excellent paL1gliding: Southern C:.ilifornia and rhc Baja. Courses for Novice, Intermediate, Advanced and Instructor ratings. Powered paragliding, soaring and maneuvers clinics,

SOUTHERN SKIES - Serving the SOUTHEAST, Ii hours from ATLANTA. MOUNTAIN FLYING, and POWERED PARAGLIDING. (828) C,32-6000 WWW.SOUTHERNSKJES.NE'f

FLORIDA

guided tours, tandem and towing instruction and spe-

cial events. USHGA certified. Handling rhe larc·sr equipment. Call 17<>0) 753-2664 for information.

FLY ABOVE ALL - Experience year-round paragliding instruction in beautiful Santa Barbar·,1, CA! Our friendly, experienced staff oHcrs hands-on, personalized, radio-controlled lessons. Enjoy soaring the best training hill in the Western US and when you land, shutrles will whisk you back to the top for your next scenic flight. USHCA certified, solo, tandem and powered paragliding instruction, equipment sales and tandem flights. Visit our Websire at www.flyaboveall.com or call at (805) %'i-.'l7.B. HJGJ-I ADVENTURE - Paragliding, hang gliding school. Equipment, sales, service at world famous Marshal Peale USHCA tandem instructor: Rob McKenzie. By appointment year round (909) 8838488, www.flytandem.com

GRAVITY SPORTS HAWAII'S ONLY PARAGLIDING AND KITE SURFING shop is now open. Come fly where the sun always shines and the wind always blows with USHGA TANDEM INSTRUCTOR PETE MICHELMORE and MARC "NALU" HILL and PWC'S PETER BRINKEBY (Edel) in beautifol Kailua, Hawaii. Fly the famous MAKAPUU sea cliffs, 80km our and return flights are possible at 5,000ft msl and land on WHITE SAND BEACHES. Our complete PARAGLIDING and KITE SURFING shop is located just one block from the Kailua beach. Look us up on the web at www.paradiscparagliding.com or www.gravityspons.org. Start your HAWAIIAN EXTREME VACATION NOW! Call (808) 261-SURF. IDAHO KING MOUNTAIN PARAGLIDING - Certified full-rime SCHOOL, taught by Master rared instructor Brad Bloxham. Tandem, RETAIL, major brands, POWERED PARAGLIDERS, guide service, mountain lours, site information, including world fa1nous

l'LY MAUI! www.ParaglideHawaii.co111 - Locals fly 320 days a year. Soar from Haleakala Crater. Maui is quickly becoming the KITE SURflNG CAPITAL of the world. The new sport of kite surfing is natural for most pilots, especially those who also enjoy water sports. Prollyght is now offering kite surfing seminars in rhe afrernoons, after thermal soaring in the mornings. Year-round guiding, training, equipment rental and sales. Toll Free 877-C:O-FI.Y-HI.

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

King Mountain ( 1997 US Nationals.) SUPPLIER/MFG: The most comprehensive, educational INFO/LOGBOOK in the USA, $24.95, RADIO HARNESSES $39.95, PG CARGO/DUFFEL BAG (holds wing & everything else) $49.95. 10169 N 15 E, Idaho falls, ID 83401. Phone (602) 421-3970, Visa/Mastercard, email KingM tPG@aol.com, http:/ I mem bers.aol .com/kin gm tpg/

VAi.LE DE BRAVO - Coming winter, week long tours, in-n-our on Sunday, $695 paragliding. 1-800861-7198, jeff@flymexico.com

PARAGLIDING

---------------------------~

NORTH CAROLINA

LEARN TO PARAGLIDE

TRAVERSE CITY HANC CI.IDERS/PARACIIDERS - Put your knees in our breeze and soar our 450' sand dunes. FULL-TIME SHOP. Certified instruction, beginner to advanced, fom launch and tow. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. 1509 E 8th, Traverse City MI 4%84. Offering POWERED PARAGLIDING lessons & dealer for the Explorer & used units. Call Bill at (231) 922-2844, tchangglider@juno.com. Visit our paragliding school in Jackson, Wyoming. Call Tracie at (.,07) 739-8620.

1/1 Kitty Hawf, Kites

Oregon. Beginner lessons, tandem flights, advanced

Outer Banks, NC Lessons Daily Towing & f.oot Launch Ycar Round Sales & Service CALL TODAY! 800-334-4777 252-441-4124 F-Mai/ Addrm inft,~1lkittyhawk.com

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HILL COUNTRY PARJ\Cl.lDINC INC - Learn complete pilot skills. Personalized USI-IGA certified training, ridge soaring, foot & tow launching in central

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foot launch, payout winch

tow and powered paraglider instruction too. 'I 'raining,

sales, rentals and repair. Fdcl, f\irwave, Wills Wing, UP and DK Whisper. Dallas, Fort Worth and north Texas area. 211 Ellis, Allen TX 75002. (972) .l')().')090

MONTANA l-llCJ-1 PLAINS PARACLIDINC - Dream it! See it. Soar it! (406) 458-8636, hi11lainz~ilaol.corn http:/ /hometown .aol. corn/h iplai nz NEVADA ADVENTURE SPORTS -

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

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88J-7070

OREGON

HAPPENS when you combine the largest paragliding school with the largest paragliding and hang gliding shop' Introducing the new Cl.OU[) 9 SOARINC CJ•:NTI.:R. We arc open 7 days a week for lessons, sales and tandem flights for both hang gliding and pHagliding. The shop is now owed by Steve Mayer. Our new repair facility run hy Bill (Bad Bones) Anderson, is ready for any repairs or repacks. For more information- www.paraglidcr~.com or stop by at 12()05 S. Minuteman Dr., just a few minutes from world

NEW YORK

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1-888-lJ!t4-5433. In Urah, call (80 l) 576-6460.

AIR SPORTS USA - Lessons, service, equipment. Paragliding, hang gliding, powered paragliding, trikes. Phone (718) 777 · 7000, WWW.FLYFORFUN.NET

VIRGINIA KITTY HAWK KITES -

FAX your classified ad, membership renewal or merchandise order:

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ovrn THF Hll.L PARACLIDINC/POWF.REDPC - Oregon/SW Washington. Sales, Service, beg-adv USHCA certified solo/tandem instruction. NOVA, FIREB!RD, GIN, OZONE, Wills Wing (SWING) PLYTEC, HIGH ENERGY SPORTS. Reserve parachute specialists. Authorized exclusive area dealer for rhe amazing new MINIPLANE POWEREDPG ! We have great towing and motoring sire.-. close in! Full service shop/rigging faciliry. Our of state pilots: Call us for free local advice & inl<1 on our great coastal, thermal, and Corge sires. There is NO SAi.ES TAX m ANY cuscomer buying in or from Oregon. New & used gear. Trades welc01ne. VISA/MC/ AM EX 2286'5 S.E. Yellowhammer Gresham OR 97080 503G67-4'i'i7 Toll free: 888-21 'i- l 442 email: othparaC£_i)spiritonc.com Web: ovenhchillparagliding.con1

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More than 5,000 paragliding enthusiasts read our magazine every month. 1"hat's more than 10,000 eyes seeing your ad.

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

SEPTEMBER

2000

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PUBLICATIONS & ORGANIZATIONS

WASHINGTON DIXON'S AIRPLAY l'ARACUDINC - Dixon Whire: US! ICA's lmrrucror of" rhe Ye,H! Airplay: Top ranked school for years and l'eaturcJ in the bc."1 selling videos "Starring Paragliding" and "Weather to l'!y". This Northwest training center j_.., located on the

Eastern side of the Cascades where the weather is dr\' and beaurif"ul! Open May through October this 2,000 acre private flight park is idc,1! for the beginner with drive-up wide-oprn launches and large landing fields. Individualized training with srate-of~rhe-an equipment, 2-w~l)' r;1dio.-.., comprehensive ground .schooling with an emphasis on micromcrcorology. Dixon'.'I students have won rhe US Nationals Sport Class and ~er many

CRF!\T WINDMFTFR 1 GREAJ' PRJC:F 1 -

records. Crc;lt 11L'W and ll.'ll'd invcntorv. ()n-sitc climb-

Skymatc accurately provides current, maximum .ind

ing wall, ,1,kiing, mountain biking, ere. Dixon\

avn,igc windsrx·ed over 5, 10, or 1.l seconds. Ir will ,dso gaugL' the current temperature & wind-chill. A

Paragliding in Washington and Arizona (appointment.'\ required), 8101 Hay Canyon Road. Cashmere WA 98815. ('509) 782-554.1. www.par,1glide.com or dixont.?71paragtidc .com

L.S. AIRBORNE SPORT !\ VI!\TION CENTFR l\nagliders, poweredPC, trikes, harnesses ere. Wide selection of manufactures reprc.)Clltcd. Importer for

1\lliniplane powercdPC. Sales new and used. Beginner thru advanced instruction. U.S. !\irBornc (509) 243-4988 Send $3 i<ll" info. pack (specif)' info. requested) l'O Box 57'J, Asotin \VA. '!')402, website: h l tfo:/ /www. vallcy-i n tcrnct. ner/chp/usairbornc/ 1:.mail:

The

convenient pockct-·knifr design, accuracy, (eaturcs, and

price rnake this tht· besr value in l1andheld windmeters 1 Order at www.llyahoveall.com or call (805) 965-.F.1.l. HAVE EXTRA EQUIPMENT - Thar you don't know whar to do wirh. Advertise in the Paragliding classifieds, $.50 per word, $5 rninimurn. Call USHCJ\ for derails (719) 632-8.100, ushga(a\,shga.org or fax your ad with a Visa/MC, fax (719) 6.32-6417.

PARAGLIDING: THE COMPLETE GUIDE - By Noel Whittall. The most complete guide Lo paragliding on the market. Over I 00 color photographs & illustrations, 200 pages. $26.'J'i +$4.75 s/h. LSI-IC!\, l'O Box 13.lO, Colorado Springs CO 80901. (719) 632-8:lOO, fax your MC/Vis;i to (719) 6.12-6417. Our mosr popular book!

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PARAGLIDING: From Beginner to XC - By Sollom/Cook. !\ great addition ro your paragliding library. Wonde1fol XC: rips. See Steve Rori's review in the March/ April 200 Paragliding. Over 120 pages with superior illustrations & color photographs, $29.95 +$4.75 s/h. USHC!\, PO Box 1330, Colorado Springs CO 80901. (719) 632-8300, fax your MC/Visa to (719) 632-6411. SO!\RINC -

Momhly magazine of The Soaring

Society of' Amcrict, Inc. Covers all a:.pecrs of soaring

flight. hill membership $55. Info. kit with sample copy $3. SSA, P.O. Box 2100, Hobbs, NM 882ii I. (505) 392-1177.

MICROPHONE .J SEALED f:'!NGERSWITCH

' !\cw and Improved • Water/Dust Resistant Push Butron • Field Replaceable l'inger Switch • Heavier Cauge \Vire/Improved Plugs 'lncre.1sed Strain Relief at Al.I.Joints Price $99.95. Extra linger switch $19.95 w/purchase. Dealer inquiries welcome. Call (91.l) 268-7')/iG. J'vIC/Vis,1. Visit our wchsitc at www.llighrconn.com

MINI VARIO - World's smallest, simplest vario! Clips ro helmet or chinstr,1p. 200 hours on lxllteries, 018,000 fr., fast response and 2 ye.tr warranty. Grc,1t for hang gliding too. ONLY $169. Malletlec, PO Box 1'5756, S,,nta Ana CA, 92735. (714) %6-1240, W\\~v.mallcttec.com MC/Visa accepted.

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

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PARAGLIDING

VIDEOS

MISCELLANEOUS

STOLEN WINGS & THINGS GIN BOLERO - XI. Stolen in the MEDFORDWHfTE CfTY, OR area in August, 2000. Fuchsia color. has damage in center/leading edge, and/or patch, generally in poor shape. Also: XL. Pro-Design "Jam" harness, med. High Energy Quantum reserve, Charley "Insider" helmet XL white, Flyrec 4010 vario, Alinco DJ-191 2-Meter radio. Contact Kevin Lee (541) 9551737, rhermalrracker@bigfoot.com

NEW* WEATHER TO FLY, by Adventure Productions. A much needed instructional video on micrometeorology. Dixon White, Master pilot and USHGA F.xaminer, rakes you through a simple stepby-srep process showing where to acquire weather data and how to interpret it. For pilots of any aircraft. Learn about regional & local influences and how to determine winds aloft and stability. "Weather To Fly" is an over-all view packed with useful details and includes great cloud footage. A straight-forward presentation that is easy to follow. 50 min. $39.95. TURNING POINT - IN ALPINE THERMALLING, by Dennis Trott/Alpine Flying Centre. 50% HG, 50% PG. Discover techniques to tame the elusive alpine thermal. Beautiful footage set against Europe's most dramatic mountains. Also features comments from top pilots & great animation. 24 min $35.95. STARTING PARAGLIDING by Adventure Productions. Covers b,1sic preparations, weather, prop-

er attitude, ground handling & those first exciting launches. 30 min $29.95. FLY HARD: Viking Films newest release. Rob Whittall, Chris Santacroce & a vintage Buick convert· ible full of paragliders. Outrageous flying at several west coast flying sites. Meet HG acrobatics champion Mitch Mell.leer along the way. Excellent rock soundtrack, professionally filmed & edited, 35 minutes $35.95. PARAGLIDE: THE MOVIE by Viking Films. Rockn-roll 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). Grear to impress your friends or for those socked-in days.

"AMERICAN FLAG" l'ARACUDER - Lost by Fed-X, identical to the one Scott Alan is flying in the inside back cover l'araborne display ad. (407) 93'i9912, scott@paraborne.com POKHARA - Winter 2000. Three 10 day tours staning November 20th - December 2/rh, $1,800.00. www.razors-edge.org/flynepal, (208) 233-1380 or Dale Covington (801) 474-2380. VIDEOS, BOOKS & APPAREL - Call USHGA for your Merchandise order form (719) 632-8300, fax (719) 632-6417, email: ushga@ushga.org, www.ushga.org DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE CLASSIFIEDS. CLASSIFIED ADVERTISING RATES The rare 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. l 37- l 85lbs=2 words, web site or email address=3 words. MINIMUM AD CHARGE $5.00. A fee of $15.00 is charged for each line an 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 _jlD.!lL Special layouts of tabs are $25.00 per colL1mn inch. AD DEADLINES: September 20th is the deadline for the November issue. Please make checks payable to USHCA. Send to: l'ARAG!.IDINC M/1.CAZINE, Classified Advertising, P.O. Box 1330, Colorado Springs, CO 80901-1330 (719) 632-8300 or fax (719) 632-64 17, email jjelgan0)ushga.org with your Visa or MasterCard.

FLIGHT DESIGN S2VT - Two paraglidcrs lost by the US postal service, shipped from CALIFORNIA to HAWAI l parcel post on August 19th, 1999. One large w/purple top, one medium w/orange top. Lois Hulmes (530) 542-4937. STOLEN WINGS are listed as a service to USHCA members. There is no charge for this service and lost and found wings or equipment may be called in (719) 632-8300 or fax it in (719) 632-6417 for inclusion in Paragliding & Hang Gliding magazine. Please call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

INDEX TO ADVERTISERS Adventure Produccions ........................... 18 Aerolighc USA ........................................ 13 Baja Clinic ............................................. 13 Critter Mountain Wear .......................... 28 Flight Design ........................................... 9 Flycec ....................................................... 7 Hall Brothers ......................................... 18 iParaglide ............................................... 34 Mojo's Gear ........................................... 23 Pro-Design ............................................. 10 SkyCo Sports ........................................ .40 Sky Gear ................................................ 26 Sport Aviation Publications .................... 23 Sup' Air .................................................. 10 Super Fly, Inc ........................ 2,Back Cover

United States Hang Gliding Association, Inc .. w e b s i t e

shga .org

Thermal Tracker .................................... 20 Thin Red Line ......................................... 8 Torrey Pines Gliderport ................... .41,42 USHGA ................................................. 21 Wills Wing ............................................. 15 Women Fly ............................................ 13

SEPTEMBER

2000