USHGA Paragliding October 2000

PARAGLIDING• OCTOBER 2000

AIR MAIL

DIXON'S NOTES

CALENDAR OF EVENTS

COMP LINES

UPDATE

INCIDENT REPORTS

EXEC'S CORNER

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PARAGUQING PHY$1CS III - l;ANDINGS © 20(:)() lry Stuan Caruk

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fa,,agliding :IQ.d individual c0nt.rlbut0rs,

OCTOBER

2000

3

Gil Dodgen, Managing Editor/Editor-in-Chief

Steve Roti, Contributing Editors Dave Pounds, Art Director

Will Gadd, Dennis l'agen Staff Writers Office

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 Se1Vices, 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: 2: Jamie Shelden, Ray Leonard, Casparian. REGION 3: Ken Baier, John Greynald, Gregg Lawless. REGION 4: Mark Ferguson, Jim Zeiset. REGION 5: Frank Gillette.

REGION 6: Jeff Sinason. REGION 7: Bill Bryden.

REGION 8: Doug Sharpe. REGION 9: Randy Leggett, Geoff Mumford. REGION 10: David Glover, Matt Taber. REGION 11: Kent Robinson. REGION 12: Paul Voight. DIRECTORS AT LARGE: Ed Pitman, Paul Rikert, Dan Johnson, Jan Johnson, Dennis Pagen. HONORARY DIRECTORS: G.W. Meadows, Bob Hannah, Randy Adams, John Harris, Steve Kroop, Larry Sanderson (SSA), Chris DuPaul, Gene Matthews, Lars Linde, Ken Brown, Rob Kells, Michael Robertson, Liz Sharp, Russ Locke. EX-OFFICIO DIRECTORS: Art Greenfield (NAA).

The United States Hang Gliding Association Inc. is an air sports organization affiliated with the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FA!), of the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAl-related paragliding activities such as record attempts and competition sanctions.

PARAGLIDING magazine is published for paragliding sport enthusiasts to create further interest in the sport, and to provide an educational forum to advance paragliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos and illustrations concerning paragliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other paragliding publications.

PARAGLIDING magazine reserves the right to edit contributions where necessary. The Association and 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.

TWO CENTS WORTH Dear Editor, Chris Santacroce's letter to the editor in the August magazine was full of great information. However, a few folks, having seen the letter, have contacted us with questions about the suggestions for asymmetric fold management. The question is whether asymmetric folds left uncontrolled will result in accidents.

Test pilots and pilots taking "safety clinics" over water are inducing folds that can be much different than those experienced in shear turbulence. Chris pointed out that accidents can result from people overreacting to and overcontrolling asymmetric folds and suggests that it might be better to let the wing self-correct in the way it is designed to.

Our concern is that how a wing recovers depends not just on the nature of the original asymmetric, but also on the type of air in which the recovery is supposed to occur. Test pilots and pilots taking safety clinics over water are generally inducing folds in fairly calm air rather than in the kind of shear turbulence that often causes real-life asymmetries. An asymmetric fold due to shear can not only fold in the downward-moving shear air, but then rotate and essentially fall into chat "hole" in the air, thus leading to some pretty robust spirals, even on a "beginner" glider.

It takes loads of experience in real condi-

tions to sense the need of the glider to regain speed and energy which is used to reventilate the glider. You should be cautious about spontaneous, gross reactions to asymmetric folds. So, caking pause with "heads up, hands up" may keep you from overcontrolling the glider, but don't pause too long!

Of course the best thing is to know your glider so well that you neither overcontrol the glider nor sit back and wait for it to self-correct. One of the best ways to train yourself for this is to do lots of ground handling in both laminar and not-so-laminar air, facing forward as you would be in the air. While this doesn't perfectly simulate a 70% asymmetric in turbulent conditions close to the ground, you will certainly experience all kinds of asymmetries and train yourself to react without overreacting. Be very active in your reference to the horizon and controlling surges at all times, especially within 500 feet of the ground. Don't launch and let go of the brakes to get in your seat, or push against the risers to get into your seat since chis disconnects you from possible surge-control needs. Taking pictures or trying to talk on the radio has caused some big problems, so be thoughtful here as well.

Dixon White

The USHGA is a member-controlled sport organization dedicated to the exploration and promotion of aJI 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 .oo per year (of which $15 goes to the publication of Paragliding), ($70 non-U.$.); subscription rates only are $35.00 ($46 non-U.S.). Changes of ~ddress 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 Uan./Feb., March/April, May, June, July, Aug., Sept.,Oct., Nov., Dec.) by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903-3657 (719) 632-8300. FAX (719) 632-6417. PERIODICAL POSTAGE is paid at Colorado Springs, CO and at additional mailing offices.

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

OCTOBER

2000

VOLlJME

11,

ISSUE

#8

PARAGLIDING

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ORDER: via Web Site. Email,

Phone/FAX, or Postal with Credit Card, Check or Money Order.

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HANDmHELD WIND METER Monitor changing wind conditions. Responsive to slightest variation in wind velocity.

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For orders or further information about l(iwi helmets and Crispi boots, please contact:

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Calendar of events items WILL NOT be listed if only tentative. Please include exact information (event, date, contact name and phone number). Items should be received no later than six weeks prior to the event. We request two months lead time for regional and national meets.

COMPETITION UNTIL DEC. 31: 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.

FUN FLYING OCT 14-15: Octoberfest Fly-In at Baldy Mountain in central Washington, between Ellensburg and Yakima. Hang glider and paraglider pilots (and their families) welcome. Officially open less than two years, there have already been numerous 30-50 mile flights and some over 70 miles. Large field is perfect for landing, camping, barbecue, bonfire and potluck. Contact: Jeff (509) 697-7835, or Mike (206) 320-9010.

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.northwestout 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 l 2 days.

Contact: Adventure Spores, (775) 8837070, www.pyramid.net/advspts.

UNTIL OCT. Two-Can Fly paragliding clinics, by Ken Hudonjorgensen, Point of

CLINICS/MEETINGS/TOURS

the Mountain and Utah mountain sites.

AUG. 26-SEPT. 9: X-C Intensive and Snowbird/UT X-C Competition. SEPT. 1-3: Thermal. SEPT. 22-26: X-C Training Competition. Friendly comp with instruction from Ken Hudonjorgensen, Dale Covington and U.S. team members Todd Bibler, Bill Belcourt and Mary Anne Karren. OCT. 7-8: 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.

OWENS VALLEY 2000: Fly with a World Champion, 10-time National Champion and X-C world record holder Kari Castle

OCT. 20-22: Baja Thermal Clinic. Best thermal skill development site in the western hemisphere, just 40 minutes south of

OCT. 28-29: Womens 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.

San Diego, CA. Three days of intense thermal flying development and fun. 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. 18-27: Cnile 2000, in the Atacama desert of northern Chile. Break your per-sonal best record (so far every pilot who has joined us has), and improve your X-C flying skills. Check out the tour section and slide show at www.fun2fly.com or call (206) 320-9010.

NOV. 20-DEC. 27: Fly Nepal 2000.

Three 10-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-edge/f1ynepal, (208) 2331380, or Dale Covington (801) 4742380.

JAN. 7-28, 2001: Parasoft Paraglidng 7th Annual Mexico Tours to Igualla, a 2,800' drive-up launch in central Mexico. Perfect safety record, flying every day with no injuries. Eight-day clinics for novice and intermediate pilots to improve thermaling and cross-country skills. Parasoft meets you at the Mexico City airport and covers transportation, hotel and instruction for eight days. Granger Banks will offer a new trip to Valle de Bravo, Pueblo, and the volcanoes for advanced pilots only, Jan. 21-28. Visit http://parasoft.boulder.net/ Winter Flying.html.

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PARAGLIDING

NEW VIDEO RELEASE - IN SEARCH OF THE PERFECT MOUNTAIN n Search ofThe Perfect Mountain is the lat-

I

est pacagliding adventure film from Paul Hamil con and Adventure Productions . It takes you co St. Anton, Austria; GarmishPartenkirchen , Germany; Sun Valley, Idaho; Poinc of che Mountain, Ucah; and Jackson Hole,

searching for che perfect mountain, that perfect flight, that perfect experience chat challenges our essence and satisfies our quest for adventure," comments producer Paul Hami lton, "The journey to find the perfect mountain is as much fun as finding the perfect mounrain. " The adventure begins in early spring, deep in che European Alps where skiing was born and paragliding now thrives. In St. Anton, Auscria, discover che mega-mountain resort wich tandem pilocs. Tn che famous O lympic village of GarmischPartenkirchen, Germany, ski lifts wh isk you co the cop of the Alps co enjoy launches for all abilities and spectacular freestyle aerobatics while you lounge in rhe sun ar the summit lodges.

Moving into spring, jet co Sun Valley, Idaho for easy access ro a big mountain wirh luxurious accommodations. Explore rhe area through a detailed aerial cour of the flying site wich Garth Callaghan of Fly Sun Valley, and great air-co-air views of flying compan10ns.

Steve Mayer of C loud 9 Soaring Center cakes you on an aerial tour and describes che unique fea tures of Point of rhe Mountain, Utah. Experience never-before-seen flying ar The Point with professional European pilor Dani Loritz as he benches up on the north side and loops wich an onboard camera capturing every brearhraking moment. Creative local pilots amaze and astound you wirh thei r precision and mastery of rhe paraglider.

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Finish your odyssey in Jackson Hole, Wyoming for rhe ulcimare challenge of flying during summer in rhe high Rocky Mountains. Wich a tram ride co the cop, yo u can launch in several directions for exhilarating high mounra in flying and big open valleys with grassy landing zones close co cram rides back co the cop. Pilots launching off rhe back side over the valley of rotors and looping it righr inro rhe landing zone entercam you .

ing the whole structure. There are rwo side protectors , rwo side pockets, and reserve parachute bridles are incl uded and sewn into place, ready ro be used. It also features elastic shoulder straps, sear extension with speedbar storage, speedbar guides and speedbar line pulleys. It is cow ready and che new "cockp it/ballast" can be adapted co the harness . It comes in sizes small, medium , large, excra-large (special order), and double-extra-large (special order) .

In Search ofThe Perfect Mountain features locs of in-air footage, aerial maneuvers and local pi lot cours of flyi ng sires from a pilot's point of view. Ir is accompanied by a great sound crack in Hi-Fi Stereo. This digitally filmed and mastered video is 44 minutes long and available for $36.95 plus shipping ($4 USA/Canada/Mexico, $IO for all ocher countries) from Paul Hamilton, Adventu re Productions, 6553 Scone Valley Drive, Reno, NV 89523, (775) 747-0175, paul@advenrurep.com, www.advenrurep.com.

HARNESSES FROM SUP'AIR

The new Bi-Fidus split-leg tandem harness is also available. Ir comes with rwo self-locking biners, 20-cm BumpAir, ABS system, padded and comfortable leg supports, qu ick releases (legs and chest), "anti-slide" safety scrap, zipp ing side pockets, dorsal reserve six-flap container fo r fast openi ng, reserve handle, large upper srorage pocket, additional zipping storage pocket below che reserve container, side adjusrmenrs, and elastic shoulder straps. The harness is light and fo lds compactly.

FLIGHT LOG VERSION 1.1

T

he Profeel-Side includes an "anti-slide" fourth scrap, a new 20-cm BumpAir, side protectors and self-locking biners. Ir also fearures rhe easiest side reserve handle access of al l. Wirh a more integrated side reserve pocket and rhe shortest distance from handle co safety pin it is a snap co extract. A new, h uge, rwo-stage storage area wraps aro und the lefr side of the body for a more streamli ned contour, perfectly balanc-

A

computer-based fligh t log for hang glider and paraglider pi lors is now available. The Flight Log software allows you co quickly record all of your hang glider and paraglider flights and automatically generate summary and statistical information. The program features an easy-co-use graphical display co enter and view flight information such as airtime, location , glider, flight conditions, alricude and remarks.

T here are user-defined site and glider libraries rhac crack flying days, flights and

P A R AGLIDING

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UPoATE ~~····· .. airtime. The program has sort, filter and search functions for finding specific entries and a graphs form for displaying a yearly summary of flights and airtime in a graphical format. There is also a summary and pilot info section for USHGA ratings and awards.

The software is for Windows 95/98/NT/2000 and is free and available for download at: www.jiffyloc.com/flightlog.

WIND AND WINGS: THE HISTORY OF SOARING IN SAN DIEGO n this new book from RockReef Publishing House, the first comprehensive history of soaring in San Diego, California, author Gary Fogel captures the local desire to fly on silenr wings. The history begins with John J. Montgomery's First attempts at gliding flight at Ocay Mesa in 1883, 20 years prior to the development of powered flight by the Wright Brothers. Fogel cakes the reader through major local advances in subsequent years, placing these significant achievements in the context of other historical events around the United States. Among the highlights of this collection are accounts of flights by William Hawley Bowlus, Charles and Anne Lindbergh, Frank Hawks, John Robinson and Woody Brown, and the effect of these pioneers on the development of soaring in America. The early

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development of various local gliderporrs including Point Loma, Emerald Hills and Torrey Pines are also included.

An introduction to the subject is offered

by Dr. Paul MacCready, who flew sailplanes at Torrey Pines in the lace l 940's and early l 950's. In addition, personal recollections of pioneering glider pilots are included in the book. The text covers all local gliding and soaring events berween the years 1883 to 1950. This information has been gathered from the archives of the National Soaring Museum, Vintage Sailplane Association, Associated Glider Clubs of Southern California, Soaring Sociery of America, and through the personal files of many glider pilots. With many photographs and drawings, Wind and Wzngs will appeal to soaring enthusiasts, aviation historians and anyone with an interest in silent flight.

Dr. Gary Fogel, a molecular biologist, has been involved with gliders and sailplanes since 1975. He is an active radio-controlled model sailplane enthusiast and holds the U.S. declared distance record for Class A model sailplanes. He helped prepare the documentation required to establish the Torrey Pines Gliderporr as a National Soaring Landmark of the National Soaring Museum, a San Diego Ciry Historical Site, and its listing on the California and National Registers of Historic Places. Fogel is a contributing editor to Sailplane and Electric Modeler magazine.

in San Diego is available for purchase through RockReef Publishing House for $19.95 ($21.50 with sales tax, $24.50 with shipping in the U.S.). Contact Dan Barth at RockReef to purchase the book (619) 316-1562, or e-mail gliderrc@aol.com. For more information on the book visit www.rockreef.com.

F

resh Breeze Powered Paragliders available in the U.S. Southern Skies of North Carolina is proud to announce that they have been appointed as U.S. distributor for the German company Fresh Breeze.

Fresh Breeze manufactures high-qualiry powered paragliders, and all their products are now available and stocked in the U.S. According ro the manufacturer the pans and warranry are excellent and the motor units are very powerful yet lighrweight and very quiet.

All come standard with a tuned exhaust with silencer, intake silencer, extra large cylinder head, Bing carburetor, large gas tank, composite propeller and easy start.

They incorporate an exclusive jettison feature that allows the pilot to drop the unit in case of an emergency like a water landing.

All units are cerrified by the DULV, the certification body for ultralights in Germany.

The price is low because of the current strong dollar. Contact: Southern Skies, (828) 632-6000, www.souchernskies.net.

Wind and Wings: The History ofSoaring

PARAGLIDING

by Phil Bachman, USHGA Executive Director ACCIDENTAL DEATH AND DISABILITY POLICY FOR USHGA MEMBERS By the time you read this we will have an insurance policy in place which will provide USHGA members with insurance coverage against death and disability on a voluntary enrollment basis for incidents which occur while flying any non-motorized ultralight vehicle. This provides a tremendous benefit for you by closing the gap in many insurance plans which have ultralight exclusions.

A single premium payment provides annual coverage. When you subscribe for the coverage you will receive a certificate of insurance and benefits summary directly from the insurance company.

The coverages and premiums are as follows: Principal Sum

$ 10,000 $ 25,000 $ 50,000

Annual Premium $20 $50 $100

Coverage for the first year of this program is available up to $50,000. Our success in achieving higher coverage amounts depends on the amount of participation by our members.

The insurer is Guarantee Trust Life (GTL), an A-rated carrier which is nationally recognized as a medical provider for numerous amateur, intercollegiate and interscholastic organizations.

You can find the enrollment form on the USHGA website at www.ushga.org. In addition, you will receive mailings that will explain the program in derail and provide you with simple enrollment materials.

The USHGA will benefit from chis program by being able to offer members very inexpensive death and disability coverage for their families while they participate

OCTOBER

2000

'By the time you read this

1

we will have an insurance policy in place which will provide USHGA members with insurance coverage against death and disability on a voluntary enrollment basis for incidents which occur while flying any nonmotorized ultralight 11 vehicle.

in ultralight flight. Watch for information on our website, in this magazine and through the mail.

WEB STORE ON LINE As a further enhancement to our website, our store will be open by the time you read this. We have been reviewing all of our merchandise items and installing them during the month of September. All of the quality USHGA publications, videos, apparel and accessories will be there. You will also find a special-edition holiday gift produce for your significant others. Check it out ac www.ushga.org!

SOARING SOCIETY OF AMERICA JOINT VENTURE We are proceeding with the implementation of Phase I of our joint venture efforts with the SSA. This phase basically involves consolidating cenai n functions between the rwo offices. The first step was taken at the beginning of September when we trucked all of the USHGA merchandise to the SSA office in Hobbs, New Mexico. The SSA merchandise staff person will now be handling USHGA order-fulfillment processes. Nothing will change on your end, the receiver of the merchandise. Your orders will still be received and paid for through the USHGA office using website, e-mail, fax or phone orders. The only dif-

Ference is that the items will be shipped from Hobbs, New Mexico. This allows our office the opportunity to eliminate a job function and allows the SSA to convert a part-time job function into a fulltime one.

Natalie Hinsley has been our order-processing person for several years. She has been backstopping our membership processing for some time and is now moving into char function full time. This also eliminates the need for some 500+ square feet of office space.

MOVING THE NATIONAL OFFICE The office staff will be spending the month of October preparing for the BOD meeting on October 20-22 in Colorado Springs and moving the office. During the entire year we have been focusing on improving efficiencies and reducing expenses, and have located office space which will allow us co add to this goal. Our new location is only seven blocks from what has been our home for the past l O years. Our annual savings in rental fees from making this move is right at $18,000. We are reducing our square footage by 60%i and using a permanent storage unit to accomplish this.

NEW DATABASE Finally, the database! This has been a grueling process for us chat started last December and is finally smooching out.

We know that there are many of you who received renewal notices after you had renewed your membership, received cards with incomplete information, received double mailings, etc., etc. Unfortunately, we were not able to catch some of the mistakes chat occurred and for chat we apologize. The completed database has tremendous capability and room for growth in services. The best example of this is the ability to now renew your membership on line through our website. We are still catching occasional glitches and getting them fixed, but we are through the rough pare and looking forward to being able co provide more member services at a quicker pace. Ill

11

Hang Gliding and Paragliding on TV and in the Movies

by USHGA President David Glover ince the movie Skyriders in 1975 there has not been much about our sports on TV and in the movies, but things seem to be changing. During the last two months I was in Greece and Aspen where more than $l 00,000 was spent to film our sports.

ON TELEVISION Coming up there are two separate hourlong shows that will feature hang gliding and paragliding. Red Bull, the European energy drink, just put on a great show in Aspen, and $25,000 in prize money was available in three events: speed gliding, hang gliding aerobatics and paragliding cross-country. The weather sucked for most of the time, but the cameras and sponsors still got what they wanted. Red Bull hired their own production company to the film the event. They sent clips to

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the local and national news organizations.

One local Denver TV station remarked that the sound coming from the speed gliding footage "must be a dubbed-in jet engine going by." It wasn't. An hour-long show called "Core Culture" will show the events on the USA Network, October 14, 2000, at 11 :00 AM, right after the supposedly popular WWF. Check your local listings. Othar Lawrence and Chris Davenport were the organizers. They did a great job along with all the people from the local club and Red Bull.

The Discovery Wings Channel filmed the first World Speed Gliding Championships at Mount Olympus in Greece this August. They were trying to decide which of the air sports they wanted to feature. I got an e-mail and called the lady involved. She was a competitive skydiver and thought that speed gliding would be an interesting event to film.

After a few more e-mails and phone calls, speed gliding was chosen as the show they wanted to put their resources behind. The following week a crew was in Chelan, Washington to film a U.S. team qualifying speed gliding contest. The following month a 10-person film and audio crew showed up to shoot the championships in Greece. During the filming they sent back l l "on-location" short reports. Presently I am working with them on the scripts for three other speed gliding features. The hour-long documentary will air this winter on the Discovery Wings Channel.

Check www.ushga.org for show times.

IN THE MOVIES Skydiving received a big boost when their sport was featured in three back-to-back movies: Point Break, Drop Zone and Terminal Velocity. Another skydiving movie coming out soon is called Cutaway.

The main driving force behind these movies is now interested in a possible remake of the movie Skyriders.

The New Zealand hang gliding and paragliding magazine reports: "Rumors that have been circulating for some time have hardened into fact: A mainstream film is to be made chis year featuring paragliding competitions at the center of a

Point Break-type plot. Names linked to the forthcoming production include those of Hollywood star Keanu Reeves and paraglider pilots Peter Brinkeby, Rob Whittal, Chris Muller, Jocky Sanderson, 'OJ' Lawrence and the legendary John Pendry. Shooting is to begin this summer in California." Given that Point Break gave skydiving and surfing a new, younger and crazier client base almost overnight, Leesider (that's its title) could be the best news to come paragliding's way- ever.

The opportunities for paragliding to thrive on the resultant exposure are immense.

They might need the world's finest pilots to do the flying, but the craggy dudes and glowing babes will be pure Hollywood.

Expect a cult to begin sometime in 2001, identified by the appearance of bleachedblond, DHV-3 crazies mumbling, "It's not stupid to die doing something you love."

Anyone see the movie out last month, The Watcher, with Keanu Reeves? Basic plot: Serial killer sends pictures of victimsto-be to the cops and gives them 24 hours to save them. A third of the way through the movie he takes a picture of a girl in a camera shop and sends it in. The girl is standing in front of a big poster of a great shot taken from a Moyes hang glider in Hawaii (from 8,000 feet). G.W Meadows is the pilot and photographer and it has the very colorful Moyes logo sail with the bird sewn in. The girl is partially blocking the poster when the print is sent to the cops, and about 15 minutes of the plot is spent with them trying to figure out what that stuff is in the background ("looks like some kind of a bird"). Kinda cool.

SOMEBODY FAMOUS So if you know somebody who knows somebody famous let us know. The sports need a celebrity athlete. Heck, just today I found out that a certain popular men's magazine is looking for some extremesports girls to feature for a photo shoot.

"Really, I bought it for the great articles."

Next month: Changes in the Association's operations.

As always don't hold back your thoughts: Call or e-mail me: (706) 6578485, david@davidglover.com. II

PARAGLIDING

by Dixon White

T

his is the fifth article in a series on weather with flying pointers. Contact me or the USHGA for the previous articles which are important for following the thread of these discussions. Remember that practice is the mother of skill, so get out on the hill frequently to refine your ground handling. Remember to kite in the a fo1ward-facing position for best glider integration training. Study the tests you originally took from the USHGA to stay current in your modeling.

Do your own homework on the weather and make your own decisions as to whether to fly; you're the one who gets to either enjoy a flight or suffer through it.

The"[(" index makes an attempt to "rate" the possibility of thunderstorms. An index of 15 is low and 40 is high. We want to avoid flying in conditions in which thunderstorms are likely. If you note that cumulus clouds are starting to billow taller than they are wide, you may expect strong areas of lift and sink that may exceed your ability to manage turbulence.

Growing cumuli can create such strong lift that you may become trapped in a cloud, which is illegal, cold and disorienting, and can lead to hypoxia. Some cumulus clouds can be tens of thousands of feet in height. Even if rain or virga is miles away it can create sudden gust fronts (called "our-flow boundaries" by the NWS). Virga, which is rain that doesn't fall all the way to the ground because of evaporation, can create strong gust fronts because the chilled air falls to the ground and flows outwardly. Keep in mind that a cloud dropping virga or rain as much as l O miles away from your flying site can cause high winds. Virga looks like a veil or can appear wispy.

When studying rhe underside of cumulus clouds or a layer of clouds (stratus) look for lumpiness (called "mammata") in addition to virga. This can indicate the possibility of impending rain. Flying uneventfully shouldn't mean you survived a potentially dangerous situation, it should mean you've learned to anticipate what might happen and then either choose not to fly or to land to avoid flying under duress. You wouldn't knowingly walk across a thin layer of ice, so don't fly in conditions that arc clearly dangerous. Your accident could shut down a flying site.

The weather section of www.paraglide.com has been improved to help you follow a step-by-step process for evaluating weather. You may need to adjust some of the sections to specify your local flying area.

Forn,ard launches may be useful in situa-

OCTOBER

2000

tions in which the air is very still, you are launching from difficult terrain, you have an ankle or knee problem, or if you're at a highaltitude site. The advantage of the forward launch is that you eliminate the rotation to a forward position that the reverse launch requires. Using a forward inflation in even moderately gusty or windy conditions can be tough or dangerous due to a lack of glider control. Ir's very important to carefully preflight your glider so it's completely open with the center pulled further back than the tips, thus loading the cemer of the glider upon initial inflation. If your leading edge stands up ready to grab air, your inflation will be even easier.

Be sure to thoroughly clear all of your lines, and look under the trailing edge for hidden lines that may be snagged. Place each riser set so that they are lying over your arms, palms facing up, without any rwists. Detach the brakes and place them with the A-risers in each hand, and check the routing. Be sure to look over your shoulder and confirm that you arc in the middle of the glider and that you will have an equal pull on the risers. You may initiate the inflation with your arms either back behind you or with your elbows bent and hands in line with your shoulders. With either method it's importam to sense the symmetrical inflation of the glider and to compensate for subtle tilt in the inflation before it becomes too difficult to recover. You can make some correction for an uneven inflation by stepping toward the side that is pulling hardest and lifting the softer side more. As you sense that the glider is arriving overhead you will let go of the A's and add a bit of brake, if needed, to keep the glider from over-flying. You will want to scan the glider to confirm it has no tangles or line-overs.

Solid ground-handling skills directly correlate to competent active piloting. In addition, being able to land accurately demonstrates a solid ability to manage the energy in your glider, and thus more competent active-piloting skills. Active-piloting skills are a prerequisite to flying in dynamic, complex conditions. If you're having launching problems and trouble landing accurately, avoid anything but simple atmospherics. Tty to practice your ground handling in gusty/switchy conditions so you are forced to perfect your sense of the air and reaction timing to the needs of the glider.

Although the video Fly Hard demonstrates some very dangerous flying maneuvers that should be attempted over water and supervised by a professional, there's a great deal to gain from smdying the precision ground-handling techniques. B

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13

FLYING SITES

Thermals in Paradise and My Favorite Spot

by Doug Hoffman !though oxygen will never be required, "high" flights are the orm most days at Nanakuli, and a ride to cloudbase is usually one thermal away. Cloudbase hangs out around 4,400 feet on good days and B-lines may be necessary to stay out of the white room.

Nanakuli is usually flyable any day Makapuu is, or when the trades are replaced by southerly Kona winds.

When pulling up to the base of the Haleakala ridge you park in front of Wayne's house and are usually greeted by Wayne, a large local who embodies all that the Aloha Spirit has come to mean.

He is always happy to see visiting or local pilots alike, and keeps a close eye on the cars. If you have a spare radio and don't mind leaving your keys, he will come and get you if you bomb out or go cross-country. A cool Bud is all the thanks he needs.

As you talk with Wayne and look up the hill, feeling the cycles coming through the LZ, take a good look at the clouds and make sure they are not going out to sea. If they are, it may be a better day to try somewhere else. Nanakuli is not a lee-side site most flyable days, but sometimes the thermals can be strong enough to hold off the trades, so use extreme caution on these days. If you chose to fly and the trades come crashing through it is going to be ugly.

The hike to the low launch is a 20minute, short, 500-foot climb, but if the cycles are not too strong or if they arc straight in from the ocean, 90 degrees crossed, you are going to pay. They say hiking is the penance for flying, and the hike to the upper launch is about twice the distance but never seems to go quite as quickly as the first half. Because Nanakuli

14

Nanakuli (pronounced nah-nah-coo-lee), I-!awaii lies on Oahu's west shore and provides Oahu pilots with a hard-hitting option to the sealevel glass that is typical Oahu. Away ftom the green, windward, rainy side ofthe island and smooth trade-wind conditions ofsites like Makapuu and Lanikai, Nanakuli is an arid thermal site that leaves a lasting impression on local and visiting pilots alike. is only flyable on light to no-wind days and is in a virtual desert, the heat is intense, so be sure you have a hat, some sweat-proof sunscreen and a full camelback.

The upper launch sits at about 1,000 feet, and like the lower launch allows launching from either side of the spine depending on what is happening with the wind in the valley. Some think that if the low launch is no good it's not flyable, but I've found that if the low launch does not look like a sure thing and you don't have a wind dummy to toss off. it's worth hiking the extra 30 minutes to the upper launch.

I made the mistake of launching from the low launch at the same time as others who had hiked up to the top launch, only to sink out on the far side of the hill which requires a pick-up or a hike back up. I hiked up to the upper launch and vowed to never fly from the low launch again unless it was a guarantee.

Both the upper and lower launches are flyable from both sides, and are little more than slight clearings of sticks and twigs.

Expect to have to do some minor clearing when you arrive. Due to the infrequency of "growable" weather and quick-growing

halekoa, there always seems to be something new on launch. The soil is arid and usually just a firm pull is required to uproot the new plants, but some of us do carry a folding saw to make quick work of the bigger ones. The low launch is flat and can be used when there is enough activity to create a bit of a wind or the southerlies are blowing. From here, ridge soaring is required until you are high enough for the thermals to have organized. As you gain altitude stay above the ridge and work up the spine as you go.

Once about 1,000 feet is reached the thermals are usually organized enough to do complete turns, but you are still far below the peak so keep good ground clearance when turning into the hill. If this launch is doable never give up. I once saw Mark Hill scrape up from about 50 feet! If you arrive at the lower launch and find the conditions not to your liking, keep going. You will find that even if there is almost no wind at the low launch the strength will keep building as you hike and the direction will improve. I've had good flights when others turned back because they thought it was too light.

The upper launch is above a small but PARAGLIDING

Yokohama Beach with Makua Valley. LZ center next to bath house and showers.

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Looking southwest with Makua Valky kft of center. Makaha Valley is around the point.

Looking south .fom 4, 000 feet over Waianae Valley toward l.aunch. The launch is on the pryramid left ofcenta

16

PARAGLIDING

Kaena looking southeast with Makua Valley in the background Also, Kaala is the flat one back center. Highest point in Oahu, 4,046feet. visible "LA'' painted on the rock, and is steep with loose rock, so watch your footing. The cycles will be stronger and more organized here, and again, it is launchable from either side, often opposite from the way you thought at the lower launch.

Another reason to hike: Once in the air, if you are not gaining right off launch, fly out over the spine you hiked up or down the north side if conditions allow ir. There is black rock everywhere and it is easy to imagine where the lift is coming from.

There is one gully on the north side you will want to stay away from until you have a bit of altitude. The thermals that get you up and out on north days seem to move out of this gully and pop off the peak. On days when the south side is working be cautious about going back on the south side of the spine when you are low; there is usually massive sink around the first corner. Stumble into it and you may be landing soon. The lift usually seems better over the spine. Stay here until high enough to work back over launch. Like the north side, there are several gullies on the south side, and you will want to avoid them until you have some clearance. They are much closer to the front of the hill than on the north side, so OCTOBER

2000

you will usually have to work harder to get up on the south than on the north.

The days the north side is working seem to be less rowdy than the days the south side is, and it is easier to fly due to the layout of the spine. Some good indicators of the local wind direction are flags at a local McDonalds on the north side or smoke. (There always seems to be someone burning trash.) The thermals are usually small with strong cores that seem to meander, so you will have to be on your toes if you want to stay in them. Cores are usually in the 1,000-fpm range and, depending on the conditions, they will take you to cloudbase or on a wild buckin' bronco ride. The name of the game is wing control; if you don't have it you will spend your time reopening your wmg.

The thermals usually start around 10:00 J\M and you can fly all day on most days. Being one with a job I often arrive late, getting to launch at 3:30 PM or later, but have had great flights and have even watched the orange sun sink slowly into the pacific on several occasions. The thermals are so dense that beginners often have great flights just working the ridge like it was an ocean site. They never get

high but they stay up, and that's the first battle when learning to fly thermals.

So, once you get up what do you do on an island that is only 45 miles long and less than 25 miles wide? Point and shoot! Cross-country flying from this site had been tried prior to this past winter but without any stunning successes.

However, this past season several flights were made that are worth noting. The first was a 16-miler to Kaena Point by Mark Hill, Duane Ulisnik and myself.

The second was a 20-mile solo made by the author to the Pali on an afternoon that looked way too overdeveloped to go that far. Most of the flying community has been flying for less than five years, and I feel we have yet to exploit the full potential of this rare gem. Nanakuli is flyable only when the wind is light, which is usually during the winter months and usually for a day or two at a time.

You may have noticed that l have included no directions. Please contact the locals before you fly. There is always someone to fly with and Gravity Sports will provide site-guiding if that is what you need, or you can call me. My number is in the book. II

17

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Competitio Diary Andrew Smith Wins Portugal on aSerial Glider Kari Eisenhut Caps aBrilliant Career by josh Cohn ortugal wasn't as much of a scratch-fest as Brazil, but there was only one task in which a significant number of pilots made goal. Luckily, instead of raining on the non-flying days, the wind blew. On those days, a good number of the pilots went down to the large reservoir to try their hand at kitesurfing.

Kari Eisenhut was leading the kitesurf part of the meet, with Matt Taggart in second. Carolyn Landsdell remarked that, judging by the kitesurf boards strapped to the racks of cars, it looked more like a meeting of professional kitesurfers than professional paraglider pilots. The best restaurant and bar in Montalegre is 0 Castelo, whose owner, John, worked in Boston for 11 years, picking up a really good accent. The friendly flying conditions, good kitesurfing and inexpensive cost of living will likely make Montalegre a destination area.

7 I l 3/00 - The first task of the Iberic Cup. As I hit a small, tight core right over launch, it reminded me of hooking dust devils over Chelan Butte in Washington state. I Ialf the thermals were light and smooth and the other half ratty. I was in a small gaggle with Raoul and Felix Rodriguez, Spanish aero pilots. They both do a maneuver they call SAT that is a cross between a negative and a spiral, but looks really wild as the center of rotation is between the pilot and glider. So, when Raoul fell half out of the thermal and stalled the outside wing, I half expected him to go

___ ___________

______ ___ ,

right into some rad maneuver, but instead he just turned back into the core.

Since I had the good sense to sink out, it left lots of time for kitesurfing. Being my third time on a board, I eventually ended up on the downwind side of the lake, and luckily had arranged a car shuttle with Volker. Volker tried my board but got fed up with it and body-dragged at high speed across the lake, skipping out of the water at times.

7/14/00 - Blown out, good kitesurfing, but landed in a remote spot and walked for an hour before Frank Brown nicely picked me up.

7/15/00 - Blown out, good kitesurfing, made it back to where I started! Saw Kari Eisenhut ripping it up on the lake.

7/16/00 - First task of the Granada PWC. Dumb control point back in the venturi on top of the ridge, impossible turnpoint in the middle of the dam, but it got me 950 points, so not too bad.

7I l 7/00 -- Second task. It was a hectic launch on the west side, bur nice thermals once you got off the crowded ridge. It was easy to the first turnpoint along a cloud street, then an into-wind leg to goal. I figured I'd chance it and fly straight to goal. It was lifty over the valley and for a long time I had goal on a 9: 1 glide, but with a strong cross/headwind, that's not good enough. So I stopped and thermaled a few times and then had it on a 5: 1 glide on the far side of town from goal. It was looking good until I got into the stronger wind down low. It was especially suspenseful as I couldn't see anyone ahead of me. The contrast between winning a task and bombing out really sharpens your concentration; it was back and forth several times between "oh yeah!" and "uh oh!"

But in the end I landed 300 meters short. It turned out that there was one guy into goal 10 minutes before me, but the other two at goal were 5-10 minutes behind me, so I ended up fifth with 953 points that day, as Patrick Berod had landed just l 00 meters short. There was a protest by Martin Wany, Hans Bollinger, Peter Von Kand and Martin Brun that a cu-nim forced them to land.

They said that they were 20 minutes in the lead and big-eared down to avoid flying toward the big cloud, but they landed just after the turnpoint and I was above them when they were big-earing. It looked like they just sunk out on a small ridge and tried to make the best of it by abusing the rules. Anyway, the organizers didn't buy it.

7118/00 - Task 3. Just after the briefing the wind switched with the approaching marine air and again we hiked over to the west launch. Again it was hectic but then pretty nice once you got up. Lifty conditions with clouds popping made for a fast first leg, until a headwind was encountered at the turnpoint. But once we got the turn point, it made for a speedy return to the north for the next turnpoint. I didn't get that great a start, and waited to launch as I couldn't see anyone getting up, but they were getting up and out of sight around the corner. I finally found myself thermaling up as a last-ditch effort over a windy pass. Down low there was a headwind over the pass, but higher up the wind was parallel to the ridge, neither very helpful for getting to goal. So, after gliding back to the pass lower than before taking the thermal, I went gliding down the pass. Picking a place to land I

,

18

PARAGLIDING

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Author josh Cohn launching at Garmisch at the Europeans. Photo

by Martin Scheel, Swiss Team leader.

thought of Peter Brinkeby who had sprained his ankle the day before on a stone wall, noting that there are a lot of old ones around, half hidden by vegetation. But my landing was fine and it was only a short but hot walk to the local bar. The locals were partying down inside to disco, playing darts and drinking beer at 5:00 PM. A retrieval van stopped by 45 minutes prior and told me that a bus would come for me in 10 minutes. Precious kitesurfing time was slipping away!

7119/00 -Task 4. I experienced a little drama after laying out in front, then finding the wind light and having to take two attempts to launch. Then, most of the way to base (thinking the glider was not turning well), I realized that there was a line tangle between the tip brake and stabi lines, creating a bad turn at speed. So, a bit of rushed B-lining and spiraling brought me down to a top-landing and quick relaunch just before the window closed and less than IO minutes before the start tarp opened.

Luckily, the lift was good and base not that high, so I was at base

over the start, in good position. It was racy for the first 10 kilometers, under clouds, then we headed out for a long, smooth glide of five kilometers to the turnpoint.

It was memorable gliding wingtip to wingtip with Hans Bollinger and Jimmy Pacher (PWC ranks one and three from last season) on their new Gin prototypes in the lead. Matt was right there too. Unfortunately, the next thing to happen was that we flew into a big blue hole that got 100 of us. We converged on the small village from all directions and the bar owner's eyes lit up.

It wasn't a very racy PWC, but 15th is my best result in one and I was very happy with it. Meanwhile, the winner was Andrew Smith on his serial Bagheera, a first. If this had happened a year ago it might have helped the serial class, but as it is, serial is already nearly gone from the PWC. The consensus seems to be that for PWC pilots, the current crop of comp gliders are fine to fly. Some give the serial concept some credit for raising awareness about safety and encouraging designers not to push for performance too hard. I guess the devil's advocate would note that this has resulted in comp gliders that are remarkably similar in performance and specs.

But I think the majority of U.S. competition pilots will probably do better on a serial glider, as the confidence inspired should more than make up for the slight performance sacrifice.

7/20/00 -Another blown-out day. The SAT team put on a good show, with Raoul and Felix Rodriguez and Daniel Crespo Valdez doing loops, wingovers and the SAT maneuver, which involves pilot and glider turning around an axis between them, in a controlled spin/spiral combo.

Greg Blondeau also put on a show, launching with a fleece caught in his lines, finally shaking it loose, then spiraling and nearly catching it. Went to the lake with the crew and ki tesurfed.

7 /21 /00 - The day was canceled in town at 1:00 I'M, starting an epic kitesurf day. Memorable moments: Watching my kites get pounded into the ground and water by newbies, seeing Cherie arrive after body-dragging two kilometers across the lake without a harness, dead tired. I attempted many jibes, almost getting a couple. Almost did a jump as well.

7122/00 - Last day, post-frontal looking. I went to the castle with the family and had to block a car of presumably Portuguese tourists from leaving with Alicia's glasses. The task was canceled and a lot of pilots left town.

7/23/00 - Drove to Lisbon, with a stop at the Mateus Gardens.

7/24/00 - Visited the old Moorish castle, the National Palace, and the Pena Palace while staying in the Seteais Palace in Sintra.

7 /25/00 - Drove out to the Airport at 6:00 AM, dropped off the car successfully, but with no idea what the extra charge would be. I got reamed on excess baggage on Air Portugal and arrived in the late afternoon to a warm welcome from Lizzy and Mark in Garmisch.

7 /26100 - It had been raining but there was blue sky visible to the west. I went to the Munich aerospace museum with

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OCTOBER

2000

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Godfrey Wennes and friends, where we found a video with John Pendry briefly test-flying a reconstructed Lilienthal glider and Rob Whittal looking very young in 1990.

7 /27 /00 - I went flying from the Wank, got a line tangle, landed at the Osterfelder LZ, launched from Osterfelder, Aew to \X'ank, to Krammer, back to Hausberg, and got a ride home with the Brit team.

7/28/00 - Registered. More rain.

7/29/00 -The opening ceremonies at the European Championships. Mark was the official translator for the mayor's speech. Luckily, he was paraphrasing a lot and managed to work underwater basket weaving into it somehow. The meet director had promised that the event wouldn't be boring and I understood why when seven guys with whips stood on chairs and cracked them in complicated rhythms over the heads of the audience.

Then there were the two guys playing the broom, spoons, saw, miniature accordion, and an encore with one standing on his accordion while playing it. The closing featured pretty good beatbox on the mic by the Belgian team (Phillipe).

7/30/00 - Matt, Mark and I went to a music camp for kids run by friends of Mark's and played ultimate frisbee with chem.

The rain stopped for just long enough to make it work.

7 /31/00 -~- Task l. I was in the large lead gaggle when it split into two parts. Uli Weismeier led a small gaggle to the west over

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

some country that looked remote from where I was. The rest of us blundered around the corner to the southwest onto the lee side of a 1,000-meter-high, 10- kilometer ridge leading to the turnpoint. I was nervous enough taking chis route, being the second to glide into the lee, without having the guy below and slightly ahead of me go into the trees, with a reserve popping out just at the last possible moment. So, after a few ratty lee-side thermals, finally finding one out in front and more comfortably away from the trees, I was on top of the ridge and cruising. Then all hell broke loose.

A very large deflation rocked the canopy back. Being high, I wasn't too concerned, and let it turn. But it turned so quickly that the risers twisted, so I lost some height pulling them apart and getting untwisted, while spiraling down at a moderate rate.

Still in a spiral, and getting lower, I applied some brake to get out, but the rip may have been stuck and chat spun the glider.

Getting down below 75 meters I gave one last try to recover the spin, but it didn't come out right away so I chucked my laundry - threw my reserve parachute, chat is.

The deployment was quick and the ride down brief but frightening, coming down on a steep scree slope in the lee of the mountain. In my pod harness I must have looked like a torpedo on a parachute. One good thing with the harness is that you are forced to do a correct parachute landing fall, legs together. Plus,

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the back protection is very good. I unzipped from the harness with only a slightly stiff neck.

Pretty soon pilots were flying by on course asking if I was okay. Some hikers had seen the whole thing and handed me my deployment bag, a bonus. They also pointed out a goat trail, leading improbably steeply halfway down the 1,000-meter mountain to a road. There was a helicopter buzzing around, having plucked the other pilot out of the trees, and there was a temptation to exaggerate my stiff neck into an injury ro ger a ride down.

Several blisters and a 500-meter descent later, I came to the Tuftlalm hut where I had a nice gulashsuppe mit brot and a Red Bull. Attempts to hitch a ride with the two cars there were fruitless, so I walked on. Finally, I got really sick of walking down the steep road on broken blisters and called Matt who came and found me.

Uli Weismeier won the day, having chosen the right line early on, based on a local's knowledge augmented by lots oflong training flights earlier in the season. It was an impressive comeback, after having been at the forefront of the sport at the beginning, then dropping out of comps for the last several years. He didn't qualify for the German team, so he's flying for Holland at this meet since he has friends there.

8/1/00 ~ Stability and strong valley winds meant that the wind dummies weren't getting up, so the launch window was

Join Parasoft Paragliding School some fun winter flying in the r rt towns of Valle de Bravo and lg alla, Mexico as we begin our 8th big y,ear of offering advanced instruction and flying guide services in this tropical paradise.

pushed back. Then the wind started coming over the back at a 4 5-degree angle. le was possible to launch in thermal cycles, but it wasn't pretty, with a lot of close brushes with bushes and trees.

I almost didn't launch, but the air once you were off launch was okay, but not the ideal "back on the horse" sort of conditions.

One gaggle tried to go the same way as yesterday, but all landed, skunked by the strong valley winds. I was late due to equivocation over the marginal launch conditions, and joined some others at Kreutzeck, soaring valley wind and thermals up and across the ski area. Then a big gaggle of us crossed over to the flank of the Zugspitze. The first large face we came to quite high and kept on going even though it was soarable lower down and a safe spot to wait for something good. The next spine facing the valley wind was smaller and got ugly with a gaggle of 25 descending on it. I finally got sick of it and headed out for the valley with Oliver Thurmann for a last-ditch effort. We found a couple of bubbles barely worth turning in, and tricky landing spots. The one Oliver came into was tiny and he ended up having to stop the tourist traffic as he landed on the road. My field was bigger, but a good thermal producer and sloping down-valley, so it took some maneuvering to get in.

Incredibly, none of the tourists were picking up hitching pilots, so I was lucky to get a ride from the Brit team driver-forrhe-day, Donna. Oliver and l spent the rest of the day hanging out in the goal field and eventually watching 15 pilots make goal after six hours in the air, 97 kilometers, and probably one of the more difficult tasks flown in a meet. Kawachi Masacaka won, with Kari Eisenhut close behind. Steve Cox made up for coming in later by hitting the one-meter spot -- impressive after such a task 8/2/00 -- The day was canned due to expected thunderstorms and strong winds associated with a fast-moving cold front, so a bunch of us headed out to Starnbergersee for some kitesurfing. The Swiss had arrived an hour before us and had an epic session is 50-60 kph winds, but then the wind slacked off and stayed that way for most of the day. But there were a few periods when the wind picked up enough to get powered up and go upwind.

8/3/00 -- The missing day. Where did it go?

8/4/00 -- I drove around with Matt and visited the Perche office in middle-of-nowheresville, Bavaria. The owner, Stefan, is a very headstrong type. He told us that there is no reason to reverse launch, ever, and offered other choice opinions.

8/5/00 - A bunch of us drove four hours south to Lago di Garda in Italy co go kicesurfing.

8/6/00 The next day there was no wind so we climbed and played frisbee in the sun. Lago di Carda sits in what looks like a block-faulted glacier-carved limestone valley. On the west side the mountains rise so steeply from the lake that the road is in a tunnel in the mountainside. The east side is also quite steep so the lake forms a dramatic venturi at its north end, drawing windsurfers and now kitesurfers from all around. It is also used for paraglider testing, as it is possible to fly out very high over the lake. However, it is not an ideal place for beginners. The landing options for all three craft are fairly limited. The paraglid----------

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er landing is a cement pier IO meters wide and 50 meters long. The kite landing spot is just on the south end of the paraglider landing, a beach barely long enough to bring the kite in. Add to the equation that the wind is sometimes cross-offshore from the northeast and you have a tricky spot.

We had another nice dinner at Piccolo Dallas, followed by a double round of espressos for the 2.5-hour drive back.

8/7/00 - Back in Garmisch and the weather report was grim. There was talk of moving the meet to Feltre in the Dolomites for a day.

8/8/00 - Surprisingly, the weather turned out okay, though somewhat shaded. A short (SO-kilometer) but interesting task was called. A big gaggle got the start, crossed the valley and began ridge soaring on the Krammer. I was a little behind and decided to go for the ridge to the north of it, with sun on it. Kaspar Henny had gone that way a little ahead of me, but went to the low end of the ridge first. I went to the most likely looking spot directly and came in above him as he started circling.

It was nice having company as the light lee-side stuff close to the trees was tricky.

It reminded me of climbing out from Walshes in the lee. \l(lhen we had gotten established in the climb, most of the group on the Krammer glided in below us. Topping out at cloudbase, I found myself in the lead. Instead of following the shady ridge I went for a sunny spot in the valley. The others followed the ridge, got nothing and came in below me again after I got a climb.

Staying with the climb, I rounded the next turnpoint slightly behind but much higher than the others. I glided over a slowly climbing gaggle at the Krammer's house thermal and around the corner.

There was nothing there and I lost the lead. It was a long glide in to goal from near base, around a low turnpoint. From the turnpoint my Ball GC showed a 14: 1 glide. I never turned after that, but did slow down in the dependable lift on the front of the Hausberg, where the valley wind hits it straight on. I came in eighth, a couple of places ahead of Kari Eisenhut, the first time I can remember that happenmg.

8/9/00 - Free-flying down through a

OCTOBER

2000

light rain. I could see a nice full rainbow looking back.

8/10/00 - Task 4. Windy and later shady. Came in 40th.

8/l 1/00 - Task 5. A nice, long 88kilometer task in epic conditions. I lost the lead gaggle when I stopped with Matt to turn in a three mis up, not knowing that there would be the best thermals ever ahead. My vario made a noise I'd never heard before in an eight up soon after.

Came in 26th.

8/12/00 - Task 6. The task was to the famous Neushwanstein Castle and back. I took a different line and it didn't work out, but it was an interesting gamble that you can afford to take when you're in a meet for practice. Came in 50th or so.

8/13/00 - Prize giving: Kari Eisenhut 1st 2nd Steve Cox Achim Joos 3rd Louise Crandal I st woman I ended up 50th, not so bad after chucking on day one, and it was really good practice. I was feeling much more dialed in on the glider after the pretty fullon conditions here. After this I headed out to watch a kitesurf meet in Switzerland and drove to Scuol, about 60 kilometers before Silvaplana.

8/14 - This morning we went for a flight, and I suggested flying to Silvaplana.

Kari was reluctant at first, but when the perfect cumuli started popping, he got more excited about the idea. We climbed out together slowly at 11 :00 AM and flew from cloud to cloud dotting the spines, up the valley. It was fun and laid back after flying in big gaggles, but we were still flying quite fast. It would have been a good day for a record flight in the Alps.

In sight of the St. Moritz airport we top-landed and took a break, deciding to land well short of the airport in Zuoz. loo bad, as flying to Silvaplana, another 20 kilometers, would have been easy.

A huge thanks goes to Windtech Paragliders, Dixon's AirPlay, Starkhealth.com and Serengeti Eyewear for making this trip to Europe possible.

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23

Paragliding Physics © 2000 by Stuart Caruk, all rights reserved

T

o a powered aircraft pilot, a forced landing is one in which the engine fails and the pilot is forced to choose a landing spot within the glide range of his aircraft. Paraglider pilots start with an advantage. They know they will have to land unpowered from the moment they decide to commit to flight, and they spend their entire flight (or they should) contemplating their landing options.

Don't misinterpret this to mean that we should always be setting up a landing approach, otherwise you would never get to enjoy the silent beauty of unpowered flight. It simply means that on every flight you should always have a place in mind that you can safely glide to. This should also include any maneuvering required to get to a suitable landing zone with plenty of altitude to set up a sane approach. As you get higher you have more options to choose from, but you should still have an LZ in mind. When you decide to fly cross-country you should have an LZ in sight, and then as you get a bit further you should have the option of flying to a field behind you, and perhaps another one ahead, or to the side. Eventually you give up fields behind you and the field ahead becomes your new LZ. In essence, you fly along from field to field in the general direction of where you want to go.

While you're looking at fields, spend a bit of time assessing the winds at ground level. Are they increasing in strength, or shifting to blow from a different direction? Look aloft at the sky for signs of development or an indication that the winds aloft may be increasing or the sky may be overdeveloping. Paying attention to your surroundings helps reduce the chances of being suddenly "caught" by the elements.

Some pilots just can't seem to be both-

24

I have spent many thousands ofhours in powered and unpowered

fixed-wing aircraft, demonstrating, practicing and teaching forced landings in all types ofaircraft. One ofthe great benefits has been a realization of what works and what typically doesn't. ered with the effort of picking LZ's as they fly along, and wait until they get very low and are forced to land before choosing a landing spot. Often this means making the best of a bad situation and dramatically increases the risk of an injury after a poorly planned approach.

Other pilots seem to blissfully fly in close along a tree-covered ridge line, and when they hit sink unexpectedly or the lift they were counting on fails to appear, they end up practicing their tree-landing and glider-extraction skills. We can all increase the safety level in our sport by being continuously aware of our surroundings and having a safe place to go if the lift shuts down or conditions dictate getting on the ground in a hurry. [f you happen to notice something that other pilots may be overlooking, feel free to chime in on the radio and point it out to them. An ounce of prevention prevents a LifeFlight evacuation.

There are many techniques that different pilots use to work their way into a landing zone, but one technique in particular works well in almost all cases, for pilots of any skill level, in any kind of aircraft. With the lower approach speeds and tighter turning radius of a paraglider over any other kind of aircraft, landing on a specific point, every time, is actually quite easy. This article is more about technique than the previous physics articles, but it allows you to use the theoretical knowledge you have gained and put it to a practical use.

Before I open the floodgates of replies let me state that I have seen many, many different approach techniques used in the past and, frankly, how you make your approach is less important than the fact that you can consistently put yourself in a position to make an easy landing. It is possible to make a spectacularly unstable approach and still pull off a good landing, but generally, making a wellplanned, stabilized approach leads to consistently good landings. There is no special trick to landing gently most every time. Occasionally, however, even the best-planned approaches end up with an unforeseeable wind shear, gust, or sudden appearance of an obstacle at the last minute which may cause a firmer-thanplanned arrival. When this happens, don't judge yourself too harshly. If, however, it becomes a normal occurrence, perhaps this article will give you the skills you need to improve your planning. Of course, as a safe pilot you should also have been standing up in your harness for the last 50 feet or so, a technique designed to help you reduce the chance of getting injured when these things don't work out quite the way you anticipated.

All aircraft need to land into the wind as much as practical to reduce their forward speed at touchdown. Because of the low speeds at which we fly our paragliders, wind has a greater effect on us than any other aircraft type, and not being aware of the wind or misjudging it can put us at a serious disadvantage. We need PARAGLIDING

co be constantly aware of what the wind is doing in the area we are flying, where we plan to land, and even within an area several miles around our present position.

Some of the best indicators are smoke, blowing dust, flags, windsocks and streamers, but we should be aware of some of the things that are perhaps less obvious but can help us as well. Leafy trees are ideal, since they have a shiny underside. When the wind blows on the tree it flips the leaves over and you can easily see this shiny side on the windward side of a tree, even from very high up.

Bodies of water have a band of calm on the windward side where the water is protected from the wind. The size of this band and the size of waves or presence of wind streaks helps to judge the wind speed. Water birds generally feed facing into the wind, and they take off and land into the wind, even when it is light. Boats anchored in lakes will swing to point into the wind (but a boat anchored in a river can also swing to point into the current so be careful with this aid). Animals standing in a field generally stand facing into the wind. (Think about it, if you didn't wash your rear end would you want it upwind all the time? However, cows and horses do not always face into the wind.)

If nothing is available on the ground as an aid, you can always fly a small, square-sided box pattern. If there is any appreciable wind, the drift on the crosswind legs will be apparent, and your changing speed across the ground will help you sort out where the wind is coming from. I always like to look at the ground and locate my shadow when I'm flying. It helps me avoid collisions with other aircraft or paragliders since I'll typically spot their shadow moving toward mine before I see the other craft. While you're watching your shadow, watch the way the shadows of the clouds track across the ground. It will give you another useful clue as to the wind's direction and strength. Just be aware that clouds at different heights also move at different speeds, because if you're paying attention you should notice this as well.

Some other aids that should be used when available are automated weather or surface advisory systems, or windtalkers, and GPS units. Some of the newer GPS units will actually compute the wind OCTOBER

2000

0

r

Top Speed

Figure 1. Polar curve showing speeds to fly for best range. speed and then compute the wind direction from your heading and track across the ground. One thing to bear in mind is that while a GPS shows your ground speed, pilots seem to assume it is always a positive value. Just because your GPS shows a speed of eight mph does not mean you are flying forward at eight miles per hour. You could just as easily be flying backwards, so paying attention to the course arrow to see where you are making the speed across the ground is vital as well. If you happen to be standing in the LZ when a pilot is coming in to land, and there arc no really good wind indicators, be a sport and kick up a cloud of dust to aid your fellow pilots in judging the wind. Hopefully they will do the same for you in turn.

It is important to keep an eye on the winds in the entire area where you are flying. You may be ridge soaring or thermaling at an alpine site and planning a landing in the valley. If you're not observant it is possible for valley winds to kick in, and have the winds howling through the LZ while they are fairly calm where you are flying aloft. Early detection is key in this instance, because the higher you are the more options you have available.

If you don't realize the change until you get low on your approach you will have exhausted several possible options.

Likewise, if you are looking outside the general scope of your flying area you might notice towering cumulus-type clouds in the distance and recognize the

potential for them to produce a gust front that can travel to your area. It is really pretty rare for winds to just "kick up all of a sudden," yet I often hear pilots talk about this mysterious phenomenon in which the winds just suddenly picked up. There is nothing mysterious about it; they just were not paying attention to all the signs that were present.

Airspeed, altitude, and a place to go arc a paraglider pilot's best friends, but pilots can eliminate some potential landing spots by just flying around blindly at trim speed hoping to hit an LZ. There are a few speeds to fly that can improve your available range of landing options, particularly if it becomes windy. Hoping for the best is never a good idea, and as pilots we should be able to maximize the ground we can cover from any particular altitude. This gives us more options from which to choose.

In order to achieve maximum performance from any aircraft there are a few speeds that are essential to know. An obvious one would be the stall speed, which is obviously the minimum speed at which your wing will fly before assuming a greatly increased glide angle. Most fixed-wing aircraft have some type of device to warn the pilot of an impending stall. They give the pilot audible and visual warnings, and in some cases even shake the yoke in the pilot's hand and then jerk the yoke forward if the pilot fails to reduce the angle of attack. As paraglider pilots the only warning we

25

-----------·--·-··--------~

Figure 2a. Will you make it?

Figure 2b. lfyou can see more details appearing beyond the obstruction you should make it.

Figure 2b. Ifdetails are disappearing beyond the obstruction, you need an alternate plan. have is a feel for the pressure in our wings, and the knowledge of the approximate brake position where we a stall will occur. We have found this from experience on many of our flights during the landing flare, or perhaps in flight during a maneuvers clinic. There is really very little to be gained by attempting to fly at a speed slower than minimum sink, or flying around deep in the brakes.

Looking at the polar curve shows us that all we do is actually increase the sink rate

26

of our glider, and expose ourselves to the risks of an inadvertent stall.

Two other important speeds to be aware of are the speeds to fly for best endurance (being able to stay aloft the greatest time for a given amount of altitude), and best range (being able to cover the greatest distance for a given amount of altitude). Most fixed-wing pilots go through a demonstration of how to find these speeds, and they have a practical application for us as paraglider pilots as

well. Best endurance is the speed at which you would fly to maximize your airtime in zero lift. As paraglider pilots we are probably more familiar with the term minimum sink, and the speeds are the same. Looking at the polar curves from the July and August 2000 issues of Paragliding we found that minimum sink occurs at the point on the polar curve where we experience the minimum drag in flight. One use of flying at minimum sink is to stay airborne the greatest PARAGLIDING

amount of time for a given amount of height, assuming we aren't in any great hurry to go anywhere. If there is no lift, but a strong wind, we can increase the distance we can cover across the ground by heading with the wind and flying at this speed. This maximizes our airtime spent traveling with the wind and allows us to cover the greatest distance across the ground. If we need to travel into the wind, slowing down to this speed will cost us in the distance we can travel into the wind, since we expose ourselves to the headwind for a longer period of time. To make headway into the wind we need to fly at a speed that gives us the best penetration without adversely increasing our sink rate.

Best range occurs at the point on the polar that is tangent to the origin. If we have a copy of our wing's polar we can find the speed by referring to the graph.

If you look at Figure 1, which is a polar curve for a typical paraglider, you can find the speed to fly for best range on a no-wind day by drawing a line from the origin of the graph to a point that is tangent to the polar curve (see point A on the curve in Figure 1) then moving up vertically to find the speed at which we would want to fly. If you were trying to fly the greatest distance into a 10-mph wind you would draw a line from the 10-mph mark on the speed scale that is tangent with the polar curve to find the optimum speed to fly, and the corresponding sink rate (see point B on the curve). Notice at point Chow fast you would need to fly as the headwind increases. If the headwind you are flying in approaches the maximum speed of your glider, obviously you need to go as fast as possible and will still barely penetrate into the wind. Of course, this also means you likely exercised poor judgment in launching in the first place, or you failed to watch and notice the conditions changing as your were blissfully soaring along. Hopefully the winds will cooperate and reduce their velocity as you sink lower and they are slowed by surface friction, allowing you a few more options when it comes to landing areas.

Sometimes you just have to suck it up and go on the speed bar to make any progress at all. Using the speed bar to make headway in a wind is fine as long as you are high enough. Once you get closer OCTOBER

2000

to the ground you need to consider if the increased risk of a leading edge tuck is worth the risk of the slightly increased speed.

If you were flying with a tailwind you would draw a line from the left of the scale origin that would correspond to the tailwind you were flying in, except that you would never want to fly slower than your minimum sink speed for optimum results (this would increase your sink rate with no further gains in performance).

If you don't happen to have a copy of your wing's polar curve and you want to find the approximate speed and brake position to fly for best range, you can determine it in flight with a simple experiment using your variometer and a speed probe. On a smooth, sledder-type of day, and with sufficient altitude, establish your paraglider in a descent at minimum sink. (Refer to the August 2000 issue of Paragliding magazine if you don't remember how to find it.) Note the sink rate that you experience. What you are going to do next is increase your speed in constant steps and note the corresponding increase in sink rate. As you increase your speed the sink rate will gradually increase in incremental steps, until the point at which it will start to increase exponentially. Slowing down a little bit will place you at the speed for best range in still air.

As a practical matter, few of us ever fly around at exactly minimum sink or best glide. Understanding what we need to do to increase our performance is a great place to start. Now that you know how to

go the greatest distance across the ground in any wind you should be able to expand the possible choices of where you can actually go, which, of course, gives you more options. Knowing whether or not you can actually glide to a spot or clear an obstacle is the next problem that presents itself (if you are trying to figure out whether you can clear an obstacle in the distance, a ridge for example). Look beyond it for clues that help you out. If you see more objects appearing behind the ridge, you should clear it. If objects are disappearing, you are not going to make it. If the view beyond the ridge never changes, and it remains stationary in your view, you should hit it. Of course, you need to use common sense and decide if there are other potential problems to avoid from rotors, venturi effects, or simple mechanical turbulence as well.

If you are trying to decide if you will clear an object on a landing approach a set of 400,000-volt, high-tension power lines for example - the same principle works and is graphically illustrated in Figures 2a-2c. One thing to keep in mind is that altitude is your friend. Good pilots are constantly assessing the conditions they are operating in as well as their available options. If you can decide early on that you may not clear an obstacle on your approach, it gives you time to choose an alternate plan. Hoping for the best means either hitting the obstacle you were "hoping" to clear, or forcing yourself into radical maneuvering at low altitude in an attempt to avoid it. (Hint: In case you find yourself in the position shown in Fig 2c, diving under the power lines is a bad idea. Pulling ears to land before, or turning and landing crosswind is preferable to the risk of contacting an energized electrical wire.)

Now let's keep things simple and assume you have lots of height and an abundant selection of possible landing zones, and you want to develop a technique that will get you in a position to land expertly every time. First, forget about trying to emulate the either really gifted (or crazy, you decide) pilots who can death-spiral down to a spot landing.

Most of us can't pull it off. Likewise, forget about trying to copy the style of those pilots who can crank and bank it all the way to the ground, terminating in an impressive spiral dive that stores energy as

27

WIND DIRECTION

CHOOSE YOUR KEYPOINT& HEAD DIRECTLY FOR IT.

I

CHOOSE YOUR KEYPOINT & HEAD DIRECTLY FOR IT.

'

LAND ~HERE IF YOU'RE A BIT LOW, CUT THE CORNER

IF YOU'RE A BIT HIGH,, WIDEN OUT ' A BIT BEFORE TURNING FINAL

IF YOU'RE STILL HIGH, CONTINUE IF YOU'RE HIGH, WIDEN OUT A BIT MANEUVERING IN YOUR FIGURE 8 AND PLAN A TURN TOWARDS THE PATTERN UNTIL YOU GET IN A KEYPOINT ON THE OTHER SIDE POSITION TO FLY A NORMAL FINAL TO CONTINUE YOUR APPROACH ~~~~~~~~~~~~~~--~~~~~~~.APPROACH

CHOOSE YOUR KEYPOINT & HEAD DIRECTLY FOR IT.

Figure 3. Maneuvering into position to fly a stabilized approach segment. they then skim across the ground for a great distance and touch down gracefully without a step. Few of us have either the skills or luck to pull this off regularly.

Instead, let's work on a very common approach technique that has been well proven to place you in a position to make a normal, stabilized final approach and landing. Figure 3 graphically illustrates the concept.

Pick a field you want to land in and head toward it, planning to arrive just downwind. Adjust your speed as necessary to give you the most effective glide so you arrive above the field with as much height as possible. You want to pick out two key points, one on either side of your field and at a 45-degree angle to it. Your goal is to head directly toward the key point where you will begin maneuvering to efficiently lose altitude before turning final (refer to the green lines indicating the flight path in Figure 3). If it looks like

28

you will be a bit low as you arrive at your key point, cut the corner and head in toward your landing area (see the yellow arc from the left side of Figure 3). If you arrive over your key point just a bit high, widen out just a little bit before turning final so you lose just a bit more altitude before turning final (see the purple flight path). If you are very high, widen out a bit and plan a turn so that you can turn toward the field from the other side and come in over the key point on the other side of your field.

(Assuming you arrived over the right side key point a bit high, you would follow the flight path shown in red and plan an approach as discussed earlier.)

As you come back over the key point you decide whether you will widen out a bit, cut the corner to final, or plan to fly out around the key point on the other side of your field and set up from the other side (shown as the gray path),

or repeat your figure-8 pattern as many times as necessary to put yourself in a position to turn to make your final approach. If you fly through a thermal and balloon up, just stay in the same pattern. If you keep going up, great, as long as you stay in your pattern you can easily maneuver to land at any time, and if it turns out to be a good thermal you can ride i,t up to cloudbase and continue your flight while looking for other suitable landing zones. If you hit sink, you should always be in a position to turn directly into the field to land safely.

Be sure to use the wind to your advantage, and make certain you adjust your crab angle so that you can fly a track that matches the figure-S's you want to fly around your key points. Pilots usually botch the approach by doing one of three things. The first and most dangerous is that they find themselves just a bit high on a windy day and try to crank a 360PARAGLIDING

degree turn on final. As they turn, the wind drifts them further away from the field, and when they complete the turn they don't have enough height to glide to it, or they notice halfway through the turn that they have misjudged the maneuver and try to compensate by cranking the turn around and end up stalling and spinning their glider from an altitude too low to recover. The simple rule is to NEVER TURN AWAY FROM YOUR FIELD, and this should not cause you any problems.

Another problem arises on a windy day if pilots don't crab as they fly around the figure-8 pattern to compensate for the wind, and allow themselves to drift too far downwind. The last one is when pilots don't really choose key points to fly over, but just sort of zigzag their way down the final approach path. Usually they start with little turns, and then if they hit any lift at all on the way to the field they start frantically making turns bigger and bigger as they get dose to the field, and find themselves too high to make a normal approach. "If you fail to plan your approach you are already planning to fail," goes the saying, so don't be surprised if your landings appear less than optimal. Plan your approach, choose your key points and fly your approach to put yourself in position to make a graceful turn onto final with a smooth, stabilized final approach and a gentle landing.

In some cases, due to obstacles in the

approach path or approach restrictions (where you need to stay to one side of the field and allow other pilots to approach from the other side), you need to modify your key positions so you have one at the normal 45-degree position and another one closer in toward final. If there is an unavoidable hazard on the approach end - say a set of high tension wires you need to pass over -- you should plan your key points so they are almost over the hazard to either side of the field. This way you are always in a position to turn into the field if the wind increases or you encounter sink in a shear layer as you descend.

I like to imagine a window positioned above the approach end of the field that I need to fly through in order to set up my approaches. I also pick a small postagestamp-sized area on the field for every landing about a third of the way down the available landing area where I plan to touch down. This gives me something to aim for, and if I miss it by a few feet no one else knows or cares, but I mentally review what I need to do to improve my performance next time. A lot of pilots would rather just choose a lane, and they line up on final to fly down this lane, touching down wherever in the lane fate chooses to plop them. I personally believe that "if you aim for nothing, you will surely hit it," and like to take a bit more control of the situation. When I'm forced to maneuver into a confined LZ, I use the exact same approach technique

but plan to come in a wee bit high, and pull in big ears to lose altitude once I have the field made. This ensures that I won't undershoot the field, and if a thermal bubble pops off on short final it has little effect on my approach. Plan all your approaches, and practice flying them as if your life depends upon it. Someday it just might, but if you have spent even a modest amount of effort practicing this technique you should be able to position yourself to arrive in a position to land safely almost anywhere.

In a future article we'll cover a few hints on making the final step from the sky as gentle as possible, and we'll discuss how air density affects the way we fly, and why it might not just be your imagination that your have to run forever on those sunnyday, alpine, flat-slope launches. Until then may the sun shine upon you and your thermals be fat and mellow.

The author ofthis article is compiling information which will lead to a book and a video highlighting the history ofparagliding in North America, .from the early days until the present time.

Ifyou have any older manufacturers' brochures, manuals, pictures, videos or movies ftom years gone by (professionally filmed or home video), or perhaps some really old gliders taking up space in your attic or garage that you would prefer to find a good use for, please contact Stuart Caruk at (360) 887-0702 or by e-mail at PGhistory@iesonline.cc. II

Pure

I nt1piration Cross Country is the premier international free flying magazine. Each bimonthly. full colour, 80 page edition is packed full of top class writing, award-winning photography, flying advice from experts (Goldsmith, Bradbury, Drury etc), honest glider reviews. revealing interviews and incredible flying stories from around the globe. Don't miss out, subscribe today!

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OCTOBER

2000

29

by Bill Anderson ear upkeep should involve an innate awareness, but unfortunately, procrastination and ego often get in the way. Let's take a look at the basic care we should all be giving our gear.

Let's start from the top with the wing, lines and risers. Visually check that lines and canopy, riser/line connections, and the speed system are intact. Look for unusual wear or tear, frayed lines, or damaged sheaths.

Don't let little rips go; get them repaired professionally. Mid-cell rips can be temporarily repaired in the field with tape, but ideally should be sewn with a doth patch.

Line attachment points are a common place to see one- or two-inch tears. Be aware that a blown seam affects the structural integrity of the wing and requires professional help.

A couple of times each season clean out the cells of a wing and look inside for any damage. Dead bugs, decaying organic material, rocks, pebbles and sand will shorten a wing's life span. Wipe a dusry wing clean with a slightly damp cloth.

Hosing it down will turn the dust to mud and wash dirt into the seams. Keep your wing out of the sun when not in use; ultraviolet rays are a main contributor to structural weakness in wing materials.

A broken line is a red flag and the glider shouldn't be flown, but if you're in Nepal and it is not possible to ship the wing to

In a perfect world gliders would be traded in every year for brand spankin' new ones, harnesses would never fray, lines wouldn't break and reserves would only get thrown at clinics, not in dire situations. the shop, you can replace the broken line with the next-size diameter. for example, a 1.7-mm main line should be replaced with a 2-mm line. Tie it in with a figure-8 knot.

Check the new line with the corresponding line on the opposite side and make sure there is no more than one centimeter difference.

Squeaky brake toggles are very annoying on launch. The simple solution is to wash out dirt and dust, air dry, and spray with silicon. The silicon should evaporate.

Left unattended, brake wheels can lock, shredding brake lines.

Inspect webbing and stitching on the risers. Reverse launching may leave wear marks, which fray over time. A- and B-risers are under more strain during flight than the C- and D-risers, so the latter tend to shrink over time. Most new gliders are trimmed neutral/level on the riser attachments. There should be less than one centimeter difference when pulled tight.

Harnesses can be washed, but remember to remove the reserve and internal back protector. Exercise the Velcro (that is, peel it off and replace it to keep it from developing "Velcro lock") at least once a month.

Use the silicon you bought for squeaky

brake toggles on all the zippers and clips.

Some newer harnesses have the reserve bridle inside a zipper -- not a good one to have stuck. How about jammed chest or leg clips? Clean and spray them with silicon.

For cheap thrills look inside the harness.

Some of those zippers and Velcro flaps allow access to the guts. Check leg straps for fraying where they go through the harness and seat board. Make sure the back and side protection plates are in the right positions.

And if the speed system has any internal parts, check for wear.

Check your reserve. Check the pins on your reserve before each flight and exercise the Velcro on the reserve handle occasionally.

These simple tips are intended to motivate you to take better care of your gear, to raise awareness concerning the condition it is in, and to provide confidence while in the air, knowing that all is shipshape.

Most accidents can be attributed to pilot error. Let's not let equipment problems contribute to flying incidents.

The author may be contacted at: Cloud 9 Service and Repair, 1-800-475-1504. 8

The cell check.

Frayed lines.

30

PARAGLIDING

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2000

31

by Pete Reagan irst it was a feeling on the nape of my neck. I'd had to remove a lot of layers of clothing back on the Dome du Gouter since I was working hard and the night was so still.

But with each step toward the summit the wind became more insistent. It whistled in my helmet and its icy fingers crawled under my shirt. I bundled up and started plodding again through the moonless night, lit by an astonishing profusion of stars and the rather surprising lights of Chamonix more than two miles straight below. Many other people were there but I'd started early so only the strongest were beginning to pass me. I was extremely tired. Above 15,000 feet it was exceptionally hard to eat and drink, let alone breathe. I began to worry about myself.

Exhaustion, altitude, sleep deficit, dehydration - but most importancly, hypothermia danced through my mind as I tried to monitor how I was doing.

The previous morning I'd run down to the climber's store at the foot of the lift when it opened at 8:00 AM and rented boots and crampons. I walked the block back to the Flyer's Lodge where we were staying, ate a quick breakfast with my flying buddies and then took my leave on a gorgeous summer day.

Starting out was too easy. I carried my gear back to the lift and five minutes later was in a gondola with two French paraglider pilots and several climbers. The young woman operating the lift marveled at the size of my pack and one of the passengers asked me what my plans were.

With some pantomime to make up for my French deficit she was able to explain to me that she was the first woman to climb the Cassin Ridge on Denali and was planning later in the summer to fly from the summit of Mont Blanc. A rich encounter, frustrating only in that my language was

32

In August a group ofNorthwest paraglider pilots took an extended safari to flying sites in the Swiss, French and Austrian Alps. We spent one week at Dennis Trott's bed and breakfast, the Flyer's Lodge in the French town of Chamonix. Nearby is Mont Blanc, at 15,100 feet, the highest peak in the Alps. The town is at 3,000 feet, and this allows one of the Longest accessible vertical drops on the planet. so inadequate to take full advantage of it.

Les Houches, the suburb we were staying in, is at 2,900 feet. The gondola ends in the alpine forest at 5,800 feet and I got off to start the next stage of the journey.

The station platform was crowded with climbers at 8:45 AM and the cogwheel train clanked up the steep track to Nid d' Aigle, the Eagle's Nest, a small natural balcony nestled under the overpowering heights of the Aiguilles de Gouter and de Bionassay, as well as the graceful lines and ethereal crevasses of the Bionassay Glacier.

A couple of chamois wandered above the station as we all piled out to begin our pilgrimage to the top of the Alps.

The way ahead was marked with literally hundreds of people. It led up a talus draw and then gentle snow slopes to the Tete Rousse Hut at about 10,200 feet at the foot of the Aiguille du Gouter. No one talked much. We were all working hard and had insecurities about each other's languages. But sometimes I overheard German or English and then I could banter a little. Many were curious about my paraglider and a few solicited a tandem ride. It was hard work ascending to Tete Rousse, but this was only a faint foretaste of the real job.

The ridge ahead lurched upward for 2,500 feet and the rocks were draped in

melting snow. People stopped to put their crampons on. The guided parties roped up. A river of humanity poured up a thirdclass climbing route festooned with cables and artificial handholds. Large roped parties were streaming down the route as well. and the whole process began to seem more like a snake dance than a climb. Guides would pull on their clients, and on one occasion one gave me a push as well.

People yelled at you to ask that you do the route in a certain way so that they could get by. But in general, people were very cooperative and the experience surprisingly intimate.

About a third of the way up is the scariest section, a wide rock fall chute steep and snow filled, with a diagonal ascent protected by a wildly swinging fixed cable. Guides would unmercifully drive their frightened clients across this stretch and people were forever in each other's way. Rock fall was frequent, and impatience reigned. Climbers have died here.

Once across, we could all relax again and return to the methodical rhythm of climbing over people to the summit of the Aiguille. One could judge one's progress by the relative sizes of people along the route, and very gradually the people around the Gomer Hut began to take on more movement and personality.

PARAGLIDING

Mont Blanc du Tacul, Aiguille du Midi lower and behind.

Mont Blanc ftom Plan Praz.

Pete Reagan immediately after his big sledde1; sitting at Dennis Trott's breakfast table.

OCTOBER

2000

... hanggliders, planes, paragliders and rigid wings.

For pilots, who dream our dream of flying!

34

PARAGLIDING

Mont Blanc jimn the northwest. Peaks ji-om left to right: Mont Maudit, Mont Blanc, Dome du Gouter, Aiguille du Goute1; Aiguille du Bionassay. Route follows right skyline, except in jimzt ofAiguille du Bionassay.

T he Gom er Hut at 12,700 feet holds about 230 people. Except in awful weather ic is always fu ll. le juts from the rock summit of the Aiguille and commands a spectacular view out over the Haute Savoie.

But the prime real estate up here belongs ro the camping area. le lies behind the hut and on the glacial surface facing the Mont Blanc Massif. I was a little above the summit of the Aiguille du Midi with its astonishing go ndola stations, suspended walkway betv,een the two summits, and commanding communications tower. Mont Blanc du Tacul seemed close enough to touch, and Mont Maudit peaked from behind the broad , glaciated bur otherwise benign-looking Dome du Gomer. In the ocher direction the wo rld fell away 9,000 feet to C ham oni x.

The re were many recently built tent platforms, all facing che gorgeous view of the roof of the Alps. I noticed an artfu lly co nstructed snow cave, and walked over to ic, hoping ch at ic was unoccupi ed. T had a home fo r the night! I set up my watermal<.ing appara tus: 1.5-quart water containers fi lled wich sl ush, wrapped in a dark wool cap, and set out in the sun. Every two hours they made a pint of water. 1 hoped it was enough. My bivy bag and sleep ing bag fit nicely in the cave along with 1. ·v glider pack. I struggled a li ttle to eat my second baguene and walked slowly back dow n the short, steep slope to the

OCTOBER

2000

hut. Ir was dark and crowded inside but otherwise very much as the name implies, a refuge . I noted one co uld buy water here and had a $3 .00 Coke. W hen I cam e back out, the clouds had risen above eye level and the long afternoon became an arr museum of ethereal glacier-scapes and coquettish aiguilles peeking from the gently swirling cumulus in the gradually changing angle of the sun. In a particularly inspiring moment the peak of the Midi was displayed above a flat base of cloud with cumuli all around, truly a castle floating in the mist. It was fu n to watch rhe crams launch in to the fog on both sides .

I had trod a smooth path to the edge of my wo rld, from wh ich to m arvel, and to pee. Unfortunately, l needed to use ir several times during the night, but at least the lights of Chamonix below and the unbelievable number of scars above continued to fascinate . le was almost win dless but I got awfully co ld by the time I crawled back inro the sack after each trip.

There was a lot of breathing to do at this altitude, and I often woke up for that coo.

And there was a lot of th inking. I was preoccupied with the fantasy that my unattached gli der would blow away from me before I could hook in to launch.

It was 12:51 A,\I, and the half moon wo uld be down by 2:00. Might as well go for it. I squirmed into my wind panrs ins ide my bag, and got all of my coats on

as soon as I sa t up. Packing up was pretty simple, and half an hour later l was trying co choke down a couple of grano la bars.

Appe tite was a serious problem at this altitude. Getting underway quickly I walked the ridge to the saddle with the D ome du Gomer. I started to warm up and rook some jacket layers off. I was slower than some. One parry started ah ead of me, but as I ground up the hill in granny gea r several groups began to pass. Soon the path was marked above and below by hundreds of tiny lam ps. Brace yo urself again, Mt. B. , the next invas ion is und erway' The wind wafted gently uphi ll. If only this situation wo uld last a few hours. Each step took a couple of breaths . I started wonderin g idly why a person wou ld do this so rt of thing. At the same time f'm never so alive and alert than in these intense, physical situations. Be here now.

The slope cased. I crossed over th e top of the Dome du Gomer at 14,200 feet.

The ralcish li ghts of the Midi hove into view. The route starred a gentle descent.

Gradually l began to get that feeling on the back of my neck.

T he boundary between discomfort and desperation can be so fine . By the Vall ot Hut at 14,500 feet, I knew T was n't fl ying down from the summit. One hundred feet higher I was beginning to wo nder whether it was safe for me to continue upward. The co ld was becoming a lot more se riou s tha n

35

the shivers. I wished I had more clothes and I weighed my choices. People would come up to me, admire the size of my pack and then ask if I was okay. I kinda thought I was , but I wondered what I looked like to them. If only the sun would rise! At least the dawn was beginning to pink up and flashlights were no longer necessary. Now it was the wind that caused me to stumble around. The ridge was downright pretty, a complex sequence of small domes and curving knife edges.

The exposure is really quite considerable.

But I felt like I was in my own private little death zone. The wind was gnawing at my soul and sucking away my energy.

Each little dome seemed like it ought to be the lase. Finally I could see Mt. Blanc de Courmayeur below and to the right.

Thar's the Italian summit, and 200 feet lower than rhe top . I was stumbling up the ridge about 60 feet away from the lirtle knot of people on the summit when the sun crept from behind the peaks of the Berner Oberland. I scared at the first sunlight on rhe Matterhorn, on Monce Rosa, rhe Jungfrau, the Dolomites, and the lower ridges we'd been flying over in France. Tc was one of rhe most sublime moments of my life.

The sensua.l ecsrasy was matched by such overwhelming meteorological savagery chat within minutes I curned to stag-

36

ger down. Every hundred yards or so I cowered in a protected nook and panted, shivering. The sunlight was not yet warming. I scarred passing more people ascending now and most of them looked better than I felt. One passerby patted my pack and said, "Trop de vent (too much wind)!"

I said, "Oui, peuc ecre le Dome du Goucer," and stumbled on .

The weight was beginning to bother my shoulders. I guess I never sac down during rhe emire experience and had my pack off briefly only once to put on cloches. Bue past the Vallot Hue, life began to seem possible again. I was bushed but had stopped shivering. The sun was stronger and the wind began to seem a little more civilized. I needed to walk gently uphill for several hundred yards to the summit of the Dome du Goucer. I'd stop and pant every 20 paces or so and stoop to relieve my shoulders. I ached everywhere, bur my spirits rose as the wind backed off, now to 10 mph, maybe even in my face! I so wanted to fly, if only because then tl1e struggle would be over.

Breaking over the top of the Dome I met a gentle zephyr. So what if it was 70 degrees cross? I was outta there. What a relief'! There was a li((.le chop. Fingers of that upper-level gale were still twanging my lines buc it felt so good to be free of that slope and sitting on something dry.

My feet stopped aching. I flew right down the route, buzzing me campsite and the hut and then soaring out over the Chamonix Valley. I looked up to see char I was still above the Midi, and through a gap in the range I caught a spectacular glimpse of the Ma((erhorn drenched in sun. Closer at hand the Grandes Jorasses towered above the Mer de Glace (French for "sea of ice"). Let's see, Les Houches has got to be down there somewhere. Ten thousand feet below my rented boots I could pick ouc De1111is's house and the tiny, complex ski hill he uses to land. I picked up my microphone: "CPC members! Hey guys! I just hucked off Mc. Blanc!"

"Gotcha, Pete," said Jay, and we held a running conversation all the way down.

Others chimed in and I was back in my group even though a couple of miles above them. The valley gradually began to take on a more familiar aspect as I sank lower. I studied alternative LZ's and finally picked Dennis's slope. I continued to marvel at the length of the ride - 45 minutes to slide down through 11 ,000 feet of rhe most bodacious scenery on the planet. Landing was a simple side-hill when I got it lined up right. I could hear a cheer from Dennis's deck.

Another big dream fulfilled, and so much to be grateful for. •

PARAGLIDING

by Peter Reagan 'd only been flying about a year back in 1992 but my friends and I were exploring sites all over the Northwest for the first time. One of the most exciting was Silver Star, an alpine site at timberline in the Cascades. Launch was a sloping meadow with scrub trees and rock ledges, tucked between more crags and boulder slopes. I hadn't learned to thermal yet but was having fun using ridge lift.

On one pass I was fairly far out from the ridge and was afraid I might fall out of the lift ifI turned out, so I turned toward the ridge. By the time I was facing the hill I knew I was in big trouble. I cranked the sharpest turn I'd ever tried. It was not quite enough. My left foot hit a crag.

Involuntarily, I flipped forward and did a swan dive across 30 feet of boulders, my nose suspended inches from the rocks by my valiantly-flying wing. At the far side a scrub spruce grabbed and broke some lines and flung me into the bushes. My left foot hurt.

I've been thinking about this experience more since the first fatality of the year has been reported, at Marshall Peak, San Bernardino, California. The pilot's mistake was quite a bit more subtle than mine. Eric Lowhar, a competent, conservative, novice pilot, launched his intermediate glider from Marshall in mellow soaring conditions, failed to maintain altitude and decided to make the crossing to Cloud Peak. He followed the terrain closely, which entailed flying into a wind-sheltered area at one point.

There he had an asymmetric deflation at about 150 feet AGL, lost control of the glider and hit the ground. No one saw what happened after the deflation and it is not known what attempts he made to recover.

His reserve was not deployed. He impacted a steep, rough, rocky area. He was noted to be motionless and immediate efforts were made to reach him. Ninety minutes later he was found dead at the scene with head and facial injuries.

This very unfortunate cascade of events involved pilot errors that were rather understandable for a newer pilot, but that rarely have such dreadful consequences. Lee slopes can be counted on for turbulence, bur who

I

OCTOBER

2000

among us hasn't learned the hard way? It is possible the pilot was flying too slowly.

Maybe a pilot with more skill could have recovered the wing. Perhaps it would have worked if he'd thrown his reserve. Finally, the impact in the rocks was truly bad luck, but only inches worse than my luck on Silver Star several years ago. He died. I write about it.

The following are a couple of more crashes involving faulty flight plans but luckier pilots.

OCEAN SITE, FAIRLY STRONG CONDITIONS, LATE IN THE DAY An experienced pilot on a DHV 2 wing, ballasted to the top of the weight range, had been flying with marginal penetration for and hour and a half, getting more altitude at the site than he was used to. He flew back to a spot behind the ridge and found himself unable to penetrate. He used the speed bar but couldn't get back to the ridge line.

Approaching a parking lot, a car drove under him and he swerved to avoid it, experienced turbulence and a 50% collapse. He maintained his direction but found himself in a rotor, and loading only half his wing he accelerated into the ground, hitting a guardrail and brealcing his leg.

SIMILAR SITE An experienced pilot with a DHV 2 glider, flying the slow beat on a ridge, was very deep in his bral<es trying to minimize sink.

He experienced a large collapse, rotated, and hit the hill face first. He bounced off, the wing dived, and he hit the hill again, breaking his ankle.

The air is not dangerous, my friends, but that ground ... Make a good flight plan.

Fly fast enough. It makes a big difference.

Here's a counterpoint to the previous report, an example of a situation in which the pilot flew too fast instead of too slow.

MOUNTAIN SITE, WINDY CONDITIONS A novice pilot launched a DHV 2 glider in rather windy conditions. He had not set up the speed bar. Launch was followed by an altitude gain of200 to 400 feet and the pilot was able to park over the ridge. He noticed turbulence and actually experienced

a minor collapse. Penetration was a problem and he let out the trim about half way. After 45 minutes the wind speed and turbulence increased and he decided to fly out and land. He let out the trim all they way and proceeded to the downwind side of a very large LZ to try to avoid mechanical chop in the air. At about 50 feet he experienced a 50% deflation on the left. He reports weight shifting to the right and applying right brake but the glider made a quick spiral to the left to the ground. He had a helicopter medivac, and his injuries were not clearly described in the report. A~ he lay in the LZ he noted consistently gusty conditions in the LZ. First, this pilot was flying a rather advanced glider for his limited experience.

This was clearly a flight made in marginal conditions at best. We do not have information about whether more experienced pilots were present or flying. By the time trim was needed to keep ahead of the ridge it was clearly unsafe to remain in the air.

Many gliders were delivered with trim tabs, but very, very few are DHV or AFNOR certified that way. If your glider has trim tabs you need to be aware that when they are let out you are flying an experimental wing. Trim tabs are now less common than before effective speed bars were developed. They accomplish the same result as a speed bar bur are much more clumsy to apply and release. In general it is dangerous to fly a glider in an accelerated mode near the ground. Any turbulence is much more likely to result in an uncontrollable situation because at a high attack angle the leading edge is closer to the point of turning under and a collapse will happen more violently. If one needs speed bar or trim to get to the LZ it is very important to get back to normal trim with sufficient altitude, usually felt to be a few hundred feet, so that a malfunction can be controlled.

This can tal<e some advance planning in a high wind. This accident demonstrates that I need to clarify the classic mantra. To whit: Normal trim speed is your friend.

We are getting more reports now. To all of you who are sending in your newfound wisdom, thank you from the entire paragliding community. Anyone else out there, we eagerly await your write-ups. II

37

PILOT REPORT:

by Steve Roti

There was a time (only five years ago actually) when there was an insuperable divide between beginner gliders and intermediate gliders. The beginners, typified by the Edel Quantum, offered ease oflaunching and resistance to deflations, while the intermediates like the Edel Super Space II boasted better performance and handling but weren't suitable for new pilots. f///,---lilfhen the revolution came and a new breed of beginner-intermediate gliders began to appear, most with DHV 1-2 ratings.

Now the beginner-intermediates have become the largest segment of the paragliding market by offering ease of launching as well as nimble in-flight handling, and good performance as well as resistance to deflations.

The Flight Design S-X firs right into the contemporary beginner-intermediate glider marker. It replaces the older S3--vt, and fits below the intermediate A7-vt and the high-performance B5-vt in the Flight Design paragliding line.

I test-flew an S-X Medium, which has a takeoff weight range of 80-100 kg. My takeoff weight of 85 kg put me one-quarter of the way into the weight range, which is on the light side but still well above the minimum weight. The manu-

38

facturer's specifications for all sizes of the S-X are shown in Table 1.

In addition to the information in lable l, Flight Design also claims a minimum sink rate of 1.1 mis, best LID of 8, Vmin (minimum speed) of 20 km/h, Vrrim (trim speed) of 35 km/h, and Vmax (top speed) of 50 km/hr. Nore that these Vtrim/V max speeds differ slightly from those reported on the DHV website. The DHV lists 36/50 for the Small, 35/50 for the Medium, and 35/49 for the Large. Also the DHV lists the takeoff weight range for the Small as 60-85 kg, and the X-Small size doesn't have DHV certification.

Given that the S-X has a relatively high aspect ratio for a beginner-intermediate wing, I asked Mike Eberle of North American Paragliding, importer of Flight Design products in the U.S., whether the glider is appropriate for new pilots. Mike replied: "The S-X is suitable for most first-

time pilots, in my opinion, with what I have seen students do on it so far. It's very easy to ground handle. I describe it as a beginner-intermediate glider since it does have some nice performance and I feel it is a very good wing for more experienced pilots too. In fact, this is now my only glider I fly."

Mike's comments rang true to me after I watched two student pilots fly the S-X on their second high flights. Both did well launching, flying and landing their gliders.

CONSTRUCTION The upper surface of the S-X canopy is made ofTeijin 48 g/m2 polyester fabric, while the lower surface is made oflighter nylon fabric. The polyester fabric is slightly heavier than the fabric used by many other paraglider manufacturers (for example, the Gin Bolero and the Windtech Quarx that I reviewed last year in this

PARAGLIDING

magazin e both use 44 g/ m 2 nylon), which makes the S-X canopy a cad heavier overall buc likely co last longer than chose made from lighter fa brics. Fo r more info rmati on about fabri cs and the differences berween polyester and nylon see Richard Kocurek's excellent website: http://www.crittermtnwear. com/colorcomparison.htm . The S-X comes in fo ur co lor combinations: the lower surface is always white and the upper surface is orange-red , yellow, blue or violet.

Inside the cells are what Flight D esign calls V-capes, whi ch are partial V-ribs chat give the canopy more srrucmre and allow the use of fewer line attachment points.

T he S-X line materi al is Technora (a OCTOBER

2000

TABLE 1: FLIGHT DESIGN S-X TECHNICAL SPECS

S-X Area flat [m 2 J Span flat [m] Aspect ratio flat Cells Takeoff weight [kg] Certification

Small 25 11.6

M edium 28 12.3

Large 30 12.9

5.4

5.4

46

46 65-85 DHV 1-2

5.4 46 80-100 DHV 1-2

46 95-130

X-Small

22 10.9

55-75 DHV 1-2

rype of Kevlar or superaran1id) fro m Cousin Freres, and the lines are relatively long co mpared co the lines on ocher beginner-intermediate gliders. The A-risers are split co facili tate pulling big ears. T he

5.4

acceleration system is a standard rwo-pulley configuration on the front of the risers.

Stepping on the speed bar pulls down the A's while the D 's remain fixed and the B's and C's float pro portionately in berween.

39

TEST FLIGHTS I took 13 fli ghts totaling 4.5 hours of airtime on the S-X Medium glider. Most of these fl ights were in thermal conditio ns at two diffe rent fl ying sites in Washington state. Six of the fli ghts were to p-landings, which gave me the opportuni ty to repeatedl y test the launch and landing characteristics of the glider.

T he fi rst rh ree flights in early July at Mo unt Baldy in Central Washington were unremarkable. T hen on th e fo urth fli gh t I join ed two oth er pilots flying DHV 2 gliders (a Windtech Q uarx and a Firebird Boos ter) in a light thermal near the LZ. The S-X was able to hang in there with the intermediate gliders for half an hour.

All three of us climbed back up to laun ch

40

level in the bubble of risi ng air, then when we los t it we fo und another bubble and d id it over and over again . I go t a good feel for rhe turning characteristics of the S-X on this fli ght and I noted that it cl imbed just as well as the higher-rated gliders.

O n July 15 I took the S-X to the Gorge Gam es fly-in , a low-key meet in the Eastern Columbia Ri ver Gorge with frie ndly co mpetition in the areas of crossco untry d istance, altitude gain , d uration aloft and spot landing. T he S-X came thro ugh fo r me on all three fli ghts that day, wirh altitude ga ins of 2336 ', 2772' , and 1500 ' over laun ch which were enough to win us rhe altitude gain award. I flew cross-co untry on rhe firs t two fli ghts that day, the fi rst one flyin g alone and the sec-

ond one in the com pany of a l'Jova Argon DHV 2-3 glider. T he Argon cl ea rl y had a higher speed and better LID on glide, but at the end of rhe flight we borh landed in the same field so it's safe to say rhat th e S-X is no slouch when ir com es to fly ing cross-counrry.

T he res t of the flights were ar th e same flying sire the following day, bu r this rime I had two students to keep an eye on so I took short flights and mplanded whenever o ne of them was ready to fl y. W hile m aneuvering in fo r rhe top-lan dings I slowed rhe glider down to close to rhe minim um speed , and my impression was rhat the S-X handles well even ar low speeds without any tendency to stall ab ruptly.

In general I liked the turning charac-

PARAGLIDING

rerisrics and the feedback rhe S-X gives rhe pilor in rhermaJ condirions. Ir responds quickly ro weighr-shifr sreering, giving rhe glider a sporry feel. Despire flying in some moderarely strong thermals (400 fpm on the 20-second averager wirh peaks to 900 fpm) I didn't experience any significam deflations, just a few minor tip rucks rhar popped righr our wirhom any need for pilor inpur. Regarding emergency descern rechniques, I resred big ears and spirals and found both to be very straightforward. I didn't have rhe opportuniry to resr B-line sralls, bm rhe DHV gives the S-X a 1 in B-line stall and calls the emry easy and the exit spontaneous in all three sizes (except for the minimum weight test on the Large which got a 1-2).

OTHER FLIGHT MODES The S-X owner's manual says that the S-X is suitable for winch rowing. The S-X Medium and Large sizes are certified by the D ULV (Deutscher Ulrraleichtflugverband e.V.) for use wirh motors.

CONCLUSION Flight Design advertises "Hot S-X," which begs the question of wherher this glider has what it takes to turn paraglider pilors on.

Based on my tesr flights and given the robusr nature of rhe beginner-intermediate paraglider market, l suspect that U.S. pilots will be attracred by its S-X appeal. •

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

paragliders - European Performance - J)urability /

Torrey Pines Gliderport 2800 Torrey Pines See ic Drive, La Jolla CA. 92037 Tel.: 858 452 9858 Fax: 858 452 9983 Windta/ker: 858 976 9984

OCTOBER

2000

41

PARAGLIDING ADVISORY: Used paragliders should always be thoroughly inspected before flying for the first time. If in doubt, many paragliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. BUYERS SHOULD SELECT EQUIPMENT THAT IS APPROPRIATE FOR THEIR SKILL LEVEL OR RATING. NEW PILOTS SHOULD SEEK PROFESSIONAL INSTRUCTION FROM A USHGA CERTIFIED INSTRUCTOR. PARAGLIDERS APCO FIESTA - DI-IV 1 $1,999. Apco Allegra DI-IV 1-2 $2,600. Apco Baghecra DHV 2 $2,700.

SupAir harness $425. Flytec 4005 vario $399. Hanwag boots $225. (541) 387-2112, sunsportspg@aol.com EDEL ATLAS - Large, < 15 hours, bright yellow, Edel Balance harness, auxiliary chute $1,900. (208) 7 43-7954, realtor@lcwis-clarkvalley.net EDEL ATLAS - Medium, BRAND NEW, NEVER FLOWN $1,300. RS2 reserve $350. (970) 876-0558, paratech@rof.net FLIGHT DESIGN 53-26 Perfect shape $ l ,5000BO. Flight Design S3-.30, low time, basically new $1,9000BO. (206) 320-9010.

NOVA AXON - Large, approx 45 hours, good condition $900. (970) 920-2427, p,mlson@rof.net UP VISION S - Like new, 60-90kg., 10 hours airtime, packsack, harness, reserve, helmet, A STEAL DEAL, $.3,000 worth, ASKING $1,000. (703) 6201952, radikal@erols.com

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

SCHOOLS & DEALERS ARIZONA DIXON'S AIRPLAY PARAGLIDING - Dixon White: USHGA's Instructor of the Year 1 Airplay: Top ranked school for years and featured in the best selling videos "Starting Paragliding" and "Weather to Fly".

The perfect beginner training areas! pen October through May. DRIVE UP to 360 degree treeless and rockless launches. Land in wide open fields. Master rated tandem examiner Dixon White has supervised over 18,000 student flights to date, teaching new pilots is his full-time profession. Individualized training with state-of-the-art equipment, 2-way radios, comprehensive ground schooling with an emphasis on micrometeorology. Great new and used inventory. Enjoy the Grand Canyon and other spectacular scenery. Dixon's Paragliding in ARIZONA and WASHINGTON (appointments required), PO Box 2626, Flagstaff AZ 86004. (520) 526-4579. www.paraglide.com or dixon@,paraglide.com

Renew your membership . I onl1ne.

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

AIRJUNKIES PARAGLIDING - Join KEN BAIER for your "Pursuit of Paragliding Excellence" in the land of year-round, excellent paragliding: Southern California and the Baja. Courses for Novice, Intermediate, Advanced and Instructor ratings.

Powered paragliding, soaring and maneuvers clinics, guided tours, tandem and towing instruction and special events. USHGA certified. Handling the latest equipment. Call (760) 753-2664 for information.

,--------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 O Paragliders r.i Emergency Parachutes wParts & Accessories :J Business & Employment O Miscellaneous O Powered Paragliders O Videos

19

Begin with

0 Towing 0 Schools & Dealers :J Ultralights O Publications & Organizations wWanted ,J Harnesses

issue and run for

consecutive issue(s). My O check, O 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--------42

PARAGLIDING

---- ---·------- ----------

fLY ABOVE ALL - Experience year-round paragliding instruction in beanriful Santa Barbara, C:A 1 Our !'rirndly, experienced staff offers hands-on, 1,ersonalized, radio-controlled lessons. Enjoy soaring the best training hill in the Western US and when you land, ~hulrles ,.vill whisk you back to the top for rour next scenic flight. US HCA certified, solo, tandem and powered par,1gli<ling instruction, equipment ~ales and tandem flights. Visit our Website at www.flyahnveall.com or call ,ll (805) %5-.37.lJ. I-IICJ-1 1\DVENTURE -

l'l.Y MAUI! www.l'araglideHawaii.com - Locals fly .l20 cL1y, a year. Soar fro111 1-Jalcakala Crater. Maui is quickly becoming the KITE SURFINC C:Al'ITAl. of the world. The new sport of kite surfing is natural for most pilors, cspecicdly those who also enjoy watL·r ~ports. Proflyghr is now offering kite surfing seminars in the ,1frernoons, after tht:rmal soaring in the mornings. Year-round guiding, training, equipment rental ,rnd sales. Toll Free 877-CO-t'l.Y-HI.

VAl.l.F. l)J·. BRAVO - Coming winrer, week long tours, in-n-out on Sunday, $695 p,iragliding. 1-800861-7198, jcff~1lflymexico.corn

Paragliding, hang gliding

school. Equipment, s.1les, service at world famous

Marshal Peale US!-ll;A tandem instrucrnr: Rob McKenzie. By ,ippointmcnt _vear round (909) 88.l8488, www.flyrandern.com

G

L

DERPORT

2800 Torrey Pines Scenic Drive San Diego CA 92037 Since 1928 PARACl.lDINC AND 1-!ANC Cl.lDINC - USHCJ\ ctniried instruction, tandem flight instruction, sales, service, repairs, parachute repacks, motorized pg/hg

instruction and site tours. ~ourhern California Importer for l'ARATECH, ITV and FDEI.. Visa and MasterCard accepted. Call (858) Ii 52-')858 or ll>il free at 1-877-Fl.Y-TEAM. C:heck us our at and order online at http://www.flytorrey.com

TRAVERSE CITY I-IANC CLIDFRS/l'ARACI.IDERS -

Put your knee.\ in our breeze and ~oar our 4'":iO'

sand dunes. FULL-TIME SHOP. Ccnil1ed instruction, beginner to advanced, foot launch crnd tow. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. 1'i09 F 8th, Traverse City Ml 4%84.

Offering POWERED PARAGLIDING lessons & dealer for the Explorer & used units. Call Bill at (231) 922-2844, tchangglider0°juno.com. Visir our paragliding school in Jackson, Wyoming. Call Tracie at C,07) 7.19-8620.

adiscparagliding.com or www.gravityspons.org. Start

your HAWAIIAN EXTREME VACATION NOW 1 Cd! (808) 261-SURF.

FLORIDA SOUTHERN SKIES - Serving the SOUTHEAST, nearest MOUNTAIN FLYING, also POWERED PARAGLIDING. (8281 632-6000 WWW.SOUTHERNSK!ES.NET GEORGIA SOUTHERN SKIES - Serving the SOUTHEAST, Ii hours from ATLANTA. MOUNTAII\ FLYING, POWERED PARAGLIDING. (828) C,.ll-6000 WWW.SOUTI-IERNSKIES.NET

OCTOBER

GRAVITY SPORTS -- HAWAII'S ONLY PARAGLIDING AND KITE SURHNG sho1, is now open. Come fly where rhe sun always shines and the wind .ilwan blows with USHGA TANDEM INSTRUCTOR PETE MICI-IELMORE and MARC "NAI.U" HILL .111d PWC'S PETER BRINKEBY (Edel) in beautiful Kailua, Hawaii. rly the 1·a111ous MAKAPUU sea cliffs, 80km out and return llighrs arc possible at 3,000li ms! and land on WHITE SAND BEACHES. Our rnmpletc PARAGLIDING ,ind KITE SURFING shop is located just one block from the Kailua beach. Look us up on the web at www.par-

2000

IDAHO KING MOUNTAIN PARAGLIDING - Cenil,cd !'ull-ti111e SCHOOL, t,lllght by Master rated instructor Brad Bloxham. Tandem, RETAIL, m,1jor brands, POWERED PARAGLIDERS, guide service, ,nounrain tour~, si1c information, including \vorld f'amou~ King ,\1ountain ( 1997 US Nationals.)

SUl'l'LIER/M fG: The most comprehensive, educational INFO/LOGBOOK in rhe USA, $24.95, RADIO HARNESSES $YJ.9'i, PC CARGO/DUFFEL BAG (holds wing & everything else) $49.'J'i.

101(,9 N 1'i F, Idaho rails, Ill 85401. Phone ((,02) 421-3')70, Visa/Ma,rercard, email KingMtPG~1'.10l.corn, hrr1i://111em bcrs.aol .com/kingm tpg/

PARACLIDINC - Now selling Sup'Air, Advance, Apco, Nova, flytec, Thin Red Linc, Renschler and more! Don't wait until Spring' Tap into lhe new "I-lot \Xlinrcr Deals" page on our wch :-.ire (http://homctown.aol.com/hiplainz), send an e-mail (hiplainzci'.1ol.rn111), or just call' (406) 4.l9-223'J.

ADVENTURE SPORTS - Sierra so.,ring .u its bcsr.

Tour.11 and tandems available. lnsrruction from certified USHCJ\ in.\tructor." with 2) )'l'<lr-" experience. Sak'.\, .\ervicc and in:,,truction by appointment Car\on City/l.ake T,1hoe NV. (77'i) 88.l-70 7 0 ht l p ://home. pyrarn id. net/ ad vspts

43

Our advertising has a two-month lead timeplan ahead.

OREGON

NEW YORK AIR SPORTS USA - Lessons, service, equipment.

Paragliding, hang gliding, powered paragliding, trikes.

Phone (718) 777-7000, WWW.FLYFORFUN.NET NORTH CAROLINA

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

OVER THE HILL PARAGl.lDING/POWEREDPG - Oregon/SW Washington. Sales, Service, beg-adv USHGA certified solo/tandem instruction. NOVA, FIREBIRD, GIN, OZONE, Wills Wing (SWING) FLYTEC, HIGH ENERGY SPORTS. Reserve parachute specialists. Authorized exclusive area <lealer for the amazing new MINIPLANE POWEREDPG! We have great towing an<l motoring sites close in! Full service shop/rigging facility. Out of stare pilots: Call us for free local advice & info on our great coastal, thermal, and Gorge sites. There is NO SALES TAX to ANY customer buying in or from Oregon. New & u.sed gear. Trades welcome. VISA/MC/ AMEX 22865 S.E. Yellowhammer Gresham OR 97080 503667-4557 Toll free: 888-21 5-1442 email: orhpara@spiritone.com

Web: overthehillparagliding.com

E-Mail Address info@kittyhawk.com

UTAH WHAT HAPPENS when you combine the largest paragliding school with the largest paragliding and hang gliding shop? Introducing the new CLOUD 9 SOARING CENTER. We are open 7 days a week for lessons, sales and tandem flights for both hang gliding and paragliding. The shop is now owed by Steve Mayer. Our new repair facility run by Bill (Bad Bones) Anderson, is ready for any repairs or repacks. For more information- www.paragliders.com or stop by at 12665 S. Minuteman Dr., just a few minutes from world famous Point of the Mountain. info@paragliders.com 1-888-944-5433. In Utah, call (801) 576-6460.

VIRGINIA KITTY HAWK KITES -

See ;\Jorth Carolina.

SOUTHERN SKIES - Serving the SOUTHEAST, 1 hour from Virginia state line. MOUNTAIN FLYING and POWERED PARAGLIDING. (828) 632-6000 WWW.SOUTHERNSKIES.NET WASHINGTON DIXON'S AIRPLAY PARAGLIDING Dixon White: USHGA's Instructor of the Year! Airplay: Top ranked school for years and featured in the best selling videos "Starting Paragliding" and "Weather to fly".

This Northwest training center is located on the Eastern side of the Cascades where the weather is dry and beautiful! Open May through October this 2,000 acre private flight park is ideal for the beginner with drive-up wide-open launches and large landing fields.

Individualized ,raining wirh state-of-the-an equipment, 2-way radios, comprehensive ground schooling 1

with an emphasis on tnicrorncteorology. Dixon s stu-

SUNSPORTS PARAGLIDING - Hood River, Oregon. Beginner lessons, tandem flights, advanced instruction, consignment sales. Rick Higgins, Master rated pilot, Advanced Instructor, Tandem Administrator. (541) 387-2112, SunSportsPG@aol.com TEXAS

SOUTHERN SKIES - MOUNTAIN FLYING and POWERED PARAGLIDING instruction, sales and service with full-time shop, 1 hour north of Charlotte.

7 beautiful flying sites nearby. (828) 632-6000 WWW.SOUTHERNSKIES.NET

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

44

HILL COUNTRY PARAGUDINC INC - Learn complete pilot skills. Personalized USHGA certified training, ridge soaring, foot & row launching in central Texas. MOTORIZED PARAGLIDING INSTRUCTION & EQUIPMENT AVAILABLE. (915) 3791185. 1475 CR 220, Tow TX 78672.

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

dents have won the US Nationals Sport Class and ser many records. Great new and used inventory. On-site

climbing wall, skiing, mountain biking, etc. Dixon's Paragliding in Washington and Arizona (appointments required), 8101 Hay Canyon Road, Cashmere WA 98815. (509) 782-5543. www.paraglidc.com or dixon@paraglide.com

FAX your classified ad, membership renewal or merchandise order:

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

PARAGLIDING

~--------------·---------

PARTS & ACCESSORIES FI.IGHT CONNECTIONS, INC. !'TT!!

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

IS IT SOARABLE? - Be sure with a USHCA Windsok. Made of I. 5 oz. ripsrop nylon, UV treated, 5'4" long w/11" throat. Available colors fluorescent pink/yellow or fluorescent pink/white. $39.95 (+$4.75 S/H). Send to USHGA Windsok, P.O. Rox Ll30, Colorado Springs, CO 80901-1330, C/19) 632-8300, fox (719) 632-6417. VISA/MC accepted.

Price $99.95. Extra finger switch $19.95 w/purchase.

Dealer inquiries welcome. Call (913) 268-7946.

MC/Visa. Visit our website ar www.flighrconn.com

PARAGLIDING: From Beginner to XC - By Sollom/Cook. A great addition to your paragliding library. Wonderful XC: tips. 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. USHCA, l'O Rox 1330, Colorado Springs CO 80901. (71 'J) 632-8300, fax your MC/Visa to (719) 632-6417.

SOARING - Monthly magazine of The Soaring Society of America, Inc. Covtrs all aspects of soaring flight. hill membership $55. Info. kit with sample copy $3. SSA, P.O. Rox 2100, Hobbs, NM 88241.

(505) 392-1177.

FLYl'l-:C 4020 - New cost is $850, your cost is $550.

Light use, perfect shape, all software, cables, manual, ere that came with it. (206) .320-90 I 0.

VIDEOS

MINI VARIO - World's smallest, simplest vario 1 Clips to helmet or chinstrap. 200 hours on batteries, 018,000 It., fast response and 2 year warranty. Grear for hang gliding too. ONLY $169. Mallettec, PO !lox l'i756, Santa Ana CA, 92735. (714) 966-1240, www.mallettec.com MC/Visa accepted.

PUBLICATIONS & ORGANIZATIONS

HANWAC FI.Y 2000 BOOTS -The finest paragliding boot available! Protect your ankles in style with chis scare-of-the-art booL 1-lanwag is the choice for paraglider f,ilors wanring the very best in quality and value. Order ar www.flyaboveall.com or call (805) 965.0733.

mountains. Also features c01nment.<, from top pilots &

great animation. 24 min $35.95.

STARTING PARAGLIDING

OCTOBER

2000

by

Adventure

Productions. Covers basic preparations, weather, proper

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

Renew your membership online!

TURNING POINT - IN ALPINE THERMALLING,

by Dennis Trott/Alpine f'lying Centre. 50'X, HC, 50'X, PC. Discover techniques to tame the elusive alpine thermal. Beaucifol footage set against Europe's most dramatic

PARAGLIDING: THE COMPLETE GUIDE - By Noel Whittall. The most complete guide ro paragliding on the market. Over 100 color photographs & illustra·· rions, 200 pages, $26.95 +$4.75 s/h. USI-IGA, PO Rox l .BO, Colorado Springs CO 80901. (719) 632-8300, fax your MC/Visa co (/19) 632-6417. Our most popular book!

attitude, ground handling & those first exciting launches .

30 min $29.95.

FLY HARD: Viking Films newest release. Rob Whitr,111, Chris Santacroce & a vintage Buick convertible foll of paragliders. Outrageous Hying at several west coast !lying sires. Meer HG aerobatics champion Mitch McAleer along the way. Excellem rock soundtrack, professionally filmed & edited, 35 minutes $35.95.

PARAGLIDE: THE MOVIE by Viking films. Rock-nroll world class competition at Owens Valley.

Professionally filmed & edited, 35 minutes $35.95.

Call or fax USHCA (719) 632-8.'lOO, fax (719) 6326417, please add +$4 domestic s/h (+$5 for two or more videos). Great to impress your friends or for rhose socked-in days.

45

MISCELLANEOUS

STOLEN WINGS & THINGS GIN BOLERO - XL Stolen in the MEDrORDWH lTE CITY, OR area in August, 2000. 1-'uchsia color, has damage in cc11Ler/leading edge, and/or parch, generally in poor shape. Also: XL Pro-Design "Jam" harness, rned. High Energy Quanturn reserve, Charley "Insider" helmet XL white, Flytcc 4010 vario, /\linco DJ-191 2-Mcter radio. Contact Kevin Lee (541) 9551737, thermalcracker&lbigfoot.com "AMERICAN FLAG" l'ARACLIDFR - Lost by red-X, identical to the one Scott Alan is flying in the inside back cover Parabornc display ad. (li07) 935-

ADVERTISERS Adventure Productions ............................. 5 Aerolighr USA .......................................... 5 Aircotec ................................................. .46 Baja Clinic ............................................... 5 Critter Mountain Wear .......................... 23 Cross Country Magazine ........................ 29

9912, scottC!Pparaborne.com

flight Design ......................................... 33 POKHARA- Winter 2000. Three 10 day tours sraning November 2(hh - December 27th, $1,800.00. www.razors-edge.org/llynepal, (208) 2.l3-U80 or Dale Covington (801) 474-2.180.

VIDEOS, BOOKS & APPAREL - Crll USHCA fell your Merchandise order form (719) 632-8300, fax (719) o.32-6417, email: ushga~ilushga.org, www.ushga.org DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE CLASSIFIEDS. CLASSIFIED ADVERTISING RATES The rate for classified advertising is $.50 per word (or group of cluracters) and $1 .00 per word for bold or all caps.

Phone number=2 words, PO Box=2 words, weight range i.e. 1.l7-185lbs=2 words, web sire or email address~3 words. MINIMUM AD CHARGE $5.00.

A fee of $15.00 is charged for each line an logo and $2'i.OO for each photo. LINEART & PHOTO SIZE NO LARGER THAN 1.75" X 2.25". Please un<.ierline words to be in bold print. Special layouts of" tabs ar,· $25.00 per column inch. AD DEADLINES: October 20th is the deadline for the December issue. Please make checks payable to USHCA. Send Lo: PAR/\CLIDINC M/\CAZINE, Classified Advertising, P.O. Box I .BO, Colorado Springs, CO 80901-1.330 (719) 032-8300 or fax (719) 6.l2-641 /, email jjelgart@ushga.org with your Visa or MasterCard.

46

1-'LIGHT DESIGN S2VT - Two paraglidcrs lost by the US postal service, shipped from CALIFORNIA to HAWAII parcel post on August 19th, 1999. One large w/purple LOp, one medium w/orangc to11. Lois H ulmcs (5.lO) 542-4937.

STOLEN WINGS are listed as a service to USI ICA members. There is no charge for this service and losr

and found wings or equipment may be called in (719) 632-8300 or fox it in (/ 19) 032-6417 for inclusion in Paragliding & H,rng Gliding magazine. Please call to cancel the listing when gliders arc recovered.

Periodically, this listing will be purged.

Flyrec ....................................................... 7 Hall Brothers ........................................... 5 iParaglide ............................................... 15 Mojo's Gear ........................................... 20 Parasoft .................................................. 21 Pro-Design ............................................... 9 SkyCo Sports ........................................ .40 Sport Aviarion Publications .................... 20

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

Sup' Air .................................................... 9 Super Fly, lnc ........................ 2,Back Cover Thermal Tracker .................................... 13 Torrey Pines Gliderport .................... 10,41 USHGA ............................................. .4,22 Wills Wing ............................................. 47

PARAGLIDING

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"The ARCUS is the best all around paraglider that I have ever flown .

It has it all; speed, glide, sink rate , great handling, light brake pressure, excellent thermalling characteristics, quality of materia ls and workmanship, as well as superior stability.

There i s no need for a pilot to even own a DHV-2 or DHV 2-3 to get performance anymore. Everybody from new P -2 's to veteran P -4 's w ill be happy w ith this glider."

Wally Anderson Merlin Flight School

"I found the performance and flying enjoyment of Swing's new ARCUS beyond my expectations. Swing's ARCUS has raised the bar with th is newly released entry level g lider.

All the speed. performance and looks of a performance glider, in a DHV 1 paraglider. Any student choosing this g lider will likely wear it out. rather than sell it off for greater performance as they progress down the line.

Advanced p ilots w ill rediscover the sheer fun of safe flying without feeling overly restricted.

My DHV 2-3 Is going to have to share air time with the ARCUS as I ended up buying one for myself."

Rob von Zabern Paragliding Magazine, .July 99

· 1 never expected a beginning paragllder could have such a fantastic combination of great thermalling performance, eye-watering speed capabllity, rock-solid stability, and carefree maneuvering. The ARCUS is my idea of a fly ing dream come true."

Mark "Forger" Stucky Paragliding Magazine, .July 99

Gu a l i t y

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exce p ti o nal

people.