USHGA Paragliding Vol12/Iss5 May 2001

PARAGLIDING• MAY2001

DIXON'S NOTES

CLASSIFIED ADVERTISING

UPDATE

CALENDAR OF EVENTS

STRUGGIJNG To NlAKE HIGH

by Bill/Jretkhojt, photos by Patrick, Becca andBitl Bredehoft

INDEX TO ADVERTISERS

LANDING STRATEGIES A.No COURTFSIRS

PARTI INCIDENT REPORTS

drl:icle and iltustrt1;tiom ® 2001 by Dtnnis Pagen

THE 2001 STEVE BAILEY NIEXICO ExPEDITION

6y C.J. Stu,rtev11,nt DI~CLAIMER OF

BOOK REVIEW: TBEARTOF PARAGLIDING,

B¥ DE~S PAGEN COVER· Steve Mayer and his dog Timber instructing a student on the North Side at Point ofthe Mountain, Utah.

Photo by John Heiney.

by Tom Harpok

WARRANTI13$ IN l'llBUCA> TIONS: The materi:\I pre~er(ted here is pUbUshed as part of an i.ttf0m1atkm dissem(hatJO~ se.tvic.,efur USIIGA memQ$:rs, The

USHGA makes .n:o war.ranties or tepresemations and assumes no tiabiijty

concerning the validity of

any advice, ~pinian or rec-

PILOT REPORT: WINDl:ECH'S AMBAR

VERSUS THE QUARX by 'Kati Castle

omml';Jldatio'n expressed ii1 the material. All individuals

relying upon tJ1e maJeria1 do so at t.hefr own ri~t Copyrtght'© 2110.l United States Hang Gliding Assn., In<:-. All rights resetved to .Parctgllding and imlivkluaf to.quifJULQ,(S,

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

Jayne Depanfilis, CEO, jayne@ushga.org Jeff Elgart, Advertising, jeff@ushga.org Joanne Peterson, Member Services, joanne@ushga.org Sandra Hewitt, Member Services, sandra@ushga.org Natalie Hinsley, Member Services, natalie@ushga.org

USHGA Officers and Executive Committee: David Glover, President, david@davidglover.com Mark Ferguson, Vice President, mark@ballvarios.com Russ Locke, Secretary,russ/ocke@juno.com

Bill Bolosky, Treasurer, bo/osky@microsoft.com REGION 1: Bill Bolosky, Mark Fo~bes. REGION 2: Jamie Shelden, Ray Leonard, Scott Casparian. REGION 3: David Jebb, 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, Felipe Amunategui. REGION 10: David Glover, Matt Taber. REGION 11: Kent Robinson.

REGION 12: Paul Voight. DIRECTORS AT LARGE: Jan Johnson, Dennis Pagen, Russ Locke, Steve Kroop, Aaron Swepston. HONORARY DIRECTORS: Geoff Mumford, J.C. Brown, John Borton, Paul Rikert, Ed Pitman, G.W. Meadows, Bob Hannah, John Harris, Larry Sanderson (SSA), Dave Broyles, Gene Matthews, Ken Brown, Rob Kells, Liz Sharp, Dan Johnson. EXOFFICIO DIRECTORS: Art Greenfield (NAA).

The United States Hang Gliding Association Inc. is a~ air sports organization affiliated with the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NM, which represents the U.S. at 1 FAI meetings, has delegated to the USHGA supervision of FAl-related paragliding activities such as record attempts and competition sanctions.

The U.S. Women's Hang Gliding Team thanks these sponsors for their generous support.

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THANKS FROM THE WOMEN'S WORLD TEAM

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

C.J. Sturtevant North Bend, WA

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VOLUME

12,

ISSUE

FLIGHT DESIGN

Davis Straub

PARAGLIDING (ISSN 1089-1846) is published monthly by the United States Hang Gliding Association, Inc., 219 W. Colorado Ave., Suite 104, Colorado Springs, CO 80903 (719) 632-8300. FAX (719) 632-6417. PERIODICAL POSTAGE is paid at Colorado Springs, CO and at additional mailing offices.

The USHGA is a member-controlled sport organization dedicated to the exploration and promotion of all facets of unpowered ultralight flight, and to the education, training and safety of its membership. Membership is open to anyone interested in this realm of flight. Dues for full membership are $59.00 per year (of which $15 goes to the publication of Paragliding), ($70 non-U.S.); subscription rates only are $35.00 ($46 non-U.S.). Changes of address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue.

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Dear Editor, The women pilots would like to thank these sponsors for their generous support of the 2002 Women's Team, which will be competing in the Eighth Women's World Championships in Chelan, WA. Each of these individuals, organizations, or companies has pledged $300, not a small chunk of change to anyone in the hang gliding or paragliding community or business these days! These logos will be printed on our fund-raising T-shirts, which will be available from women pilots beginning at the Florida comps. Of course, we want you to support the Women's Team by buying the shirts, but we also hope you will support our supporters, or at least let them know that you are cognizant of their generosity and are glad they're helping the women fund their competition expenses.

We continue to be overwhelmed by the unfailingly positive response toward our fund-raising drives, and want to be certain that everyone who contributes is aware of how grateful we are. Thank you, from all the women comp pilots.

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.

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AIR AMBULANCE INSURANCE Dear Editor, Some years ago, while preparing for a paragliding trip to Mexico, it was suggested that I join DAN (Divers Alert Network), as they provided a kind of insurance for getting injured members out of foreign countries and back to the U.S. I was told they also covered the expense of an "air ambulance," should that kind of transport be necessary.

As it turns out, DAN does not provide "air ambulance" coverage except in very special cases. I was recently informed by DAN that their expectation is that your primary insurance carrier covers air ambulance transports. The fact is, many, if not most, primary health providers do not provide this coverage. I have spoken with five pilots who have required "air emergency transport" after a flying wreck, and the cost for the transport alone has run from $2,200 to $4,000, or roughly the price of a new wing.

But all is not lost. For roughly the price of a new pair of gloves (and not the fancy ones at that), you can purchase this coverage. Oregon pilots can belong to Air Life with a family membership costing $45/year (www.airlife.org).

Another provider, Thomas Cook PARAGLIDING

Group, is located in Utah (801-296-5981).

At the time of this writing I have not been able to contact anyone at Thomas Cook Group at that number.

If you fly at remote or hard-to-get-to locations, air transport is most likely going to be needed in case of an emergency. You may want to look in your own local telephone directory under "air ambulance" or check with your primary health care provider to ensure that you have adequate coverage for air ambulance transport.

Richard B. Thompson www.wikedwic@aol.com

ABUSING BERNOUILLI Dear Editor, I would like to draw the attention of those pilots interested in aerodynamics to two recent publications. In the April 200 I issue of Discover Magazine a short article describes a new book entitled Understanding Flight. This book has only two equations in its entire 239 pages (one is Newton's second law, force equals mass times acceleration). It talks you through most of the important concepts clearly and dispels many misconceptions. It can be understood by anyone who can follow a logical argument.

Some of the misconceptions it addresses are ground effect, wing circulation and insect flight. But the big one is misapplications of the Bernouilli Principle. In fact, there is a chapter at the end of the book entitled just that. Those who try to describe flight using Bernouilli have an incomplete understanding of the principle and needlessly complicate matters. This book clears up the concepts and uses only Newton's three laws as a basis for all flight.

I recommend reading the Discover article ro gain more insight into why the book rejects Bernouilli as a basis for understanding aerodynamics.

Of course, this book does not cover all aspects of aerodynamics. Missing for our purposes is much discussion on gliding flight (one page appears), Reynolds numbers, low-speed flight and flying-wing stability. However, the reader will acquire a

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good, intuitive understanding of how our wings work. Incidentally, the two authors are a physicist at Fermilab and a professor of aeronautics at Washington University.

This book is published by McGraw Hill and you can get it from your bookstore for $35.

For those who want a more in-depth understanding of how aerodynamics work using Newton's laws, I highly recommend the book Newtonian Aerodynamics Fundamentals by Gale Craig. You can get it from the EAA for $20. I heard Mr. Craig speak at Sun-n-Fun about 10 years ago and have discussed these matters with him there and through correspondence. His book requires high school mathematics to be thoroughly understood. He was a physics professor and again was put off by the Bernouilli Principle because it doesn't really explain anything understandable by the average student (it is an engineering tool for calculating forces in fluids). Also, erroneous assumptions are made in order to use it to explain lift (such as that the airflow over the top of a wing has to speed up to meet the airflow under the wing, or that increasing the flow over a surface decreases the static pressure). This book is one of my favorites on the subject and is highly recommended.

I was first made suspicious of the Bernouilli model in the early days of hang gliding by one of the sport's founders, the brilliant Richard Miller. He sent me a series of questions (no answers, just questions). When I thought them through, it made me realize that the various arguments that go along with the Bernouilli Principle applied to how lift and drag are created on a wing are erroneous. That began a long search on my part for the basic elemental physical principles underlying the workings of our wings. The last book mentioned above was the first I found that put it all together. There is a distinct tendency for the press (books and articles) to blindly follow platitudes or givens without really communicating understanding when it comes to aerodynamics (I have been guilty of this myself on occasion). Those of us who are instructors should stop this nonsense and give our students a clearer and more correct introduction to how our

wings fly. Instructors will note that both the USHGA hang gliding and paragliding instructor's manuals explain aerodynamics using Newton's simple laws, not Bernouilli, for all the above reasons. Likewise, all my books on hang gliding, paragliding and ultralights follow a similar policy.

Dennis Pagen Bellefont, PA

MAG COMMENTS Dear Editor, I had to laugh after reading Dennis Bowman's plea against the merging of USHGA's two mags. It may surprise Dennis to know that a recent issue of Hang Gliding contained a superb piece on thermaling by Will Gadd, who is (GASP!) a paraglider pilot. ( We published Will's excellent articles in both Hang Gliding and Paragliding magazines. - Ed) Will's series of articles (cleverly illustrated by Tex Forrest) were more detailed and useful to me than anything on X-C thermaling that I've seen in the pages of Hang Gliding by any other author in the 10 years I've been flying hang gliders.

I must confess that I have been flying "panties" since 1986, but I probably get over 90% of my airtime on hang gliders.

Nevertheless, I must say that I find the paraglider magazine for the most part more interesting than the sister hang gliding rag.

Taking a look at Paragliding mag, you'll see valuable technical advice, applicable to both sports, given freely by top-ranked comp pilots such as Will Gadd and Josh Cohn.

It's also nice to see a wide range of articles on flying sites all over the world with a truly international community of pilots.

Yes, I do find colorful pictures of day-glowclad bag wingers in exotic locales more interesting than yet another group shot of jeans-n-tees 40 and 50 sumpthins (yup, I'm part of that group too) out in the middle of a dusty desert.

Marc Fink Washington, DC

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LAST CALL 0P'()R 20tl1 C.(U..INDAR PHOTOS- THE MAY 31 DIADLINI IS ALMOST HIRI!

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tidwe need your help. The USflGA Paragliding Calendar relies heavily on our .A.c~teemed m~mbership for.photo contributions for this wonderful project. Ifyou have s0JJ1e hofpara photography, send it to us and send it today! Launching,Jandirig, setup, breakdown, towing, whatever. The Calendar Selection Committee wants to see fr all! If chosen, your photo will be immortalized for all the world to admire. Hints of fame and fortune from this exposure are "in the air," but you have to serid you.rpics iniiow.

The deadline is May 31 !

Imagine you, your glider, or your flying site being admired universally.· Send your photography (slides preferred, horizontal format) to: USHGA Calendar, P.O. Box 1330, Colorado Springs, CO 80901. All photography will be treated with the utmost respect and properly returned. Don't delay, send 'em today! If you should have any questions, please call Jeff Elgart at (719) 632-8300 or e-mail jeff@ushg;a.org;.

KELLY KELLAR RECEIVES FIRST DIAMOND SAFE PILOT AWARD

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he USHGA would like to congratulate Kelly Kellar of Gresham, Oregon for his achievement of logging 1,000 consecutive safe flights, earning him the First Diamond Safe Pilot Award.

NSD NEWS

It is available in sizes M and L. For more information please contact Super Fly, Inc. (801) 255-9595, info@4superfly.com, www.4superfly.com.

PRO-DESIGN PRO-JECT

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ro-Design is pleased to announce that their new high-performance glider, the Pro-Ject size L, is now DHV certified 2-3.

The DHV found the easy launch and turning characteristics (both rated DHV 1-2) very impressive. DHV test pilots were also enthusiastic about the speed range of up to 55 km/h.

The Pro-J ect size L is designed for a total load of 95-115 kg. The size M model, designed for a total load of 80-100 kg, will undergo DHV tests soon.

NEW GENERAL IMPORTER FOR PRO-DESIGN

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ever Say Die and Super Fly, Inc. are happy to announce the Freestyle Harness for 2001. The Freestyle has been hugely successful because of its weightshift ability and comfort. Its unique feature is the load-carrying bar which the main hang strap attaches to that makes the harness super comfortable and also allows the harness to be trimmed so that you are neither too head-high or low in flight. The Freestyle has a new color scheme this year of black and beige.

Additional features from last year's model are an anti-forget leg strap and a second emergency parachute deployment handle.

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ro-Design would like to announce a new distributor for the U.S. market: Lars Linde, International Paragliding, Inc., 954 West Front Street, Red Bank, NJ 07701 phone/fax (732) 747-7845. For more information take a look at the Pro-Design newsroom at http://www.pro-design.at/ usanews.shtml.

The previous importer (Shasta Air Inc., John Yates, 2608 Hartnell. Ave. #6, Redding CA 96002, (530) 222-4606, fax

NEW FROM AIREA

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iREA is introducing several new models. The Rebel (pictured) has now completed DHV certification. This innovative design combines a full dual certification in DHV 1-2 and DHV 2, thanks to the ingenious Multiple Speed System (MSS) pioneered by Ernst Strobl, longtime AiREA designer. Also a first in this category, the Rebel features a partially closed leading edge (every third cell) that produces outstanding performance and speed. The complete test reports are available at www.dhv.de. The handling, material and workmanship are all top notch, and several Rebels are already flying in the U.S. Also new is the Revolution, a performance model aiming for dual certification in the DHV 2 and DHV 2-3 categories.

In Southern California, Mike Masterson (instructor and longtime Marshall pilot) now carries the AiREA product line. You can reach him at (714) 473-9586 or www.adflyer.com. For other information please contact: AiREA USA, 2401 Whitewater Creek Rd, Whitewater, CO 81527, tel/fax (970) 256-7633, airea@gj.net,www.airea.de.

SUP' AIR NEWS The Radical Harness

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up'Air's lightest, the Radical concept was taken from the Bi-Fidus split-leg tandem harness. It was designed specifically for the pilot whose requirements include minimal weight without sacrificing comfort and safety. Features include: CEN/DHV certified, weight 550 grams, split leg, two adjustable leg straps, two adjustable chest straps, safety strap from the left leg strap to the chest straps, dorsal PARAGLIDING

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peed To Fly is now availablefrbrn

Hamilton and AdventurePtotltj:ctidns. ·

It was produced and co.;:directC!!d'bJivan Longland, and hosted and drregtedby Jacky Sanderson· (Security in ..plight); · bronze medallist, 1995 Wo.dd.

Championships.

Using stunning air-to ...alf<Uid adjustable depth, adjustable elastic shoulder straps, optional removable rear container (storage/protection), accepts the BumpAir 17-cm back protector, light mountain buckles. It employs Cordura and comes in one size only.

For more information visit the Sup'Air USA website at http://www.supair-usa.com/.

onboard cameras, Jocky Si;\nder~on. · demonstrates and talk~ you. through. therrrialing technt<i).t.ies1 decision-miiking, spe(!ld-to'"ijy, preparation and much

mo.re;

Stopping offat the world's.p'~!l~ mier flying sites, he gets vzju~ able gems of advice from some of the world's best priors.

Pilots can improve theh' techniques U:slng flying advice from Jocky, Gin SeokSong, John Pendry,· Chris Muller, Daniel Crespo, Bruce Goldsmith, Godfrey Wenness and Chris Santacroce.

Otlter topics include SW and testing, competition flying, psychology, preparation, sources and signs of lift:, eqµif>ment and di:(!lt, and retrieval and emergencies. "This video is a must for anyone wanting to get the !:l'l.OSt out of t~eir cross-country flying," says Paul Hamilton. "I have had afot of requests for a video like this and am glad to offer it."

In addition to beip.g educatiop.al; with the supetb camera work of]on Townsend, it is informative and beau~i~ff tpwatchJ'of,gilqts and non~pilots .alike.. Taking off in Australia, you stop off~

W8JUi Mt1'JQ0/~1i~Ge, Tµr~ey and Korea.

Speed To Fly is 70 min~ti~ long'.)iis available fqr $39,95 plus $4.00 shipping The XC Harness

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he only one of its kind and DHV certified, the XC harness is a brandnew model like no other. Although it looks very similar to the new Sup'Air Cocoon, it is a more complicated harness to manufacture but simple to use.

Features include: 17-cm BumpAir, two self-locking biners, two side protectors, and a new speed bar. The main feature is a new reserve parachute pocket design and placement. Mounting the reserve beneath a harness is not new, but this system is radically different. Reserve extraction is a breeze, and only the reserve handle protrudes from the XC's

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(USA/Canada/Mexico, $10:Shlt,pihg all other coµritrieJ);from Paul Hamilton, Adventure Productions, 6553 StroneiVall~yJ.Dr,, Rene., NV 89523. For more informa~ tion visit www.adventurep.com. side. Weight distribution is optimal due to the reserve container's placement (forward, centered and low), and its weight is a plus in the equation. The rear of the harness is now dedicated to a large storage pocket in addition to a zipping lefr side pocket. A neoprene skirt cocoons the pilot and provides a tighter body fit as it should while flying. The BumpAir back protector has a new locking inner sock to keep it in place and secured.

It employs Cordura and comes in sizes Small, Medium and Large.

SUP'AIIR PAIRAGUDING IBLOOPEIR VIDEO

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up'Air USA (GMI Corporation) informs us that they would like to make a paragliding "Blooper Video."

Part of the proceeds will go to the USHGA to help the organization support paragliding in the U.S. They are

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asking anyone with original footage to contact them at: supair@macconnect.com, (516) 676-7599, www.supair-usa.com, GMI Corp., P.O. Box 451, Glen Cove, NY 11542.

All tapes will be handled in a professional studio and will be returned via Priority Mail to the owner(s). There will not be any remuneration to those sending contributions, but credits will be listed at the end of tape. It will be at GMl's discretion whether or not to use any submitted content, and a signed release will be required with provided footage.

Paragliding footage and stills only are requested.

Acceptable formats include: Beta SP, Hi 8 mm, mini DV tapes (Digital Video), VHS, digital .jpg stills (minimum 640 x 480 pixels at 72 dpi) to be sent on a Zip disk (PC or Mac).

A new, revised version of the Apco Fiesta has been released, ./"\..and is now available in addition to the Fiesta DHV version. It has been fully recertified in the AFNOR/ACPULS Standard Class.

When designing the Fiesta we tuned and trimmed the glider to fly and handle as an ideal beginner glider. Many pilots and dealers flew the pre-production gliders and expressed favorable opinions about their flying characteristics.

With the goal of having the same model certified as ACPULS Standard and DHV 1, we made some modifications to the Fiesta to fir the DHV Class 1 requirement. The outcome was an excellent glider, but some pilots felt that it was too solid and down to earth, and they preferred different launch characteristics and more sporty handling, the same as the original Fiesta prototypes. Following this market response we revived the original design and are now offering a Fiesta with sporty handling and launch characteristics.

Contact: Aerolight USA, (305) 639-3330, info@aerolighr.com, www.aerolighr.com . ... hanggliders, planes, paragliders and rigid wings.

For pilots, who dream our dream of flying!

PARAGLIDING

2001 U.S. NATIONALS PARAGLIDING F'LY IN - JULY 3·8, CHELAN, WASHINGTON 0

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he USPN fly-in offers an opportunity to fly and compete with other pilots at your own level while improving your personal skills. In an atmosphere promoting fun and low pressure, you too can compete for prizes. It's called Beat Your Own Record.

Chelan Butte offers world-class flying for pilots of all levels. Whether you want easy morning sledders and beautiful evening glass-offs, or all the big air you can handle, come fly with us. You won't find a better place to log a flight than Chelan, Washington. Really, it's just for fun.

Early entry fee: six-day pass, $110.

After June 15: three-day pass, $90; sixday pass, $150. These fees pay for shuttle vans, dinners, tradeshow, morning clinics, T-shirt and more. Send checks made payable to: T. White, 18645 Farmington Rd. #202, Aloha, OR 97007, http://www.enerdynesolutions. com/uspn2001. Contact: T. White, whitetdesign@mindspring.com.

We need volunteers for driving, registration and launch monitors (must be instructors). If you are interested in donating prizes for the informal competition please e-mail T. White.

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UNITED STATES !POWERED PARAGLIDING ASSOCIATION

IPARAGLIDE.COM CORRECTION

A, new organization devoted strictly to .1-ipowered paragliding has recently been formed, the United States Powered Paragliding Association. It is an effort to provide for some of the unique needs of the powered paragliding community and is dedicated strictly to this form of ultralight flight.

Among the goals of this non-profit organization are the desire to offer a ratings program similar to USHGA's with the specifics of motor flying included. These are being developed to closely parallel the equivalent USHGA ratings. Experienced instructors arc developing the examiner/instructor program. There is an incident database in place with structure sufficient to provide statistical data and a more automated version is being developed by member Rob Reynolds.

The group is also working toward obtaining insurance to protect landowners so as to increase the likelihood of obtaining new flying sites. It is hoped that this insurance will offer essentially the same coverage as USHGA but include powered flight (even if not used for self-launched soaring).

Their bylaws and other information are available at www.USPPA.org. You can contact Jeff Goin at (630) 904-4754 or by e-mail at jeffgoin@usppa.org.

A !though a recent issue of Paragliding .t"l.ran a press release from iparaglide.com indicating that the organization handles the Firebird, Gin Gliders and Ozone lines, it in fact does not. Super Fly, Inc. is the official distributor for these lines in the U.S. and Canada and our designated dealers are many, but do not include Dion Vuk or his iparaglide.com organization. A complete list of Super Fly dealers can be found at www.4superfly.com. The iparaglide.com press release was likely composed of dated material. For more information contact: Super Fly, Inc. (801) 255-9595, info@4superfly.com. www.4superfly.com.

HOT LINK AWARD

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ichael Lohrum of Hang Glide St. Louis (http://www.hangglidestlouis. com/) announces that he is periodically giving an award for outstanding hang gliding and paragliding websites.

The first recipient of the Hot Link Award is Sanford's Paragliding Page. It is a personal website that is beautifully simple and well laid out. It is full of incredible images framed against well-chosen background colors. The page takes a little time to load, but the images are well worth the wait. Visit http://www.spooter.com/ paragliding.htm.

PARAGLIDING

If you would like to place the Hot Link Award on your site use the Hot Link graphic (h ttp://www.hangglidestlouis. com/images/square/hodink200.gif) and link it to Hang Glide St. Louis' Links Page (http://www.hangglidestlouis.com/ images/ square/hotlink200.gif).

PARAGLIDE TELLURIDE UPDATE

D ecent growth and an expanded flight .f\..menu have created tandem opportunities. Paraglide Telluride is looking for a couple of experienced T3 pilots interested in making a living flying tandem in a beautiful Colorado mountain town. The flying is challenging, so only experienced T3's need apply. Contact: Scott MacLowry (970) 369 -4696.

NEW FROM IBALL VARIOS

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he VLI 00 Explorer Basic Flight Instrument features: integrated electronic compass, automatic direction finder ADF, peak values recorder (last 100 flights), three altimeters (29,527 ft.), vario with dynamic filter ("IntelliVario"), vario analog± 2400 ft.I min., vario digital ± 5,000 ft./min., vario acoustic with presettable thresholds, volume and tone, vario averager adjustable 1 to 60 sec., total energy compensation presettable, airspeed to 93 mph max, adjustable stall alarm, barometer (range 1,200 300 mB) calibration ±200 mB, thermometer (-22° F + 15 8° F), continuous battery voltage check, timer, real time clock/calendar, variable unit of measure, battery life 200 hrs., dimensions 5.25 x 2.8 x 1.44 inches, weight .42 lbs. (battery included), upgradable flash memory software, two-years warranty. The price is $375.

The VLJOO Voyager Barograph Flight Instrument features: integrated electronic compass 1° resolution, automatic direction finder ADF, glide computer, McCready function, efficiency, automatic speed-to-fly, barograph, multi flight recorder in two dimensions with continuous recording (altimeter, airspeed, vario, flight time, time and date take off/landing), memory size up to 100 flights (max 130 hours), peak values recorder (last 100 flights), three altimeters 29,527 ft., three settable polars, vario netto, PC interface and printer interface,

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vario with dynamic filter ("IntelliVario"), vario analog± 2,400 ft./min., vario digital ± 5,000 ft./min., vario acoustic with presettable thresholds, volume and tone, vario averager adjustable 1 to 60 sec., total energy compensation presettable, airspeed to 93 mph max, adjustable stall alarm, barometer (range 1,200 300 mB) calibration ±200 mB, thermometer (-22° F + 158° F), continuous battery voltage check, timer, real time clock/calendar, variable unit of measure, battery life 200 hrs., dimensions 5.25 x 2.8 x 1.44 inches, weight .42 lbs. (battery included), upgradable flash memory software, two-year warranty. The price is $575.

The VLJOO Graviter Navigation Flight Instrument features: integrated electronic compass I O resolution, automatic direction finder ADF, glide computer GPS, McCready function, next waypoint height, wind direction indicator, wind speed indicator, efficiency, automatic speed-to-fly, barograph, multi flight recorder in two dimensions with continuous recording (altimeter, airspeed, vario, flight time, time and date take off/landing), memory size up to 100 flights (max 130 hours), peak values recorder (last 100 flights), three altimeters (29,527 ft.), three settable polars, vario netto, PC interface and printer interface, vario with dynamic filter ("IntelliVario"), vario analog± 2,400 ft./min., vario digital ± 5,000 fr./min., vario acoustic with presettable thresholds, volume and tone, vario averager adjustable 1 to 60 sec., total energy compensation presettable, airspeed to 93 mph max, adjustable stall alarm, barometer (range 1,200 300 mB) calibration ±200 mB, thermometer (-22° F +158° F), continuous battery voltage check, timer, real time clock/calendar, variable unit of measure, battery life 200 hrs., dimensions 5.25 x 2.8 x 1.44 inches, weight .42 lbs. (battery included), upgradable flash memory software, two-year warranty. The price is $775.

Contact: Ball Variometers, Inc., 6595 Odell Place, Suite C, Boulder, CO 80301, (303) 530 4940, (800) 7292602, fax (303) 530-4836, http:/ /www.ballvarios.com.

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 NOV. 15: 2001 Region 9 Regionals and Region 9 Yearlong X-C Contest. The Regionals totals three weekend flights in Region 9 from March 17-May 28. The Almost Yearlong Contest acknowledges a contestant's longest flight on any day between March 15 and November 15.

Classes for Rookies, Sixty Miles, Open, Rigid and Paragliders. Entry fees $10 and $5 respectively. Contact: Pete Lehmann, lplehmann@aol.com, (412) 661-3474, 5811 Elgin St., Pittsburgh, PA 15206.

JUNE 1-2: 2001 Pro Tow Aerobatics Festival A small portion of the proceeds from this event will go to help the U.S. Paragliding Team. Contacts - Pro Tow Aerobatics Festival: http://www.superflychris.com/pro_tow_aero_festival.htm; prize money: /pro_tow_aero_$.htm; about Pro Tow: /pro_tow_crew.htm; Pro Tow schedule: /pro_tow_maneuvers_courses.htm; expenses: /pro_tow_aero_estimated_cost.htm.

JULY 3-8: 2001 US. Paragliding Nationals and Pre-PWC. Join the country's best pilots at the premier competition site in the U.S. Register and book accommodations as soon as possible, as entries are limited to 100, and Chelan is very busy on the Fourth of July weekend. Contact: josh_cohn@hotmail.com, www.chelanpg.Sk.com.

JULY 5-10: 2001 Red Bull Wings Over Aspen, Aspen, CO The format for this year's event has changed. The Paragliding Cross Country will be replaced with Paragliding Aerobatics. The competition will feature three disciplines: Paragliding Aerobatics, Hang Gliding Aerobatics and Hang Gliding Speed Run. 15 pilots in each discipline will compete for a $36,000 prize purse. For more information or if you are a

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top pilot and would like to compete contact: Othar Lawrence at fly@redbullwings.com or visit www.redbullwings.com.

from Chelan's average of five X-C-able days per week in June/July/August. Contact: Mark Telep, Sunsports Paragliding, (541 )490-8197.

JULY 9-14: Chelan X-C Classic. Since 1979, one of the nation's top events of the summer at Chelan, WA Hang glider and paraglider pilots come from all over the world to fly this exciting choose-your-task competition - straight-line, out-andreturn or triangle. Check out http://www.cloudbase.org/ChelanComps and contact: Russ Gelfan, (206)367-8963, russlfboe@home.com.

THROUGH SEPT.: Dixons Airplay

JULY 28-29: Ojai Comp. Duration event on the 28th, taking off from the Chief and landing in downtown Ojai. Race to goal with turnpoints on the 29th, also from the Chief, landing in Ojai. Contact: Claude at info@flyojai.com.

SEPT 1-8: SnowbirdX-C Competition.

USHGA-sanctioned Class A, open distance. Come and help us set another U.S. and North American record! Contact: Ken Hudonjorgensen, Two-can Fly Paragliding, 474 E. Tonya Dr., Sandy UT, 84070, (801) 572-3414, www.twocanfly.com, khudonj@qwest.com.

FUN FLYING MAY 26-28: Starthistle Annual Fly-In, Woodrat Mtn., southern Oregon. Fun flying, barbecue, tests of flying skills. Contact: www.RVHGA.org/Starthistle200 l .htm, President@RVHGA.org, (541) 482-5117.

SEPT. 8-9: 11th Annual Pine Mountain Paragliding Fly-In, Pine Mountain, Oregon.

Contact: Phil Pohl (541) 388-3869.

CLINICS/MEETINGS/TOURS CHELAN BUTTE SUMMER 2001: Tandem X-C flights, private/group guiding, personalized X-C instruction. The eastern Washington flatlands have consistently provided pilots with their personal best X-C flights. Beginners to experts can benefit

Paragliding beginner and advanced classes in Washington and Arizona. Small classes with only one or two beginner students per instructor. Advanced clinics covering WX, thermal, X-C, and kiting for P-2 and higher-rated pilots. Classes restricted to six maximum. Excellence in instruction (awardwinning instructors), flight parks (no crowds, 360° launches, wide open) and equipment (we sell the very best)! You may organize your friends for a group discount for advanced clinics. Contact: Dixon's Airplay (928) 526-4579, dixon@paraglide.com.

THROUGH OCT.: Two-can Fly Paragliding Clinics/Competitions, Point of the Mountain and Utah mountain sites.

MAY 19-20: Tandem II & Ill MAY 25-27: Thermal Clinic. JUNE 9-10: Mountain Flying Clinic. JUNE 15-17: Aerobatics Training Clinic, with Chris Santacroce.

JULY 20-22: Thermal Clinic. AUG 10-12: Maneuvers Safety Clinic, with Chris Santacroce. AUG 14-16: Maneuvers Safety Clinic, with Chris Santacroce. AUG 17-19: Maneuvers Safety Clinic, with Chris Santacroce. SEPT 1-8: SnowbirdX-C Competition. SEPT 29-30: Mountain Flying. OCT 5-8: Instructor Training. OCT. 20-21: Instructor Recertification. OCT 27-28: Tandem II & Ill Contact: Two-can Fly Paragliding, 474 East Tonya Drive, Sandy, UT 84070 (801) 572-3414 (ph/fax), khudonj@uswest.net, www.twocanfly.com.

THROUGH MAY: SunSports Paragliding Clinics. MAY 12-13: Safety &Actz've Piloting Clinic in Hood River, Oregon.

Contact info above. MAY 26-27: Thermal & X-C Clinic in Hood River, Oregon.

Contact info above.

MAY 11-13: Parasoft Paragliding School Tow Cross-Country Clinic. Chris Santacroce and Granger Banks will again coach pilots through the easiest way to go X-C - the PARAGLIDING

flatlands. Last year they coached David Taylor on 36-mile flight into Wyoming, a 31-mile improvement over his previous best. Each day they will call a 5-20 mile X-C task, and with three tow rigs and several chase vehicles the group will head off over the flaclands of northeast Colorado with abundant landing fields. X-C strategies will be taught by Granger and Chris each morning at a complimentary breakfast. Chris will have the latest Gin, Firebird and Ozone gliders to demo. Details at http://parasoft.boulder.net/XCClinic.html, or call (303) 494-2820.

MAY 18-20: Pilot Tune-up Weekend, Point of the Mountain, Utah, Join Super Fly, Inc., Chris Santacroce, Jeffrey Farrell and U.S. Team pilots for a weekend of perfecting your flying technique. Ground handling, ridge soaring, thermaling and beginning X-C covered. Transportation provided. $300. MAY 24-28: Super Fly Demo Days, Point of the Mountain, UT. JUNE 8-10: Maneuvers Clinic, Mara Lake, BC. Canada Team Super Fly and maneuvers coach Chris Santacroce guide you through boat towing to 3,000' over water and conduct basic and advanced maneuvers. Three-day course. $550. JUNE 22-24: Pilot Tune-up Weekend, Point of the Mountain, Utah. $300. JULY 13-15: Pilot Tune-up Weekend, Point of the Mountain, Utah. $300. JULY 20-22: Maneuvers Clinic, Prineville, Oregon. JULY 25-AUG. 3: Europe Tour, Switzerland and France. SEPT. 20-30: Oludeniz, Turkey Tour. Maneuvers clinic and X-C clinic. For all of the above contact: Super Fly, Inc., (801) 255-9595, info@4superfly.com.

MAY 19-JUNE 3: Fly Hard, northwestern U.S. 16-day "Fly Hard" adventure tour through Washington, Oregon and Idaho.

Circuit tour commences and ends in Seattle, WA. Fly Tiger Mountain, Dog Mountain, Silver Star, Snaggletooth, Dalles Mountain Ranch, Peterson's Butte, Ecola State Park, Oceanside, Cape Lookout, Hoover Ridge, Pine Mountain, Bachelor Mountain, Black Butte, Grizzly, Mt. Harrison, Water Canyon Flight Park, Cougar Ridge, King Mountain, Big Southern Butte, Cliffside, Lake Chelan, Baker Lake. AUG. 18-SEPT. 2.: Fly Hard,

MAY

2001

beautiful British Columbia. 16-day "Fly Hard" tour through British Columbia (BC) Canada. Commences in Vancouver, and ends in Calgary. Fly Ipsuit, Mt. Currie, Blackcomb/Whiscler, Black Tusk, The Chief, West Lion, Mt. Mackenzie, Mt. Cheam, Mc. Slesee, Grouse Mountain, Mt. Mercer, Mt. Elk, Bridal Falls, Woodside, Anarchist, Blue Grouse, Coopers, King Eddie, Mara Lake, Mc. 7, Mt. Swansea.

Contact: www.iparaglide.com.

MAY 25-27: International Great Lakes

Parachute Safety Seminar and Demo Days.

Wills Wing demos for qualified aerotow pilots with the Draachen Fliegen Soaring Club at Cloud 9 Field, Michigan. Also, Rob Kell's safety seminar for HG and PG pilots. Seminar fee $30. Pre-registration required. Contact: Cloud 9 Sport Aviation, Cloud9sa@aol.com, (517) 223-8683.

MAY 25-27: International Great Lakes

Parachute Safety Seminar and Demo Days.

Wills Wing hang glider demos for qualified aerotow pilots, with the Draachen Fliegen Soaring Club at Cloud 9 Field, Michigan.

Includes Rob Kell's informative and practical parachute safety seminar for both PG and HG pilots, including practice deployment from a simulator and a repack.

Parachute seminar fee is $30, pre-registration required. Call or e-mail Cloud 9 Sport Aviation for more information and registration: Cloud9sa@aol.com, (517) 223-8683.

MAY 25-28: Memorial Day Demo Days.

Demo gliders, harnesses, helmets, varios and more. Industry experts will give product talks and safety lectures. Pre-registration $45 with T-shirt by May 15, $45 without T-shirt at the event. This year we are going to try for an "old-man's reunion," are collecting vintage paraglider equipment, and hope to have many of the sport's founders. For more info or to register contact: Cloud 9 Soaring Center (801) 576-6460, info@paragliders.com, or mail registration to Cloud 9, 12665 S. Minuteman Dr. #1, Draper, UT 84020.

AUG: 4-12: Four Cross-Country Paragliding Clinics in the French Alps. Contact: Philippe Renaudin (516) 676-7599. Info at: http://www.supair-usa.com/

Outta Control

by Peter Reagan n the last few months, a user-friendly Web-based accident report form has become available at the USHGA website (http://www.ushga.org) This project has been under consideration for a long time.

Please use the site. There is no incident from which we can't learn to fly more safely. Our new form will greatly facilitate the collection of statistical data, as well as the anecdotes that make up these accident reports. Their usefulness is directly proportional to the percentage of accidents that are reported.

Note that everyone who is aware of an accident has the responsibility to ensure that it is reported. We get reports about perhaps 15% of our accidents, if we believe the membership renewal surveys. It would be so wonderful to do much better than that. Not all reported accidents are described in the reports, but they are all included in the statistics. We use these to help instructors figure out the safest procedures, designers to come up with safer wings and harnesses, and individual pilots to appreciate where the dangers lie. I don't think there has ever been a situation in which a pilot, instructor, or manufacturer was damaged in any way by the filing of an accident report. It's embarrassing, but in fact we have very little to lose and a lot to gain. Please ensure the reporting of accidents. It'll be more fun now with the new form.

Incidentally, three Instructors or Observers nationwide are responsible for instigating the submission of a very high percentage of the reports in their areas, and they deserve recognition. They are Scott MacLowry, Phil Neri and Dixon White. We need Observers, Instructors, or volunteers from other geographic areas to improve the reporting. I feel confident that the three listed above would be willing to share their exalted status.

Here are some incidents and accidents with a common theme that were reported last year.

I

ALPINE SITE, SUMMER EVENING GLASS-OFF A young, fairly experienced pilot was flying a DHV 1-2 glider one size too big for him.

He had trouble launching, and after a couple of attempts he shortened his brake lines. He finally launched, got blown back, experienced many asymmetries, spins, surges, etc., finally deployed his reserve and landed uninjured on a small ledge on a big cliff, hooked to a tree. He spent the night there and was rescued by helicopter the next morning.

INLAND COASTAL SITE, STRONG, STEADY WINDS The site was a 200-foot bluff facing a large lake. The bluff is about 100 yards wide and then drops off to a parking lot. The pilot watched conditions for a short while and thought they might be easing up toward sunset, so he set up. He had two unsuccessful inflation attempts. He rechecked the wind speed (15-17 mph) and set up for a third time. Witnesses report that he pulled up, was pulled into the air, and was immediately blown over the bluff down into the parking area where he hit the railing of a staircase. He was intermittently unconscious.

Tourists called for help and he was taken to a local hospital where he was found to have broken ribs, a punctured lung, bruised liver, broken right foot, broken big toes, sprained left ankle, a deep scalp laceration and temporary inner ear damage.

NOON, COASTAL SITE A novice pilot on a DHV 2 wing pulled up in windy conditions with low fog and started trying to soar the ridge. He was blown back over power lines in the fog, rotored by houses, had a partial deflation and landed hard on a driveway, breaking both his heels.

AFTERNOON, VERY THERMIC SITE BEGINNING TO GLASS-OFF A novice pilot soared for 25 minutes, then went too dose to the end of the ridge, got into the venturi and blew around the end, eventually experiencing a downwind crash into some trees. The pilot was hospitalized with back, pelvic, ankle and foot injuries.

Reports of pilots being blown back are fairly commonplace, and the consequences

14

are highly variable. Many people simply make an unplanned out-landing, but pilots have been injured, and on occasion, killed.

Perhaps it is a good idea to discuss how to avoid this fate.

Being blown back is more common for beginning and intermediate pilots. There are really three phases of a blow-back accident.

The first one involves deciding to launch into wind chat turns out to be too strong.

The second involves the period of time when one starts going backward before the blow-back becomes inevitable, and the third phase involves figuring out how to ride the monster.

Deciding when to fly is surprisingly complex. Simple rules about wind speed are inadequate for the decision. Atmospheric instability will radically affect exactly how the wind will flow over or in front of a hill, as will the shape of the hill. Stable air hitting a ridge will act heavy. It will try to get over or around the obstruction as low as possible.

This causes venturi effects with strong winds on the tops and at the ends of ridges. But unstable air will splash high in front of a hill and just keep going up. In this situation, the wind going over the top of the ridge may actually be a lot lighter than it is farther out front. Air that's rising thermically may also appear on launch to be too strong for comfortable flying, but it will just keep going up instead of over and back. Therefore, knowing about the predicted lifted index and upper-level winds, as well as having techniques for evaluating the difference on launch, will help. For the latter, one can see if the cycles coming up the hill decrease close to zero, or if there is a large, steady component. One can also watch birds to see if they circle. The presence of cumuli is a tip-off.

One of the most subtle situations involves glass-off. At this time of day it's common for a thermally generated wind to affect a wide area in a very steady way, and the best way to tell is to remember that the day had light wind, and there doesn't appear to be any significant change in the weather in the offing. Finally, strong winds naturally make launches more difficult. If you've muffed a few launch attempts it may not be your technique. The wind may be too strong. Reconsider, and don't shorten your brakes.

PARAGLIDING

Effective wind speed is also affected by air density (humidity, temperature and altitude), by exactly where one is standing on the hill, by the degree of crosswind, and other even more prosaic considerations, such as the presence of trees out in front of launch. The angle of the wind matters since straight-up wind will blow you back more effectively than a crosswind, but with the latter you may miss the LZ as you are forced down the ridge. Relatively steep launches affect the wind more unpredictably, so the evaluation is more complex. Because these features all interrelate, it is advisable for pilots to leave a significant margin for error when they choose to launch.

There are a couple of considerations involving the aircraft itself. Obviously, faster gliders, usually higher performance, can stay out in front in stronger winds, but where you are in the weight range of your glider matters a lot. If you are lighter you go slower. This is even more critical for tandem pilots since each flight can involve a radically different weight. Moreover, small pilots on small gliders fly slower even if they are at the same place in the glider's weight range. Scale factors dictate that smaller wings are designed for a lighter wing loading, and they simply can't fly as fast as a larger, heavier combination. They also sink more slowly, so in light conditions they are at an advantage.

The level of complexity means that new pilots often are unsafe unless an experienced pilot is available to help them decide.

Furthermore, experienced pilots need to help neophytes customize their flying decisions to their own speed range.

So what do we do to avoid being blown back once we are in the air? First and foremost, it remains critical to pay attention to changing conditions. Sites where soaring depends on ridge lift are very sensitive to changes in wind strength or direction.

Luckily, our ridge sites are often on a coast and changes on the water surface can be extremely helpful. But be aware of how the wind is affecting your glider. Is your forward speed being reduced? Are your crabbing back and forth more steeply? Is there a change in the difference between the fast beat and slow beat of your ridge traverses?

Finally, what is the quality of the lift?

Perhaps most importantly, if you are a neo-

MAY

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phyte, what are the other pilots saying and doing?

Be aware of variations in the landscape.

For example, a horizontal venturi effect my happen at the tip of a ridge that is otherwise causing good, dependable lift, and the hapless pilot can be vacuumed into a side valley.

Finally, in this category, be aware of alternate landing zones behind your ridge, and increase your margin of safety if there aren't any.

Once you detect that you are going back, your options have narrowed considerably.

You can accelerate your glider with the speed bar. If the ridge towers relatively high above and behind you, sometimes it helps to degrade your performance, such as with big ears. But ears will slow you down. If the ridge is close to your height or below you, or if it is relatively shallow, ears will make your situation worse. Can you guess what the wind will do in the next few minutes? Sometimes a water surface will help with this. Unless it is obvious that the wind is backing off, or you are able to penetrate with the speed bar engaged, it is time to face the inevitable. You are about to land somewhere you didn't expect to. The instinctive response to this situation is to face forward with the bar down and try to stay as far upwind as you can.

Unless you can reach the ground in front of the hill this may be a bad idea.

Once you have been blown over the top of the hill, the object is usually to be as high as you can and to fly downwind as far as you can to have the widest possible choice of landing areas, and to minimize turbulence from the hill itself. It is best to reach a decision point as soon as you can when the blow-back becomes inevitable, so you can gain altitude and find a landing zone. But no matter how you try to optimize this, you will often encounter severe mechanical turbulence as you drift down behind the hill. It is important to be prepared for this and fly actively, with minimal brakes.

Finally, there's the preparation for your impromptu landing. Radio, GPS, treedescent gear, a protective harness and perhaps a cell phone may all be invaluable, as will the know-how that goes with these things. Out-landings and X-C landings are complex topics in themselves.

Fly safely and have a great summer! Ill

Oregon XC distance record of 83 miles set

by Rick Higgins on an APCO Allegra!

Struggling ~ To Make High

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Becca overshoots the LZ but makes it down before the power lines. we might need. Philip won his division last year in the Chilean Championships and was second in the Latin American comps this year. He'd spent hundreds of hours flying all over Chile, but especially in Iquique. So he seemed like the right person and, despite our worries about what we were getting into, the decision was made. And Patrick did get down, eventually.

"OOPS." Fortunately, the LZ at Palo Buque has no obstacles and consists mostly of deep sand. So when I forgot everything I'd ever known about landing and plunked down in a full stall from about 10 feet off the ground, it was painless physically, even if it added to our insecurity about what we had gotten ourselves into. Combined with Patrick's problem of getting down in strong lift, these first flights were worrisome. Were we up to this kind of flying? And just how rusty were we from hardly flying since the previous fall at The Point of the Mountain in Utah (Montana winters don't provide many good days for flying). New territory, unfamiliar equipment, and a different instructor were a lot to deal with all at once. We had come to

18

up the main face. Later we compared notes and found that all three of us had eagerly scanned the hill as we climbed, hoping to see a flash of bright green as we flew over a parrot. Only gradually did we each figure out that "cocktoos" were the scraggly, blackened cacti, the one thing able to survive in this arid climate.

Philip's English is really quite good, even if his pronunciation led us astray at times. A more difficult issue was that the Chilean approach to flying seemed similar to their way of driving: do your own thing and try not to get hurt in the process. There was none of the semi-orderly routine we'd learned at the Point (kite up to the lip, survive getting waked a few times while waiting for an opening, and then cautiously launch). In Chile we watched one pilot pull out his wing, grab the risers and inflate it, getting pulled a few feet into the air in the process.

Only then did he unpack his helmet and harness and clip into the glider. Another guy tried to launch in strong ("forte") conditions from the slope below the ridge top and was dragged across and down the gravelly sand.

The kiting practice we'd protested so much about (this is booooriiiing-when can we fly?) actually helped quite a bit, and we found that we could rely on our basic skills (with a few exceptions) pretty well.

feel secure at the Point with Dale Covington, our patient tutor for the three years of sporadic trips it had taken to finally attain P-2 "HERE YOU ARE STRUGGLING, status. Philip's approach was different than ALWAYS STRUGGLING TO MAKE Dale's. Both are concerned about safety, but HIGH." Philip definitely enjoys confronting and The afternoon found us directly above town, overcoming objective dangers, and we felt on top of a 500-meter ridge at Alto compelled to do likewise.

Hospicio. There is a panoramic view from Despite the worries, there were amusing the launch site which can be seen at moments as well.

Iquique is in a part of the country where almost nothing grows except where it's been planted and watered. The hills are bare. There are no weeds, even along the roads, just sand and rocks.

One exception occurs high up on the ridge at Palo Buque. Philip had told us to watch for "cocktoos" as we View from the beach in lquique towards the launch at Alto Hospicio, which is between the white building and the palmtree, on the ridge top. scratched our way PARAGLIDING

wvvw.parapenteiquique.cl/index2.html. The town fathers have created a nice area here to set up and take off. Below launch there is a huge sand dune, and below that is the town and then the beach and ocean. The idea is to use the lift created by the combination of the reliable breeze off the ocean and the strong thermals that form over the bare sand to climb along the ridge and eventually high over the altiplano at the top. It's easy to be several hundred meters over launch almost immediately, and to stay up for hours on days that are "forte." On the days that are more "piano" (calm), or late in the afternoon, one rides the fairly smooth air down for 10 minutes or more to a landing site at about 150 meters above sea level.

"BUT DALE SAID ... " "Look Dad, it's got three of the four dangers they list in the articles about landing zones: power lines, buildings and water. At least there are no trees."

The children were restless, to say the least. Getting up at Alto Hospicio may be easy, but getting down proved just as challenging as at Palo Buque. Sled rides from the top went our over the dune, staying high enough to avoid the rotor behind it, and then down into an empty lot the size of a couple of football fields. I say "empty" advisedly, since it is obviously a place people come to party, leaving broken bottles behind. Not only is it a bit small, bounded by stacks of shipping containers on the left, a fence on the right, and a power line blocking a glide to the beach, but it slopes downhill. Consequently, as Becca discovered, coming in at a low sink rate tended to extend the glide path almost infinitely, or at least too close to the power lines for comfort. Patrick's alternative, a last-minute turn uphill, resulted in a face plant in a patch of thankfully-free-of-glass sand. Philip was

cool with all of this, but we three talked that night and decided that we needed to work much harder on landing short (on the tail of the sand dune), and then running the last few feet into the lot.

"YOU MUST FIND THE LIFT AND Another place that we experienced Chilean machismo was flying with eight to ten other pilots in thermals. We were nervous enough about flying in the "forte" conditions, which required more active piloting than we'd done before. But having South American hotshots zooming around us, doing aerobatic maneuvers, was unnerving at times. There certainly was no one yelling, "Follow the pattern!" at Alto Hospicio. We pinned our hopes on these guys being able to translate the clear signals we tried to send about where we were headed, and there were no close calls.

Actually, the Chileans seemed generally to be

reasonable about what they were doing until we heard Philip's plans for the next day, that is.

"If you are short, you will land here," said Philip, as we drove past another empty lot. Ten-story buildings surrounded this one, so the three of us immediately ruled our any consideration of a short landing. "But do not worry, you will not be short. We do this all the time and it is no problem." His idea of "no problem" turned out to be a launch from Alto Hospicio, a struggle to make high, then a move north along the ridge, over a major highway and the power lines, until we could gain more altitude in order to fly out over the city to the beach. Then it would be easy, he said, to figure out which direction to land in, make a few turns over the beach to lose altitude, hope the folks on the beach realized what the gringos had in mind, and land. It didn't help that the name of the beach was "Playa Brava," meaning "Don't go in the

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Patrick coming into the empty lot LZ. water or you will surely die in the undertow."

We were all relieved when the wind was too much from the north on our third and final day to even consider attempting this fear.

We had decided that we weren't up for it, even if Philip had given the goahead. On the other hand, wouldn't it make a cool story to tell if...

"I think you now have the hang of flying in these thermals ... " All in all, we had a great time. There were no injuries, we gained new skills, and we increased our airtime exponentially. We also profited from long discussions of the risks involved in this sport. It was anxiety provoking to have a new instructor, language differences, and the complexities of flying at a new sire. But it was also rewarding to have to consider the challenges and make our own judgments about what was reasonable to attempt, regardless of what other people were saying and doing. We found that we needed to work on some aspects of flying (and landing), but also that we had sound basic skills we can build on as we struggle to make high in the future.

Factoids: Iquique is a two-hour flight from Santiago. LanChile sells three in-country flights for $240 if you fly to Chile with them.

October is the best month to fly in Iquique, and February the worst, but the weather is almost always good, with flying possible 300 to 330 days a year. The daytime temperature is in the 70's and it never rains. Most of the flying involves thermaling, with cross-country flights of 50 kilometers or more not uncommon. The water is drinkable, the veggies and fruit won't make you sick, and the Chilean infrastructure is more similar to the U.S. than to most third-world countries. We never felt unsafe in crowds or on the street, although anything left unattended is likely to disappear. A slightly seedy hotel with a nice courtyard and pool, near the beach, with breakfast, is about $45 for a double. Food costs a little less than in the U.S. Philip Maltry is at altazor@emel chile.net. He has modern equipment, a good truck and he's a great guy, willing to help out however he can. Unfortunately, he may be moving to Brazil. There are other schools and instructors in Iquique and in other parts of Chile.

The author may be contacted at wbredehoft@billingsclinic.org. - Ed

MAY 2001

·ng Strategies Courtes ~ es art article and illustrations copyright © 2001 by Dennis Pagen

All good things must come to an end, so say the armchair philosophers.

No matter how good the lift, how much you are at one with your wing or how lost you are in the ecstasy offlight, you must eventually land. anding in itself is not a bad thing, but it usually signals that the fun is over. In addition, it often presents ---some special challenges, be they of a field-size, turbulence or traffic nature. Most of us learn little strategies for dealing with less-than-ideal landing situations, but simply observing at any popular flying site clearly indicates that not every pilot is so educated or experienced.

In an effort to help us all fly "up to speed" and "on the same page," we offer a few simple stratagems and points of common-sense courtesy. The goal is conflictfree setups and accident-free landings.

Seeking such a goal is something that should never end.

The wuffos ask, "What do you do when the wind quits?" Land, of course. But what do you do when the wind quits with 20 pilots in the air? Land in a massive traffic jam, of course. And so we have our first point of concern: multiple glider landings.

I have been in landing situations with as many as 15 other gliders in some stage of landing, but most often it is one to five other gliders at fly-ins or competitions. The problem arises when more than one pilot is intent on touching down at the same time.

The problem increases the smaller or more tricky the landing field. Any serious conflict in the landing pattern can have disastrous effects, so we offer these guidelines:

The lowest pilot in a group over a landing field has an obligation to lose altitude rapidly so the next pilot can lose altitude rapidly after ample clearance from the first pilot accrues. Losing altitude rapidly does not mean doing lazy 360's or turning back and forth. It means doing diving 360's or some other maneuver to increase sink rate while the remaining pilots are in a holding pattern. If everyone knows and follows this rule, landing conflicts are essentially eliminated.

Occasionally you will be at the same altitude as another pilot. Who goes first?

Sometimes one pilot will take the initiative and begin to auger down. The best policy to follow is to give a hand signal by waving a hand down if you intend to go first (first come, first served). In general, the least

Figure 1: Positioning for viewingfield.

experienced pilot should go first so the way is more clear. How do you tell who is most experienced? Flying style and equipment are usually dead giveaways.

Nothing is more exasperating than taking the initiative to dive down first, then having the other pilot dive down at the same time. Be observant and stop diving if the other pilot is diving. Another goat-getter is when it's your turn to dive down next and a pilot above you decides to dive down past you. All you can do is wait for the next window and hope you are not too low.

Almost equally frustrating is when a pilot lower than you is the low man in a group, yet does not auger down. The frustration can change to fear if you are part of a gradually descending horde catching up to him while he floats around in low-level buoyancy. Inexperienced pilots often make this mistake, perhaps because they are trying to prolong their flight or because they are oblivious to the log jam above them. Don't linger if you are the low pilot. Clear the air or you may be one of the conflict victims.

Remember: Low pilot has an obligation to clear first.

2) Keep track ofall gliders. This rule goes hand-in-hand with the first rule, for you can't determine who is lowest unless you know where all the gliders are. Certainly, when more than five gliders are orbiting the landing field, keeping track of them is like babysitting a bevy of simian imps.

But there are strategies to help you.

Other gliders orbiting

~~J Landing Field

1) The low man (or woman) over the landingfield should lose altitude and land first.

This is the most important rule, and the rule that is most often violated by inexperienced pilots. It should be taught in every novice program, for when a pilot starts flying high, landing conflicts are bound to happen.

22

PARAGLIDING

First, keep track of who leaves the lift to go out to land. A general view of how high they are leaving and how buoyant it appears to be over the landing field will inform you as to how many gliders are likely to be there. Second, before you head out yourself, make a mental note of how many pilots are still soaring so you have an idea of how many can potentially join you if you find lift over the landing field.

Third, on your way out, carefully scan the sky ahead and to either side to get an exact count of how many gliders are in the landing airspace. While doing this, glance back a couple of times to see if any pilot decided to head out when you did. Finally, when you get out there, keep track of all the gliders' positions and mentally reduce the number as one lands, or add a number as another one comes out below you.

To perform this tracking successfully you must practice spotting gliders readily and predicting their position from their heading and previous position each time you look for them. Clearly, a bit of experience with one or two other gliders in the air is necessary before you mix it up with a flock. Naturally, it is important to follow these same practices while soaring with a group, and this practice carries over to landing.

3) Do your setup a bit to the side ofthe landing field. If you orbit over the landing

area you will not have as complete or continuous a view as you will if you are off to the side. An ideal position is enough to the side so you can keep all the other pilots within a 60° viewing angle as shown in Figure 1. Also, if you perform figure S's or large rectangles rather than 360's, you can maintain everyone else in visual contact.

Beware of hanging out too far away from the landing field. Pilots who do this often surprise others with a long, straight-in approach to the landing pattern which can cause serious conflicts. Gliders can be surprisingly hard to see when they are exactly at your level or below you enough to mingle with the ground as a background, especially at dusk. Remember, the unwritten codicil to "see and avoid" is "be seen and be avoided."

4) Leave the ridge or soaring area alone. If another pilot leaves just as you do, consider turning back to soar a bit longer.

Alternately, you can try diving out to the landing field if you have the altitude and won't conflict with other gliders in the holding pattern. If you see another glider leave,

MAY

2001

• Long landing field: Avoid shaded area to give other gliders room.

\

\ • Top view

• Large Field: Avoid center (shaded area) to give other gliders clearance.

allow a time interval that lets him or her be below you when you get to the landing field. This time interval will typically be 30 seconds to one minute.

5) Use as little ofthe landing field as is safely possible. When it is your turn to enter the landing pattern (downwind, base and final or figure 8), do so in a predictable manner. If the field is large, set up so your final is off to one side in case an unseen pilot is coming in right behind you. If the field is long and narrow, carefully land either short or long to allow a following pilot a clear shot at an open area and a better chance at avoiding your vortices.

Landing in the middle of a field when the sky is crowded is bad etiquette. If you do it repeatedly you may not get invited back to the party. Figure 2 illustrates these concepts.

6) Finally, move your glider well offthe field as soon as you land There are two pet peeves here: pilots who land in the middle of a landing field and stay there and pilots who park their gliders as soon as they reach the edge of another parked glider.

In the first case, you can greatly complicate a following pilot's landing if the field is relatively small and you are an added obstruction in the middle of it. The general rule when the sky is raining gliders is to land near the edge of the field if you can, and keep running until you're well out of the usable landing area. One exception to this rule is if another glider is breathing down

your neck as you turn to final. In that case it is usually better to remain still once you touch down so he or she won't have to dodge a moving target. Normally, the following glider's final will be beside yours, so remaining still will avoid conflict.

In the second case, gliders that stack up on the edge of a field gradually eat up the landing field as each subsequent one gets plopped down further out. This is a common experience and one that has led to gliders landing on gliders. Don't be part of this general negligence. Move your glider well off the field by carrying it around the other parked gliders if necessary.

Most of these points of discussion come under the heading common sense rules, rightofway rules, or the golden rule. One of the blessings of our flying sport is that we are self-regulated. But the burden of that blessing is that we must abide by some conventions to avoid bouncing off one another and bringing our whole self-regulated structure tumbling down in the process.

Have you ever been guilty of not following the guidelines outlined above? Shame on you! Were you ignorant of their existence?

Oops! Now you know, so go with grace and sin no more. Your flying fellows will like you better and we'll all more readily achieve our accident-free goal.

Next month: Landing with vortices and adverse conditions. Ill

23

The 2001

STE

BAILEY

Mexico Expedition

by CJ Sturtevant

Six years ago Steve Bailey and a handful offlying buddies made a January run to Mexico to escape the gray gloominess of the Northwest winter. They returned tanned and jubilant, flaunting log books bulging with dozens ofMexico flights and hours ofwinter airtime, trying to suck in bellies bulging from an overabundance of cheap food and cerveza, and eagerly entertaining us all with tales ofdaring escapes from local banditos and federales.

T

heir adventures caught the attention of the fish-belly white northwest paragliding communiry, whose closest encounters with recent adventure might have been a brush with a tree during a no-wind launch from south Tiger last November.

The next year, when Steve suggested gathering a group to go adventuring again, a tradition was born. Nearly a dozen pilots joined in; che following year there were more than 20 . Steve was the spearhead, che organizer, che one whose tales of terrifying turbulence or encounters with the gringo-hating federales left his listeners longing to be pare of it all.

On November 8 in 1999, Steve lose his nine-month battle with colon cancer, and the Northwest lost one of our bestloved and most respected pilots. The annual trek to Mexico was renamed che Annual Steve Bailey Mexico Expedition (AS BME), and the group continued to expand. This year 31 pilots and drivers, from all over Washington state and as far

24

away as France, signed up to continue the ASBME tradition of"get high, go far, hang on, have fun! " We did all of that, and although cloudy skies reduced how high, how far, and how cighcly we had to hang on, from chis pilot's perspective the fun factor was at the top of the scale.

WHY MEXICO? We could have just driven to Southern California and avoided dragging ourselves to the airport ac 3:00 AM. This was, after all, a vacation, and as driver Jaye Wilson points out, "No real vacation scares at three in che morning!" And we know there's no need to go all che way to Mexico to find sunshine and airtime in January. You SoCal pilots are famous for gloating about the elevenryseven hours you got lase winter while we poor Norchwesterners draped our damp wings over the furniture after another sledder in the drizzle.

In truth, what motivates chis annual mass migration to Mexico is partly tradi-

The very Francophile Grego taking off with his French rat tail. Photo

by Robert Monnier.

Looking west from above Ajijic. Photo

by CJ Sturtevant.

PARAGLIDING

I

•

Ida and/aye shop fo r lunch in the jocotepec market. Photo by C.J Sturtevant.

MAY 2001

Lines ofdust marching across the San Marcos lakebed. Thayer and John survived their tooclose encounters with the tree on the left, and blew over the back to land in jocotepec. Photo

by Phil Humphries.

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tion and partly the enhanced bragging rights that are included in the package on any flying tour to a foreign country.

Add the sheer adventure of surviving in a setting where you need a phrase book to order dinner or find the bathroom, and where the markets are filled with amazing items that have never been seen in a Safeway grocery sack, and there's motivation enough, at least for the 32 who signed up for the 2001 ASBME. WHO ARE THOSE 32?

This year's group was about as diverse as they come. There were charter ASBME'ers, others who'd had a taste or two of Mexico's potential and were back for more, and nearly a dozen ASBME first-timers with skills ranging from new P-3 to experienced P-4. There were three women pilots (including new pilot Betsy Pentz, who'd often fly an early tandem with husband Geoff and then trade her helmet for a chauffeur's cap for the remainder of the day) and three women drivers, and 26 guys. We even had a pilot from France who looked like a Robert when he signed up but who turned out to be a RoBEAR who speaks English flawlessly and Spanish fluently enough to carry on casual conversations with the locals. He also flew the distance with the big dogs and handled a French chef knife like he was born to it, which just goes to show that if you post your sign-up list on the Internet, you may get some pleasant surprises!

Thirty-two people require at least three vans, which means at least three drivers unless the pilots are willing to take turns with van duty (fat chance!).

Veteran ASBME drivers Jaye Wilson and Ida Brooks were in from day one, but Betsy was not yet committed to driving.

Two drivers for three vans was creating severe angst for air-starved pilots. Ida to the rescue: Her description of sunny skies and single guys enticed friend and coworker Chris to abandon her adolescent children and her job to become a paradriver for a couple of weeks. There was one obstacle: 2 teenage girls + 2 weeks off from work = forget having enough spare cash for a trip to Mexico.

Release from the threat of driver duty was billed at $20 per pilot for Chris's airfare, St. Ida was canonized for her headhunting miracle, and the sign-up list was

promptly closed before a need for a fourth van developed.

THE EXPECTATION "Here's what we've always done," the veterans explained to us newbies as we pored over maps that first evening at the hotel. "We load up around eight, grab breakfast at the juice bar and buy lunch at the market in town, then do Tapalpa in the morning. The X-C route from Tapalpa follows the road back to San Marcos, so retrieve is a no-brainer. By the time everyone is picked up from the early flight, conditions should have mellowed out on San Marcos and we'll get up and over the back to fly to Jocotepetec, or at least part way home."

Shivering in the unexpectedly chilly evening air, we piled the extra blankets on our beds and dreamed of sunshine and lift to 12 grand and personal-best X-C. THE REALITY

If we were a group inclined to kick rocks and mutter, "Skunked again!" when conditions don't live up to expectations, there'd have been a solid 10 days of rock kicking and muttering. True, we still loaded up at eight, this year pulling sweatpants on over our shorts and wondering where all these clouds had come from (Clue #1 that this wasn't going to be a typical ASBME). In town the oldtimers were delighted to find that the juice bar and market were still as they'd remembered. We newbies reeled from culture shock: The menu was a list of undecipherable choices, the prices were incomprehensible, the juice was served in a plastic bag rubber-banded snugly around a straw, and the delicious-looking bionicos clearly contained the forbidden unpeeled fruit. "No one has ever gotten sick from eating here," the veterans reassured us, so we tossed caution to the winds and joined them in this delightful breakfast tradition. (FYI, betabel is beet juice, apio is celery, and both are surprisingly delicious combined with the more traditional fruit juices. A peso is worth about 10 cents, and mixed in with the apples and pears and bananas and raisins in the bionicos was a seedy, soapy-tasting fruit that we never did identify in its uncut form but quickly learned to toss out of this otherwisePARAGLIDING

ambrosiac yogurt-topped fruit salad.)

Bionicos and bagged fruit juice in hand, we crossed the street to the market. Begin at the bakery with still-warm rolls for a peso each, find the avocado lady (who corrected my pronunciation: aguacate, she said) and pick out three huge ripe ones for five pesos. I pointed to a chunk of cheese that didn't look too crumbly or fragrant, discovered that at three for a peso it wasn't possible to buy just one lime, grabbed a bunch of fingerlength bananas and some naranjas - we

were right on schedule and ready to roll.

The old-timers pointed out savored memories along the route to Tapalpa: the Pemex station, this year apparently without the slavering dog that had snarled from the rooftop on previous trips (Clue #2), the impossibly small field where one or the other of them had landed after stretching a glide too far in hopes of getting a bit closer to "home," potholes, dust and firewood-laden burros on the road over the hills to the village of San Marcos, the narrow streets in

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George enjoys an evening ridge soaringflight at joco. Photo by CJ Sturtevant. town that were barely wide enough to accommodate our gringo vans. Just past the village we could look back to a clear view of launch on the San Marcos ridge where we'd return for the afternoon flight. Ahead stretched the dry and dusty lakebed whose water has been completely diverted to supply the parks and fountains in Guadalajara and whose dust devils typically provide visible indications of lift for midday flyers at San Marcos.

Still on schedule, we raced across the lakebed on a beaten track to the paved highway (thus avoiding a hefty toll collected at the official onramp) and the tour continued. This rock face generates booming thermals. Don't go scratching too far up that valley as there are absolutely no roads in there and you'll spend all day and then some fighting through the thorns and brambles back w even a dirt road. The field next to the bullring is an easy retrieve if you go down early. And avoid landing in cut

28

corn fields because the stubble is stiff and sharp. The 45-minute drive to Tapalpa went by quickly enough, and even the continuing cloud cover lost its oppressiveness when a paraglider was spotted soaring just above Tapalpa launch.

Launch itself provided Clue # 3 .

Exclamations of, "My tree is gone! " and "What happened to all the brush out front?" let us newbies know that improvements made for the recent hang gliding Nationals were obvious and welcome. By now the formerly soaring paragliders had sunk out and the birds were flapping; clearly patience was in order. While the drivers constructed thick cheese and avocado sandwiches on the "Flat Rock Cafe," the tour guides continued to point out thermal triggers, pitfalls, landmarks and the designated LZ, a big grassy field located "beyond that tree line, right next to those big power lines."

All indications were that this was not the anticipated 12-grand, rippin' thermal day for which some of us with rusty bump tolerance were grateful. By the time the sun gained enough strength to break through the cloud cover, the ridge top was blanketed with laid-out wings attached to hopeful pilots. One early launcher made a desperate run to the north, only to be drilled into the bullring bailout. Others hung out till the "locals" started circling, then ran off to join them in barely adequate bird thermals. Many of us scratched diligently, extending our airtime but finding ourselves trapped by the barriers around the LZ and forced to land in the dreaded cut corn field directly below the hill. We'd been forewarned about the stiff and pointy stubble, but more hazardous were the tiny, star-thisdy weeds that grew between the stalks and clung tenaciously to sweats, socks and knit gloves. Destickering clothing helped to pass the

PARAGLIDING

Hot Stuff

George going out to probe for lift at ]oco. Photo by Bill Mendenhall time while waiting for a ride back up to launch.

According to the traditional schedule, after soaring at Tapalpa we'd cruise up to San Marcos ridge for a late-afternoon X-C flight back toward Jocotepec. But when one of our vans stubbornly refused the steep climb to the San Marcos launch, and the drift of the dust indicated a good chance that the wind would be over the back anyway, the group opted to bag the "expected" routine and try our luck at the seldom-flown Joco launch.

Jaye's and Ida's recollections of red gates and rock walls proved accurate, and that evening found pilots enjoying mellow soaring right above our hotel. Rock-kickers and mutterers would've lamented the lack of thermals, altitude, X-C miles and, well, adrenaline rush, bur for some of us this was a perfect first day.

Surely the next day would provide the traditional sunny weather and sky-our soaring conditions! Same routine as yesterday, except this time the sign at the juice bar was a bit less incomprehensible, the money a bit less intimidating, the sun a bit more intense. Things were lookin' good until we got to the dry lakebed, where the dust was clearly blowing in the wrong direction for Tapalpa.

Convinced by the old-timers that Tapalpa always works when the sun's out, we pressed on, only to find - surprise! - the wind was strong over the

M AY 2 00 1

back. That being the right direction for San Marcos, we backtracked immediately, aware that with the one wimp van we'd lose time shuttling to launch or restructuring the road to accommodate the wimp van .

We arrived on San Marcos launch to near-perfect conditions: sunshine, wind straight in, but way too strong. "It always mellows our later in the day," we were assured, as the group set about trying to turn the steep, dust-pit screech of road into something wimp-van tires could grab on to. The back sear of one macho van was removed and left on launch for the drivers, rolls of half-rotted carpet (along with their resident huge, hairy spiders) were tossed in where the seat had been, and rhe guys set off to entice rhe wimp van to make the climb. The wind continued to howl, the White Wimp dug and clawed the carpet to shreds without managing to scale the steep dust face , and the work party returned in defeat to launch.

Eventually San Marcos-experienced pilots Rick, Thayer and John laid out and, with assistance, got off and up and blown over the back for a quick trip to the valley floor for a 20-something-mile flight to Chapala in rock 'n' roll air.

Steve's launch a bit later convinced the majority of us that this wind was still beyond our comfort level, even when Steve radioed that he was high and on

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29

his way to join Thayer and Rick in Chapala. And then, as predicted, around 3:00 the wind mellowed - from a gusty 20 to almost zero in less time than it took to spread a wing. With Jaye's assurance that she would come pluck us from the dry lakebed if we went down, the "leisure class" launched and indeed took the direct route down for a no-wind landing in the valley below launch. No rock kicking or muttering in this LZ, though - those who'd wanted the big air had gone after it, and the rest of us were satisfied with our first flight at a new site to which we fully expected to return.

And return we did, directly the next morning when the dust on the lakebed clearly indicated a tailwind at Tapalpa.

This time, though, the velocity continued to build through the day, eventually raising huge lines of dust, like a parade of gust fronts marching across the lake bed. A trio of local hang glider pilots arrived and twanged off to speck out and park in the ridge lift till sunset. This was obviously not a day for bag wings to be airborne; even the big dogs were not inspired to lay out. We marveled at the dramatic and ever-changing dust display on the lakebed until the sun got low. Just before we loaded up to leave, John and Thayer convinced themselves that the wind had mellowed a bit. With a lot of help from a couple of dozen of their friends and a few false starts and near misses, they too twanged into the air,

30

which they reported as butter smooth and totally soarable all the way home for a sunset landing at Joco.

We're slow learners, but we do catch on eventually! When the next day dawned with MOS, the consensus was to skip the long drives and try our luck at Joco for a midday flight. Bingo! The wind was blowing in nicely, cycles started around 10:30 AM, George liked the launch conditions and took off first to show us that it was barely soarable already. Soon more than a dozen of us were out scratching successfully, hoping the lift would improve while we were in the air but knowing that retrieve was easy and the drivers were on call if anyone went down. Although the wind

picked up later in the day, making launches difficult and creating interesting texture in the air, everyone got a flight, with Thayer zipping down the ridge to the northeast corner of Lake Chapala for a 43-miler, the longest flight of the trip. And except for a tandem pilot whose rough landing resulted in an injured heel and a shaken-up passenger (the only injury on the trip), everyone was on the ground safely and packed before the high wind shut us down.

The next day was clearly blown out everywhere; even in the village of Jocotepec the air was filled with dust blowing over from the San Marcos lakebed. Time now for rock kicking and muttering? Not at all! Grego hiked up to the Joco launch so he could report conditions and be ready to fly if the wind mellowed. Most of the rest of us shouldered our packs and wandered across the street from the hotel to the lakebed (Lake Chapala, though significantly depleted, is still the largest freshwater lake in Mexico) for a kiting session in the smooth air. Grego scored an extended sledder in the late afternoon, the kiting crew acquired sunburnt noses and stronger ground handling skills and lots of photos of our attempts to form a cohesive line of flying wings, and the drivers showed off their bagsful of goodies from their day of supporting the local economy in nearby Ajijic. It would've been an ideal rest day had we been in need of a rest!

PARAGLIDING

The next morning the cloud cover (including lennies stacked up over toward San Marcos!) and wind direction pointed us again to Joco, and we weren't disappointed. Go-First George was off around 10:30 AM, indicating that there was no need to wait around. Strong lift, big altitude gains, and air rowdiness within tolerable limits had the whole gang airborne before noon. The oldtimers, familiar with the area, flew down the ridge to Chapala and beyond. Some of us ventured several miles in that direction then, as the air grew rowdier, opted to try the return leg into a quartering headwind to land at Joco. Others chose to hang near launch where the lift was smoother and most dependable.

Wherever we landed - and there are plenty of options all along the lake hordes of local kids would swarm into the field, eager to help fold our wings in exchange for pesos or candies or trinkets.

Outlanders could wait for a driver or hop a bus for an easy trip back to the hotel, while those of us who managed the return leg or opted to stick close to

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home had only to cross the street to the hotel. By day's end everyone had an adventure to recount over dinner.

Joco flying was fun, but Tapalpa still beckoned to the veteran ASBME' ers. We made one more attempt, on a day with strong sunshine and lots of big puffy cu's, but the wind was again strong over the back when we arrived. Protracted sunbreaks created incredible dust devils that seemed to whip whole cornfields up thousands of feet to cloudbase, but there was no way even the most foolhardy of the big dogs would attempt to launch in these conditions. We hung out in the sunshine, made lunch on the "Flat Rock Cafe," envied the thermaling birds and cornstalks, and hoped the wind would abate, but no such luck. When a huge swarm of bees arrowed over launch, darkening the sky and pummeling the vans like hailstones, we got the message.

By the time we returned to Jaco the sky was grayed out and the wind required forward launches and produced only sledders.

With just three more flying days left

on this trip, and perhaps also in honor of Rick May's 50th birthday, Joco came through for us again; Go-First George proved that it was again happening at 10:30 AM. Everyone hustled off launch and climbed out before the strong wind arrived and started shredding the thermals. The big dogs ignored the turbulence and once again racked up big miles. Following George to Ajijic in borderline scary active air, I passed numerous lakeside fields dotted with the ubiquitous swarms of ninos folding the wings of pilots who'd left the ridgeline rowdiness and found nothing usable away from the hill. At Rick's birthday celebration that evening the Margaritas were free flowing, and we were rowdier than a Jaco thermal, with everyone having something to toast and celebrate after this day's big-air flying.

The next day was MOS, only more so. George once again proved that it was soarable early, but with stronger wind and more turbulent thermals. He easily flew the several miles to San Juan Cosala, but came back hoping the typically

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lured a number of pilots up Joco for one last attempt at flying. Several hardy souls got off for an evening soaring flight, slowly penetrating our to the LZ and landing in time to join the group for a final round of street tacos in the village of Jocorepec.

In the airport the next morning, several of the veteran ASBME' ers were lamenting the lack of the spectacular flying they'd expected at Tapalpa and San Marcos. But after a bit of discussion and recollection, they realized char, in spite of the lack of 10,000-fooc altitude gains and over-the-back adventures, this trip had yielded some of their longest distances and had lured chem into some new territory.

HOW TO DO IT ON YOUR OWN smoother air near launch would be friendlier. It wasn't. Charter ASBME' er Roy was blown back behind the ridge to land, safely but not happy, near a back road in a tiny clearing on the ridge top.

Gutsy Thayer chose to stick with the thermals as they blew back, and eventually worked his way past Guadalajara for the second-longest but most adventurous X-C of the trip. Those of us who'd landed early to escape the turbulence drove up later to see if conditions had mellowed. They hadn't, but as we drove back down we were treated to a spectacular sunset, colors courtesy of the dust blowing over from the San Marcos lakebed.

The next day, our last, was cold and cloudy and clearly blown out. The whole group piled into the vans for a culcure trek into Guadalajara, with Thayer pointing out yesterday's high points and low saves as we drove along part of his route. Guadalajara is a major city, with

lovely parks and fountains, thanks to the water drained from the now-dry San Marcos Lake. Our destination was the market, a maze of narrow corridors lined with stalls offering anything anyone could possibly want to purchase and a lot of things chat it's hard to imagine anyone wanting to own. After almost two weeks in Mexico we thought we were inured to the oddities of Mexican markets. We were wrong. We'd not yet encountered flayed cows' heads suspended from hooks precisely at eye level, or neatly stacked brick piles of pigs' feet displayed next to perfectly folded blanket piles of pigs' skins. We squeezed our way through the crowds (yes, people were actually buying these bovine and porcine body pares!) and into the restaurant section of the market. We passed on the soup, thank you, and went outside for rolls and avocado in rhe open square.

That evening, diminishing winds

Soar over to the

Aviation Depot

The Jocotepec area is incredibly well set up for a solo or small group flying adventures. There is a local flying club whose website (www.termica.org) contains an extensive directory of pilots as well as information about the flying sires. Guadalajara is a large city with a busy airport serviced by most of the major airlines. Clean, comfortable and economical buses run regularly from Guadalajara and along the lake to Jocorepec. Thayer paid a mere 30 pesos (about $3.00) for the ride back to Jocotepec from his X-C flight past Guadalajara. Many of us found that bus retrieve along the route to Chapala was faster than waiting for a driver to come out for us, and rode back to the hotel from points along the lake for seven pesos. If you choose to rent a car, most of the popular car rental agencies are located at the airport. Tapalpa launch is Continued on page 40.

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The Art ofParagliding,

by Dennis Pagen

by Tom Harpole

WindTech's Arnbar Versus The Quarx Which one should I fly?

by Kari Castle

E

ncyclopedic is but one adjective that comes to mind when encountering Dennis Pagen's The Art ofParagliding. This comprehensive book encompasses every aspect of paragliding, from the beginnings of the sport to thermaling. Pagen, who has also written Understanding the Sky and other books on sport flying, includes more than 30 pages of weather advice/interpretation that would enlighten anyone engaged in a weather-dependent activity. Writing this concise can preclude the readability of the information, but Mr. Pagen's prose compels the reader, whether a marginally interested groundling or an expert pilot.

On a recent commercial flight to Alaska this reviewer and a fellow passenger, an official from the FAA who had never seen paragliding, spent two hours perusing the tome. "That was utterly fascinating," he told me as he wrote down www.lazerlink.com/ ~pagenbks, the website for finding more information on Pagen's books. He seemed stoked enough to follow up and take lessons.

The writing, to risk understatement, is effective and inviting.

The book incorporates 248 illustrations and 81 photographs. That the illustrative material is black and white helps keep costs to pilots down. Pagen's sketches and drawings, executed in charcoal and ink, are realistically figurative, attractive and instructive.

The $34.95 price seems an easily justifiable investment. Just as a helmet may save the expense of a head x-ray and boots may save the downtime of a blown ankle, the book contains so many safety, maintenance and troubleshooting tips, flight rules and emergency procedures, that it should pay for itself many times over. Following Pagen's advice will extend equipment life, and perhaps your life, as well as save you time, money and face when deciding if flight is possible on any given day.

Throughout the 374-page book Pagen uses Safety Tips, Pro Tips, and Caution notes to enhance the accessibility of critical information. Pagen, a paraglider pilot for 12 years, doesn't rely solely on his experience for the material. He provides readers with anecdotes and quotes from world-class pilots, including Dixon White of Airplay (USHGA Instructor of the Year, 1999), Kari Castle (world champion hang glider and paraglider pilot), Steve Roti (a former USHGA Director), Lars Linde (legendary European U.S. towing instructor), and others.

The book follows USHGA teaching methods and soon will be widely acknowledged as the bible of paragliding and the most upto-date training and review manual for pilots of all levels.

Beyond serving as a reference work that may inform even expert pilots, The Art ofParagliding should help make the sport more accessible to non-pilots, as it did for the gentleman from the FAA. Strap it on and fly it tandem with a curious friend to show them how this sport works. Pagen's reverence and heedfulness will enfold the sport and influence its safe and thorough development for many years to come.

D

ixon White of Airplay Washington/Arizona was kind enough to offer me a go on the new Quarx that everyone was raving about last year. I was a bit nervous about flying a DHV 2 glider again; it had been a while, and I was completely happy flying my Edel Atlas, a DHV l, my "security in flight"!

I started flying the Quarx and all my nervousness slowly went away with each and every flight. I was told that it might seem a bit zippy or twitchy compared to what I was used to, so be careful, and I kept waiting for something to happen. It never did. I couldn't believe it; I thought the Quarx behaved extremely nicely and predictably. This, along with the handling and speed, was the reason I continued to fly the Quarx . I had forgotten what it might be like to actually move around in the sky with speed (okay, I come from an intense hang gliding background), and I found myself enjoying it and I wasn't at all nervous.

Later, a good friend of mine had an accident on his Quarx, but after many months of analyzing the accident (I witnessed it) I've concluded in my mind that it had nothing to do with the glider. However, when it came time to pack my bags for a trip to Australia this past November my nervousness about a DHV 2 glider came back. I knew we would be flying paragliders in the middle of the Australian summer. I was scared, so I called Dixon again and asked to try out the WindTech Ambar, a DHV 1-2 glider.

I knew the glider well because a client of mine who flies an Ambar always seemed to out-climb and out-glide me when I was flying my Atlas. In addition, I was going on this Australian trip with her, so I figured it was just as well that we were both on the same performance-level glider for flying cross-country together.

It worked out beautifully. On my first flight on the Ambar I felt safely at home again on a good ol' DHV 1-2 glider. We continued to have great flights, but then I started getting the competition bug. I wanted to join the big paragliding competition in Manilla and wanted my Quarx if I was to compete.

To make a long story short, my Quarx made it to Australia but I didn't enter the competition. We did fly as official wind dummies and I had a blast. On one of the big task days I was one of only 13 out of 150+ pilots to make goal that day. It was great racing with the guns on their DHV 2-3 gliders and being able to keep up for the most part!

I'd like to say thanks to the staff at Airplay and Dixon White for being there for me. I'm impressed by the performance of the Amber for a beginner wing and the security I feel flying the Quarx. They're both great gliders! II

The book is also available at www.ushga.org. - Ed II

34

PARAGLIDING

by Dixon White

Y:

ou may want to read through the previous "Dixon's Notes" to follow the terminology and concepts. You can order back issues of the magazine by contacting the USHGA, or me. The website www.paraglide.com also has a reprint of these articles.

All Novice pilots (P2) should be comfortable using their speed system, big ears and reserve parachute, and doing circles (360's). Be sure your instructor helps you through these skills prior to accepting your license. Keep in mind that it's almost a given that pilots will need one, if not all, of these skills at some time. When flying without an instructor we often see Novice pilots flying in conditions they didn't know they were going to get. Inexperience leads to an inadvertent lack of weather or site judgment. Being confident in your ability to use the above-mentioned skills requires practicing them more than once, so set a goal of practicing them until you "know" you can do them in an instant.

Use of the speed system generally gives a glider four miles per hour of extra speed, which can make a difference in getting you where you need to go. The reality of finding your speed system in flight requires prac-

MAY

2001

11

Many gliders become less stable with the application of the speed system, and applying the brakes can aggravate the instability." rice, so in a simulator keep in mind that your speed system isn't being blown back by the wind. You can often lean forward in your seat while reaching your heel to your bum and hook the bar/rope with your foot.

If you still can't reach the bar/rope with your foot, then fly one-handed, as reviewed in the previous article, and reach your free hand under the seat to find the rope/bar and hook it under your foot. When pushing out on your bar/rope it's important to have your hands at trim.

Many gliders become less stable with the application of the speed system, and

applying the brakes can aggravate the instability. If you encounter turbulence be sure to return to normal trim and use your normal surge-control techniques. Be careful to not push against your risers with your hands while applying the speed system, or at any time; you still want your hands "floating," as reviewed in previous articles. Active piloting is always a must! Try to lay back while pushing on the speed system so you profile less of your torso to the wind. You're trying to fly fast with this configuration and a more aerodynamic position helps.

Doing symmetrical tip folds (a.k.a. "big ears") is an important skill that should also be easy for a pilot to do. Big ears can help a pilot descend more quickly, target a small landing area and stabilize a paraglider in turbulence. Ideally, a pilot should never need big ears ifhe avoids conditions that might demand their use. Also ideally, a pilot should have the skill to use other descent and stabilizing techniques. The use of big ears is a two-edged sword, but there are times when it may be the best tool. More on this next time.

Dennis Pagen's new book, The Art of Paragliding, is an excellent resource, and you can order it along with other book and video resources at www.paraglide.com, or www.ushga.org. B

35

2002 USHGA Regional Director Nominations Solicited USHGA is issuing its annual call for nominations to the national Board of Directors. Eleven positions are open for election in November 2001 for a two-year term beginning January 2002.

USHGA members seeking position on the ballot should send to headquarters for receipt no later than August 20, 2001 the following information: name and USHGA number, photo and resume (one page containing the candidate's hang/paragliding activities and viewpoints, written consent to be nominated and that they will serve if elected).

Candidates must be nominated by at least three USHGA members residing in the candidate's region.

Nominations are needed in the following regions. The current Directors, whose terms are up for reelection in 2002, are listed below.

Ballots will be distributed with the November issue of HANG GLIDING and PARAGLIDING magazines.

USHGA needs the very best volunteers to help guide the safe development and growth of the sports. Forward candidate material for receipt no later than August 20 to: USHGA, PO Box 1330, Colorado Springs CO 80901-1330.

Reg# 1 2

3 4 5 6 7 8

Current Director Mark Forbes Jamie Shelden Scott Gasparian John Greynald Gregg Lawless Jim Zeiset Frank Gillette Jeff Sinason Nominations are not needed in Region 7 for this election.

Nominations are not needed in Region 8 for this election.

9

Randy Leggett

10

Matt Taber

11

Kent Robinson

12

Nominations are not needed in Region] 2 for this election

States within region Alaska, Oregon, Washington Northern California, Nevada Southern California, Hawaii Arizona, Colorado, El Paso TX, New Mexico, Utah Idaho, Montana, Wyoming Kansas, Missouri, Oklahoma, Nebraska, Arkansas Illinois, Indiana, Iowa, Michigan, Wisconsin, North Dakota, South Dakota, Minnesota New Hampshire, Connecticut, Maine, Massachusetts, Rhode Island, Vermont Washington DC, Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, West Virginia Alabama, Florida, Georgia, Mississippi, North Carolina, South Carolina, Tennessee, Virgin Islands, Puerto Rico Texas (excluding El Paso), Louisiana New Jersey, New York

The following form is for your convenience.

****************************************************************************************** REGIONAL DIRECTOR ELECTION NOMINATION FORM I hereby nominate _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ as a candidate for Regional Director for Region #

I understand that his/her name will be placed on the Official Ballot for the

2002 Regional Director Election if three nominations are received at the USHGA office by August 20, 2001.

USHGA#

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In consideration of the benefits to be derived from membership in the USHGA, (Pilot) and the parent or legal guardian of Pilotif Pilotis a minor, for themselves, their personal representatives, heirs, exerntors, next of kin, spouses, minor children and assigns, do agree as follows: A. DEFINITIONS ~ The following definitions apply to terms used in this Agreement I. "PARTICIPATION IN THE SPORT means launching (and/or assisting another in launching), flying (whether as pilot in command or otherwise) and/or landing (including, but not limited to, crashing} a hang glider or paraglider.

2. "SPORTS INJURIES' means personal injury, bodily injury, death, property damage and/or any other personal or financial injury sustained by Pilotas a result of Pilot's PARTICIPATION IN THE SPORTand/or as a result of the administration of any USHGA programs (for example: the Pilot Proficiency System). If Pilot is under 18 years of age, the term "SPORTS INJURIES"means personal injury, bodily injury, death, property damage and/or any other personal or financial injury sustained by Pilot as well as personal injury, bodily injury, death, property damage and/or any other personal or financial injury sustained by Pilot"sparents or legal guardians, as a result of Pilot's PARTICIPATION IN THE SPORTand/or as a result of the administration of any USHGA programs. l "RELEASED PARTIES' means the following, including their owners, officers, directors, agents, spouses, employees, officials (elected or otherwise), members, independent contractors, sub-contractors, lessors and lessees: a) The United States Hang Gliding Association, a California Non-profit Corporation (USHGA); b) Each of the pmon(s) sponsoring and/or participating in the administration of Pilot"sproficiency rating(s); c) Each of the hang gliding and/or paragliding organizations which are chapters of the USHGA; d) The United States Of America and each of the city(ies), town(s), county(ies), State(s) and/or other political subdivisions or governmental agencies within whose jurisdictions Pl/otlaunches, flies and/or lands; e) Each of the property owners on or over whose property Pilotmay launch, fly and/or land; ~ All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where Pilot PARTICIPATES IN SPORT. "All persons involved 11 include, but are not limited to, spectators, hang glider and/or paragiider pilots, assistants, drivers, instructors, observers, and owners of hang gliding and/or paragliding equipment; and g) All other persons lawfully present at the site(s) during Pilots PARTICIPATION IN THE SPORT. B. I FOREVER RELWIE AND DISCHARGE the REI.EASED PARTIESfrom any and all liabilities, claims, demands, or causes of action that I may hereafter have for SPORTS INJURIES, however caused, even if caused by the negligence (whether active or passive) of any of the RELEASED PARTIES, to the fullest extent allowed by law.

C. I WILL NOT SUE OR MAKE A CLAIM against any of the RELEASED PARTIESfor loss or damage on account of SPORTS INJURIES. If I violate this agreement by filing such a suit or making such a claim, I will pay all attorneys' fees and costs of the REI.EASED PARTIES. D. I AGREE THAT this AGREEMENT shall be governed by and construed in accordance with the laws of the State of California.

All disputes and matters whatsoever arising under, in connection with or incident to this Agreement shaH be litigated, if at all, in _and before a Court located in the State of California, U.S.A. to the exclusion of the Courts of any other State or Country.

E. SEVERABUUTY. If any part, article, paragraph, sentence or clause of this Agreement is not enforceable, the affected provision shall be curtailed and limited only to the extent necessary to bring it within the requirements of the law, and the remainder of the Agreement shall continue in full force and effect.

F. I REPRESENT THAT Pilot is at least 18 years of age, or, that I am the parent or legal guardian of Pilot and am making this agreement on behalf of myself and Pilot. If I am the parent or legal guardian of Pilot, I AGREE TO INDEMNIFY AND REIMBURSE the RELEASED PARTIES for their defense and indemnity from any claim or liability in the event that P1lotsuffers SPORTS INJURIES as a result of Pilot's PARTICIPATION THE SPORT, even if caused in whole or in part by the negligence (whether active or passive) of any of the RELEASED PARTIES.

G. I VOLUNTARILY ASSUME ALL RISKS, KNOWN AND UNKNOWN, OF SPORTS INJURIES, HOWEVER CAUSED, EVEN IF CAUSED THE INACTION, OR NEGLIGENCE THE RELEASED PARTIES, THE FULLEST EXTENT nm..m......

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VIDEOS tr GROUND HANDLING & The Art of Kiting Instructional. Learn techniques & tips. (44 min) ...... 1lb *A HIGHER CALLING Superb paragliding XC adventure in Nepal. Excellent editing. (40min) .. 1lb tr THE PERFECT MOUNTAIN Spans the globe in search for the quintessential site. (44 min) ... 1lb trBAU HIGH An exotic PG adventure on the island of Bali, Indonesia. (38 min) ....................... 1/b *WEATHER TO FLY Dixon White educates us on this very important subject. (50 min) ........... 1lb TURNING POINT PG & HG Tame the elusive alpine thermal. Beautiful Euro footage.(24 min) ... 11b STARTING PARAGLIDING Covers the basics of your first flights. (30min) ................................. 1lb MASTERS AT CLOUDBASE A paragliding music video, set to hard hitting music. (20 min) ....... 1lb FLY HARD Rob Whittal & C. Santacroce paraglide the westcoast. Rock soundtrack. (36 min) .... 1lb PG: THE MOVIE Owen's Valley world competition. Hot action, rockin' soundtrack. (40 min) ....... 1lb CLOUDBASE PARAGLIDING Great intro. video. Meet the hot pilots, fly the hot sites. (36 min) .1lb

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BE SURE TO CHECK OUT OUR WEBSITE AT WWW.USHGA.ORG

Continued ftom page 32. user-friendly toward vehicles, while Joco's narrow dirt paths are rough on the finish, and San Marcos requires a macho rig to climb the steep, dusty road.

Jocotepec itself is a small market town, not a tourist area, where the locals are incredibly friendly and food is cheap and interesting. The Posada del Pescador hotel, where we stayed, is clean and modern, with purified drinking water supplied in big glass jugs, lots of hot water for showering, and Dona Eva, who kept the grounds spotless and our rooms well supplied. There's also a swimming pool but it's not heated, and with the chilly weather we used it more for lounging around than cooling off. There are a few other hotels and a luxurious B&B (www.mexconnect.com/MEX/losdos/ losdos.htrnl) in or near Jocotepec. Expect to pay around $40 a night for a double room, more for the B&B accommodations.

It's an easy 10-minute walk from the hotel into town for dinner. We found only one restaurant large enough to accommodate our entire group at once, with excellent meals ranging from about 40 to 80 pesos, margaritas for 65. "Street tacos" were a popular option, and many evenings found us sitting on the steps across from the church enjoying a bargain meal of these tasty meat-and-onionfilled tortillas for less than 20 pesos.

Many little "hole-in-the-wall" places also offer excellent meals. Very few of the

locals speak English, though, so a phrase book or an interpreter is almost a necessity for non-Spanish speakers.

San Juan Cosala boasts a spa with heated swimming pools and lots of hot soaking pools, as well as a cave with enough steam and sulfurous odor to elicit a quick examination of conscience before entering. The veterans recommend doing the spa on Monday afternoon or Tuesday, as the water in the pools is changed right after the heavy influx of patrons on the weekend.

Jocotepec offers little in the way of tourist shopping, but Ajijic caters to retirees and tourists and boasts dozens of little shops filled with everything from trinkets to upscale works of art. The bus, of course, goes right through both San Juan and Ajijic, so those who aren't flying can easily go play even when all the vehicles are out on retrieve.

The Jocotepec area has proven to be consistently flyable in January and February, with an assortment of sites to accommodate a variety of wind directions and pilot preferences. There are plenty of activities to keep the non-pilots in the group (and the pilots on non-flyable days) entertained, and the travel logistics are on the low end of the hassle scale. Generally the area is not crowded with gringos, but if you pick the right week, you can expect to enjoy the company of several dozen Northwestern pilots down south for their annual winter fix of Mexican sunshine, airtime and fun. •

PARAGLIDING

Sport Aviation Publications Paragliding Books I Videos

The Art of Paragliding

by Dennis Pagen The book eve1J1011e has been waiting for:

!$34.95!

• The most complete manual on the market • Beginner, Novice and Intermediate levels • Follows US HGA leaching methods • Ground handling, step-by-step training, judgement. equipment. troubleshooting. weather, learning to soar and more.

• 8 112 x 11 fonnat. 374 pages, 248 illustrations, 8 1 photographs. four-color cover

OTHER PARAGLIDING BOOKS NEW! PARAMOTORING Fr om the Ground Up - by Noel Whittall • The only book available on powered paragliding - $31.95 Flying With Condors, by J. Leden - World travels of a great pilot - $26.95 Und erstandin g the Sky, by D. Pagen - The Weather Bible - $24.95

**Add $5.50 to your order for S&H**

Check our web site for Paragliding Videos (7 titles available) - www.lazerlink.com/-pagenbks SAVEi 10% off order of 2 books or more SAVEi 10% off order of book and video combinations Sport Aviation Publications, PO Box 43, Spring Mills, PA 16875 Tel/Fax: 814-422-0589 - E-mail: pagenbks@lazerlink.com Visa and Mastercard accepted

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S!.!C'Ef:..'- 1·fAX video wl en _:o•n111g 1,c. /isi• tie Sup'Air t~cg1rv.

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TED

PARAGLIDING ADV1SORY: 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 co 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 ADVANCE OMEGA IV 28 - Good condition, blue/white, 1'70-230lbs $900. Joel (760) 753-7499, susanitadelrio@yahoo.com ADVANCE SIGMA 4 26M Immaculate!

Blue/white. ONLY ten flighcs/5 hours. Retails for $3,600, asking only $1,600! Spring is near; buy it before I fly it! (303) 638-4052, devietti@hocmail.com APCOFIESTA-- DHV l $1,999.ApcoAllegraDHV 1-2 $2,800. Apco Simba DHV 2 $2,900. SupAir har· ness $425. Flycec 4005 vario $399. Hanwag boots $225.

(541) 387-2112, Rick Higgins, SunSportsPG@aol.com, Mark Telep, thatspec@hotmail.com APCO FUTURA 42 TANDEM-~ Still crispy, sky blue, 20 hours, spreader bars and passenger harness included $1,600. Ross (808) 572--5160.

EDEL SPACE 24 - 75-95kg, 60hrs, looks new and always well cared for, w/ Charly harness, $875. Brauniger Basis SP vario w/legscrap & bag, excellent condition $250. Herb (416) 265-0659, herb.hornig@sympacico.ca FIREBIRD BOOSTER - Large, 80-105kgs., DHV 2, excellent shape $2,350. (406) 439-2239. Details at http://hometown.aol.com/hi plainz (click on "Equipment Specials and Used Gear".)

GIN BOLERO - XL, 105-125kgs., DHV 1. Beautiful condition $1,750. (406) 439-2239. Details at http:/ !hometown .aol.com/h iplainz (click on "Equipment Specials and Used Gear").

NOVA XACT 25 - Perfect condition, 10 hours, has not been flown since recent annual inspection $2,000 OBO. Larry (650) 948-2100.

OZONE PROTON - DHV 2-3, medium, 80-105kg all up, safe performance wing, good condition, white/blue. $1,200 OBO. I am over the weight range, therefore am moving onto a larger wing. (978) 3686246, davidm@iwindsurf.com SOL/NOVA TAXI TANDEM - Mint condition, only 10 hours airtime. Long-lasting gelvinor fabric, easy to launch and fly. $1700 OBO. (604) 732-1713, doctoramir@yahoo.com.

PRO DESIGN EOLE 31 - 28 flights, green top/white bottom, 80--100kg. Supair Profeel Cygnus harness with detachable airbag; ventral packet w/High Energy chute; Sol large helmet; Pro Design rucksack. A complete beginner/intermediate package $2,400. (650) 821-2849, George.Suter@flysfo.com, San Francisco.

US VOILES WILLIWAW - Large, 92-l 15kgs., AFNOR Standar~. Well cared for and in good condition, recent inspection $800. (406) 439-2239. Details at http://homecown.aol.co1n/hiplainz (click on "Equipment Specials and Used Gear").

POWERED PARAGLIDERS ADVENTURE Fl - Excellent condition, 1996, deetric start, Apco Perf 1 canopy 1 hour, Perf 2 canopy 30 hours, medium harness, 1 hour airtime on motor $5,000 OBO. (719) 687-5139, mountainskyl@juno.com ADVENTURE F3 1998 15 hours, total package ready to fly $4,800 OBO. (518) 745-5841.

CLOUD BASE ALTO - Electric start, ten hours on motor, Pro Design Challenger 25, SupAir harness, all in good condition $2,500. Ali (856) 696-6974.

NEW "FLY" TRIKE - With harness, "Frantic" wings size large, 2 hours, engine not included $1,600. lotnia@core.com EMERGENCY PARACHUTES

EDEL ATLAS - Large, excellent, yellow, 20 hours $1,750. SupAir harness $300. Reserve $400. ADI radio $200. Helmer, large $150. (516) 431-5453, vince_<lonohue@yahoo.com

CANOPY REPAIRS - 30 years experience, facrory quality repairs, 3 FAA Master Parachute Riggers. 1-800526-2822, gear@paraequip.com

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 dale of the issue in which you want your ad lo appear (i.e., September 20 for the Nov. issue).

Prepayment required unless account established. No cancellations or refunds allowed on any advertising after deadline. Ad insertions FAXed or made by telephone must be charged to a credit card.

Please enter my classified ad as follows:

Number of months: _ _ __ SECTION

J Paragliders J Emergency Parachutes J Parts & Accessories J Business & Employment

J Miscellaneous J Powered Paragliders

O Towing O Schools & Dealers O Ultralights 0 Publications & Organizations O Wanted 0 Harnesses

J Videos

Begin with

. 19___ issue and run for

consecutive issue(s). My O check, 0 money order is enclosed in the amount of$ _ _ _ _ _ _ _ __ NAME: _ _ _ _ _ __ ADDRESS: _ _ _ _ _ _ _ _ _ _ __ CITY: _ __ - --- - - - -

Number of words:

_ _ _ _ _ @$.50 =- - - - @$1.00 = _ _ __

Number of words: _ __

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_ STATE: _ __

PHONE: _ _ _ _ _ _ __ USHGA, P.0 Box 1330, Colorado Springs, CO 80901 (719) 632-8300 fax (719) 632-6417

PARAGLIDING

SCHOOLS & DEALERS ARIZONA 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", "Weather to Fly" and the "Art of Kiting". The perfect beginner training areas at both our Washington and Arizona locations. Arizona's "best" beginner season is September through May. Washington is open May through September. At both locations drive-up to 360 degree treeless and rockless launches. Land in wide open fields, enjoy many flights each day! Limited access to the Flight Parks reduce traffic and crowding. Excellent individualized instruction with stare-of-the-art lesson plans and equipment.

Comprehensive ground schooling with an emphasis on micrometeorology. Great new/used inventory, specializing in Windtech Paragliding Gear and M2 Harnesses, repair center, and superb customer service. In ARIZONA or WASHINGTON appointments are required.

PO Box 2626 Flagstaff; AZ 86003. (520) 526-4579 www.paraglide.com or dixon@paraglide.com

DERPORT 2800 Torrey Pines Scenic Drive San Diego CA 92037 Since 1928

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PARAGLIDING AND HANG GLIDING - USHGA certified instruction, tandem flight instruction, sales, service, repairs, parachute repacks, motorized pg/hg instruction and site tours. Southern California Importer for PARATECH, AIRWAVE and EDEL. Visa and MasterCard accepted. Call (858) 452-9858 or roll free at I-877-FLY-TEAM. Check us out ar and order on-line at http:/ /www.flytorrey.com COLORADO

COLORADO'S PREMIER PARAGLIDING SCHOOL

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.

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Over 30 years of combined paragliding experience COLORADO'S PREMIER PARAGLIDING SCHOOL - We focus on teaching comprehensive lessons to make you a safer, confident and competent pilot. Offering almost every equipment brand. Denver area. (303) 579-9971, rmparagliding.com HAWAII

FLY ABOVE ALL - Experience year-round paragliding instruction in beautiful Santa Barbara, CA! Our friendly, experienced staff offers hands-on, personalized, radio-controlled lessons. Enjoy soaring the best training hill in the Western US and when you land, shuttles will whisk you back to the top for your next scenic flight.

USHGA certified, solo, tandem and powered paragliding instruction, equipment sales and tandem flights.

Visit our Website at www.flyaboveall.com or call at (805) 965-3733.

HIGH ADVENTURE - Paragliding, hang gliding school. Equipment, sales, service at world famous Marshal Peak. USHGA tandem instructor: Rob McKenzie. By appointment year round (909) 883-8488, www.flytandem.com

MAY

2001

MAUI WOW WEE - Proflyght Hawaii, first school in Hawaii, located on Maui, is now under new ownership.

The best just got better. When it gets cold in the north, Maui is the place to fly, explore, relax and/or learn to fly.

Team Proflyght sports an incredible training facility, wonderful year-round weather, 1,000' training slope, I 00' to 7'000 vertical decents off Haleakala Crater (10,023'). Toll Free 877-GO-FLY-HI. Visit our website WWW.PARAGUDEHAWAII.COM

For just $25, a horizontal photo of your glider or product can be featured with your classified.

ERS - Put your knees in our breeze and soar our 450' sand dunes. FULL-TIME SHOP. Certified instruction, beginner to advanced, foot launch and row. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. 1509 E 8th, Traverse City Ml 49684.

Offering POWERED PARAGLIDING lessons & dealer for the Explorer & used units. Call Bill at (231) 9222844, tchangglider@juno.com. Visit our paragliding school in Jackson, Wyoming. Call Tracie at (307) 7398620.

HIGH PLAINS PARAGLIDING - Spring has sprung and the flying party has begun! Call us about the DHV 1-2 Carbon, Nova's new "free ride" wing. Mark took it X/C in Nepal, and can tell you all about it. High Plains also sells Sup'Air, Advance, Flytec, Apco, Renschler and more. See them all on our web site (http://hometown.aol.com/hiplainz) or call us at (406) 439-2239.

ADVENTURE SPORTS - Sierra soaring at its best.

Tours and tandems available. Instruction from certified USHGA instructors with 25 years experience. Sales, service and instruction by appointment Carson City/Lake Tahoe NV. (775) 883-7070 http: //home. pyramid. net/ advspts

AIR SPORTS USA -- Lessons, service, equipment.

Paragliding, hang gliding, powered paragliding, trikes.

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

Our advertisers appreciate your support and patronage. Tell them you saw their ad in

Paragliding.

43

NORTH CAROLINA

WASHINGTON

OREGON

DIXON'S AIRPLAY PARAGLIDING Please see our classified ad under Arizona. www.paraglide.com WYOMING

IL. USHGA CERTIFIED INSTRUCTION "ill\: Powered Paraglldlnge'lbwlng•Footlaunch 1llndem•Equipment•Sale,•Servlce

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

LEARNTO~ 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 E-Mail Address info@kittyhawk.com

OVER THE HILL PARAGLIDING/PPG: Now celebrating 10 years in business. Oregon/SW Washington Sales/Service/beginner/ advanced Instruction/Tandem.

FREE guide service/advice. We have ANY brand related to PG /PPG at the BEST prices. THERE IS NO SALES TAX in Oregon. 22865 S.E. Yellowhammer, Gresham OR 97080 (503) 667-4557 email: othpara@spiritone.com web: overthehillparagliding.com

PARACLIDING SUNSPORTS PARAGLIDING - Hood River, Oregon. Beginner lessons, tandem flights, advanced instruction, consignment sales. Mark Telep, P4, Basic lnstrucror, Tandem Instructor; Rick Higgins, Master rated pilot, Advanced Instructor, Tandem Administrator. (541) 387-2112, SunSportsPG@aol.com

Best offer. Ross

CLOUD 9 SOARING CENTER - The nation's premier repair facility. Bill "Bad Bones" Anderson and the staff at Cloud 9 will cake care of any repairs, reserve repacks, harness boo-boos or annual inspections. 1-800475-1504, 12665 S. Minuteman Dr. #1, Draper UT 84020.

FLIGHT CONNECTIONS, INC. PTT II

TEXAS ----------

HILL COUNTRY PARAGLIDING INC - Learn complete pilot skills. Personalized USHGA certified training, ridge soaring, foot & tow launching in central Texas. MOTORIZED PARAGLIDING INSTRUCTION & EQUIPMENT AVAILABLE. (915) 3791185. 1475 CR220, Tow TX 78672.

UTAH

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PARTS & ACCESSORIES AIRCOTEC PRIMUS VARIO (808) 572-5160.

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-enterprises.com

You can now advertise on our Web page. E-mail us for details: ushga@ushga.org.

FIRST CLASS PARAGLIDING - In beautiful Jackson Hole. Ten flying sites including rhe Aerial Tram (4,139 vertical feet). Awesome flying for pilots of all ability levels. Enjoy early morning sled rides, mid-day cross-country flights, and incredible evening glass-off soaring. Instruction-Tandem Flights-Towing-Kite Surfing-Sales-Service. Scott Harris (307) 690-TRAM (8726), Tom Bartlett (307) 690-4948, www.jacksonholeparagliding.com

CLOUD 9 SOARING CENTER - The nation's largest paragliding shop and school. Open for LESSONS, REPAIRS, SALES year round. Next to world famous Point of the Mounrain. www.paragliders.com. 1-888-944-5433 or stop by at 12665 S. Minuteman Drive #l, Draper UT 94020.

• Order Online and Save • Water/Dust Resistant Push Button • Field Replaceable Finger Switch • Heavier Gauge Wire/Improved Plugs • Increased Strain Relief at ALL Joints Price $119.95. Extra finger switch $19.95 w/purchase.

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

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

VIRGINIA ----- ----- ------ ----

KITTY HAWK KITES- See North Carolina.

PARAGLIDING

PUBLICATIONS & ORGANIZATIONS

IS IT SOARABLE? -- Be sure with a USHGA Windsok. Made of 1.5 oz. ripstop 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. Box 1330, Colorado Springs, CO 80901-1330, (719) 632-8300, fax (719) 632-6417. VISNMC accepted.

THE ART OF PARAGLIDING - By Dennis Pagen.

HOT OFF THE PRESS!!! Step by step training, ground handling, soaring, avoiding dangers, and much much more. 274 pages, 248 illustrations. The most complete manual about paragliding on the market. $34.95 +$5.50 s/h. USHGA, PO Box 1330, Colorado Springs CO 80901. (719) 632-8300, fax your MC/Visa to (719) 632-6417, www.ushga.org, ushga@ushga.org

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

PARAGLIDING: THE COMPLETE GUIDE - By Noel Whittall. Over I 00 color photographs & illustrations, 200 pages, $26.95 +$4.75 s/h. USHGA, PO Box 1330, Colorado Springs CO 80901. (719) 632-8300, fax your MC/Visa to (719) 632-6417, www.ushga.org, ushga@ushga.org SOARING - Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $55. Info. kit with sample copy $3. SSA, P.O. Box 2100, Hobbs, NM 88241. (505) 392-1177.

TOWING GREAT WINDMETER! GREAT PRICE! - The Skymate accurately provides current, maximum and average windspeed over 5, I 0, or 13 seconds. It will also gauge the current temperature & wind-chill. A convenient pocket-knife design, accuracy, features, and price make this the best value in handheld windmeters! Order at www.flyaboveall.com or call (805) 965-3733.

MAY 2001

SPECTRA 12 - Braided tow line $0.18 per foot Minimum 1,200 feet. (702) 260-7950,

No time to mail your ad?

Fax it, 24 hours a day!

(719) 632-6417

VIDEOS

*NEW* A HIGHER CALLING by Dawn Treader Productions. Winner "People's Choice Award" at the Banff Mountain Film Festival 2000. A story of six friends attempting to fly cross country together as a group through western Nepal, where finding launches & landings becomes a daily routine. Become immersed into the Nepal culture upon every landing. Superb editing. 45 minutes $32.95 *NEW* PARAGLIDER GROUND HANDLING & THE ART OF KITING, by Adventure Productions.

Learn techniques and tips for easy ground handling with this instructional program. Get in tune with your glider and improve your flying skills while on the ground.

Various wind conditions are covered with the successful and proven industry-standard techniques of Dixon White-Master rated pilot, USHGA Examiner and USHGA's PG Instructor of the Year. This is for the beginner, intermediate & advanced pilot who wants to do some brushing up on his skills. Be a master of your paraglider. 44 minutes $36.95 *NEW* IN SEARCH OF THE PERFECT MOUNTAIN By Adventure Productions. Searching for the perfect mountain, perfect flight, and rhe perfect experience that challenges our essence and satisfies our quest for adventure. This paragliding odyssey takes you to St. Anton, Austria; Garmisch-Parrenkirchen, Germany; Sun Valley, Idaho; Point of the Mountain, Utah; and Jackson Hole, Wyoming. Features in-air footage, aerial maneuvers, and local pilot tours. 44 minutes $36.95.

BALI HIGH, by Sea to Sky Productions. A paragliding adventure film. Great flying and a great adventure on the exotic island of Bali, Indonesia. A result of wild imaginations, weeks of filming and three unsupervised pilots in a land of serious fun. Great flying footage. 38 min $29.95.

WEATHER TO FLY, by Adventure Productions. A much needed instructional/educational video on micrometeorology. Dixon White, Master pilot and USHGA Examiner, rakes you through a simple step-bystep process showing where to acquire weather data and how to interpret it. For pilots of any aircraft. Learn about regional & local influences and how to determine winds aloft and stability. "Weather To Fly" is an over-all view packed with useful details and includes great cloud footage. A straight-forward presentation that is easy to follow. 50 min. $39.95.

TURNING POINT IN ALPINE THERMALLING, by Dennis Trott/Alpine Flying Centre. 50% HG, 50% PG. Discover techniques to tame the elusive alpine thermal. Beautiful footage set against Europe's most dramatic mountains. Also features

45

comments from top pilots & great animation. 24 min $35.95.

STARTING PARAGLIDING by Adventure Productions. Covers basic preparations, weather, proper attitude, ground handling & those first exciting launches. 30 min $29.95.

FLY HARD: Viking Films newest release. Rob Whittall, Chris Santacroce & a vintage Buick convertible full of paragliders. Outrageous flying at several west coast flying sites. Meet HG aerobatics champion Mitch McAleer along the way. Excellent rock soundtrack, professionally filmed & edited, 35 minutes $35.95.

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

Professionally filmed & edited, 35 minutes $35.95.

Call or fax USHGA (719) 632-8300, fax (719) 6326417, please add +$4 domestic s/h (+$5 for two or more videos). Great to impress your friends or for those socked-in days.

MISCELLANEOUS FLIGHT GUIDANCE AND XC - In the Sierra Nevada, Spain: Horizonte Vertical, www.granadainfo.com/hv/, hv@granadainfo.com, Tel/Fax: 011 34 958763408

-·--------·-----VIDEOS, BOOKS & APPAREL - Call USHGA for your Merchandise order form (719) 632-8300, fax (719) 632-6417, email:ushga@ushga.org,www.ushga.org DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE CLASSIFIEDS. CLASSIFIED ADVERTISING RATES The rate for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps. Phone number=2 words, PO Box=2 words, weight range i.e. l 37-l 85lbs=2 words, web site or email address=3 words.

MINIMUM AD CHARGE $5.00. A fee of $15.00 is charged for each line art logo and $25.00 for each photo.

LINEART & PHOTO SIZE NO LARGER THAN 1.75" X 2.25". Please underline words to be in bold jlli!lt, Special layouts of tabs are $25.00 per column inch. AD DEADLINES: May 20th is the deadline for the July issue. Please make checks payable to USHGA. Send to: PARAGLIDING MAGAZINE, Classified Advertising, P.O. Box 1330, Colorado Springs, CO 80901-1330 (719) 632-8300 or fax (719) 632-6417, email jeff@ushga.org with your Visa or MasterCard.

STOLEN WINGS & THINGS

~-~ illli•HtG._1011'10 "t'g

Pin2gdu Austria 1999

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

GIN BOLERO - XL Stolen in the MEDFORDWHITE CITY, OR area in August, 2000. Fuchsia color, has damage in center/leading edge, and/or patch, generally in poor shape. Also: XL Pro-Design "Jam" harness, med. High Energy Quantum reserve, Charley "Insider" helmet XL white, Flytcc 4010 vario, Alinco DJ-191 2-Meter radio. Contact Kevin Lee (541) 9551737, thermaltracker@bigfoot.com "AMERICAN FLAG" PARAGL!DER- Lost by FedX, identical to the one Scott Alan is flying in the inside back cover Paraborne display ad. (407) 935-9912, scott@paraborne.com

1999 WORLD TEAM T-SHIRTS - We still have a few left. Commemorating the world championships held at Pinzgau, Austria. Soon to become collectors items!

Sizes medium & large, ONLY $10 (in the USA).

Proceeds benefit the US Paragliding World Team! Send your $10 to: USHG Foundation, c/o PG World Team '99 T Shirt, PO Box 1330, Colorado Springs C080901-1330. 1-800-616-6888.

46

STOLEN WINGS arc listed as a service to USHGA members. There is no charge for this service and lost and found wings or equipment may be called in (719) 6328300, faxed in (719) 632-6417, or emailed ushga@ushga.org for inclusion in Paragliding & Hang Gliding magazine. Please call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

INDEX TO ADVERTISERS Adventure Produccions ........................... 31 Aero light USA ........................................ 31 Aircotec .................................................. 46 Apco ............................................ 11,13,15 Ball Varios ............................................. .47 Critter Mountain Wear .......................... 27 Dawn Treader ........................................ 41 Dixon's Airplay ........................................ 9 Flight Design ................................. 8, 19,31 Flytec ..................................................... 33 Hall Brothers ......................................... 19 Mojo's Gear ........................................... 32 Pro-Design ............................................. 29 Sky Bee .................................................. 21 SkyCo .................................................... 33 Sport Aviation Publications .................... 41 Sup'Air .................................................. .41 Super Fly, Inc ........................ 2,Back Cover Thermal Tracker .................................... 26 Thin Red Line ....................................... 20 Torrey Pines Glidcrport ......................... 40 USHGA ....................................... 30,37,39 Wills Wing ............................................. 17

PARAGLIDING

SALL

'VARI

Features M.19.;.M:

M1Q ..M' $346 MtQ ..L $495 M1.9..30 $795

• Two 1 foot altimeters • oto 20,QGOfeE!tand .AGL • Analog varici readout • -1700 to +1700fpm • AverageVarJo·readout · • Audio vario • Selectable Judio sound • Volume control • Feet or metric 1,eleotable • Variable vario sensitivity • Temperatyre read.out • Low battery indi6ator • Auto flight timer · • 128 flight memory • Duration • High altitudes • High rate of climb/sihk • Accumul~ted totals • 2.yearwarranty

1 800 '129 2602 http·Hfwww.ballvarios.com

features Explorer: · Electronic compass · Automatic direction finder • 3 altimeters · Peak value recorder (100 flights) · Vario dynamic filter · Analog vario to ± 2400 fpm · Digital vario to ± 5000 fpm · Average vario 1 to 60 sec · TE compensation · Adjustable stall alarm · Barometer • Thermometer · Battery check (life 200 hours) · Feet of metric · Real time clock · Upgradeable flash memory · 2 Year warranty · Optional airspeed probe · Optional hang gliding mount · Optional vario holder

Excellent Quality, Handli g and Price.

Why pay more?

Pure (DHV 1..2)

Mission (DHV 2)

$2399

$2649

Sun (DHV 1)

Oxygen (DHV 2..3)

$1899

$2569

1-800-729-2602

Moon (DHV 1..2)

fXT (Light weight)

imported by Ball Varios http://www.ballvarios.com

$2499

$1899

Explorer $375 Voyager $575 Graviter $775

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