APA Paragliding Vol2/Iss2 March/April 1991

$3.95 U.S.A.

If it can be imagined It can be achieved

Featuring news from the American Paragliding Association

VOL 2 NO. 2 MARCH/APRIL '91

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Paragliding, The Magazine

FEATURES: 2 History of Personal Flight

by Kitty Hawk Kites

4 Paragliding Distance Records

Editorial. subscription and advertising information:

3314 West 11400 South South Jordan, Utah 84065 (80 l ) 254-7455 FAX (801) 254-7701

Cover photo: Grant Brown Launch-ing from the new ramp at Salt Lake County Hang gliding Pork

8 Hypoxia

by Patrick McLaughlin

18 Getting Big Sink Wills Wing . .. Paragliding?

20 The story behind the seminar

Photo by: Patrick McLaughlin

Subscription rate for the USA : $26.00 Overseas subscription rate: $44.00 (postage included) PARAGLIDING, The Magazine is published for members of the paragliding community as well as other interested parties. It is the official voice of the American Paragliding Association. (APA) Article submissions arc welcome, however Paragliding, The Magazine, reserves the right to edit any contributions. further, The magazine rcs(•rves the right to edit any advertising which may be deemed objectionable or damaging to the publication by the staff of the Association. The magazine and the Association do not assume any responsibility for the contents of any published articles, advertising or for the opinions in the magazine by its contributors.

P/\RAGLIDING, The Magazine is published six times per year for a subscription price of $26.00 per year by: PARAGLIDING PUBLICATIONS, INC. 3314 West 11400 South, South Jordan, UT 84065. Absolutely no articles, advertising, photos or other published material of the magazine may be reproduced in any manner without express written permission of the publisher. OCopyright 1990 PAR.I\GLIDING PUBLICATIONS, INC. All rights reserved.

POSTMASTER: send address changes to: Paragliding, The Magazine3314 West 11400 South,SouthJordan, Utah 84065.

24 Northern Flights Alaska

by Clark Saunders

35 Accident Reporting

by Jerry Forburger

DEPARTMENTS: 12 News & Noteworthy 27 APA News Manufacturers &

36 Distributer's Update

48 Classified Ads

ON 'J1HE

IIIS't1f)llY f)ll 1•1~IlSf)N1\IJ l~IJf,11'1

1

article submitted by Kitty Hawk Kites

erman film maker Charlie Jost took back a bit of American history with him to Germany after a two-week working visit to Nags Head, N.C.

The one hitch he experienced was a lack of cooperation with government officials. "In Germany, we think you would have big freedoms here in the U.S.," Jost said, "I was astonished. You have more rules than Germany."

Jost is preparing a documentary on the history of hang gliding with a major emphasis on Francis Rogallo, who invented the flexible wing which made the hang glider possible. Rogallo, who lives in Southern Shores, N.C. is known as the "father of hang gliding" for his contribution to aviation history.

He explained that most of the time in Germany he has been able to film wherever he needs to, but that here he ran into problems with state and federal officials over the right to film paragliding and hang gliding in parks.

"It disappointed me," said Jost.

Rogallo and his wife Gertrude met Jost last fall while in Germany as guests of the German Hang Gliding Federation which was celebrating its 10th anniversary.

The idea to do the documentary occurred to Jost while the Rogallos were with him. "I decided it was time to make a film about the real history of hang gliding," Jost envisions this film as a beginning to that. "For the whole history of hang gliding I should travel around the world," Jost explained, "and talk to those who had experiences in the 60's and ?O's."

While in North Carolina, Jost attended the 18th annual Hang Gliding Spectacular at Kitty Hawk Kites where he filmed the competition and awards ceremony.

He also did some filming at Wright Brothers National Monument in Kill Devil Hills, even strapping on one of Rogallo's original paragliders while there.

Jost is as enthusiastic about paragliding as he is about hang gliding and has said the sport of paragliding is catching on quickly with about one-third of the athletes being women. Women are attracted to the sport because paragliding is lighter and doesn't require as much muscle as does hang gliding.

The 20 minute film highlights Rogallo's career as a scientist at NACA (before it became NASA) and how he researched the flexible wing. As an expert pilot of both hang gliders and paragliders, Jost was surprised to learn that Rogallo invented the paraglider before the hang glider.

When Rogallo created the flexible wing in 1948, he had a dream of making personal flight possible for everyone.

On his first trip to the U.S., Jost, 38, said, "The people are kind and polite.

They are more open than European people."

Charlie Josi films while Francis Rogallo experiences the feel of one of his original paragliders.

The monument in the background is the Wright Brothers Monument in Kill Devil Hills, N.C.

2

Jost was commissioned to make this film on hang gliding history by the German Hang Gliding Federation.

Once the film is completed this fall it will be shown to hang gliding clubs.

There are no plans to translate the film to English at this point. "I want to show Francis Rogallo and the first steps of hang gliding history," Jost said.

"This could be the first step in a series."

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PARAGLIDING DISTANCE RECORDS World TANDEM Laurent Sohn & Antoine Haincourt · 56 km Planpraz, Chamonix

World Record: Xavier Remand - 150 km Bitterwasser, Namibia

Women's World Record: Chantal Wenger · 51 km Bellwald, Switzerland

he gigantic leaps in paraglider design and performance are reflected in the great improvements in distance records . Nearly all the f lights recorded here were made in 1990.

T

It took hang glider pilots many years of experimentation to realize that flatland flying was the way to the greatest distance flights . Paragliding was very quick to take up this hard won information and incorporate it into the sport. Since 1989. the world distance record has belonged to Xavier Remand and his tow-start flights in Namibia. He made the current record flight in conditions which he considered inferior to those of the previous year and visualizes much longer flights in Namibia before too long.

It looks as if the names and distances in this column w ill not settle down during 1991 . Countries which are famous for hang glider records have hardly been exploited by paragliders : the USA, Australia , Brazil and the flatlands of Europe. The newest generation of paragliders are fast and glide ratios of 7:1 are beginning to look within reach .

This new performance, combined with the growing ranks of professional or semi-professional paraglider pilots. (Uli Wiesmeier, Robbie Whittall, Xavier Redmond, Andre Bucher, Thie rry Barboux, etc.) must mean that 1991 is the year to watch for new records.

This column takes into account the best straight-line distance flown in each of the major paragliding countries, regardless of the pilot's nationaltty. The flights are not necessarily official FAI records , since most pilots do not document their record flights. The cross country paragliding distance chart is designed to complement the FAI system, and relies on the integrity of each record holder.

Xav ier Remand

Photo by "Fred Stockwell"

PILOT

KM

TIME

YEAR

TYPE

SITE

COUNTRY

Xavie r REMOND (F) Dominik MULLER Pierre BOUILLOUX Robe rt SCHWAIGER Toni BENDER (D) Uli WIESMEIER (D) Carlo DALLA ROSA An dre BUCHER (A) Mike ALLEN Sean DOUGHERTY Gavin WADSWORTH MarioAROUE Win SAN WIN Eddy BARDIN (F) Philippe HUBERT Yair SHACHAR Ikeda KEIICHI

150 107 97 85 84 83,45 76 74,7 58 57,5 55 42,5 42,5 42 38 27 23

4h 45 4H 30 7H 30

90 90 90 90 90 90 90 89 90 90 90 90 90 91 90 89 90

Omega F1 Saphir 100

Bitterwasser Farm Nebelhorn Ch amon ix Seegrube Forbes Verbier Bassano Owens Valley Walderton Mt. Seven, BC Dasklip Pedras Blancas

Namibia Germany France Au stri a Au stralia Switzerland Italy Usa Great Britian Canada South Afri ca Spain Taiwan Brazil Belgium Israel Japan

2H 30 SH 30

1H 40 3H 30 2H15

1H 30 1H 30

Nova CXC Ninja Bullball Comet CX Apex Hilite Arrow Angel Wing Saphir Hilite Tril air

4

Sta. Terezinha, Bahia Sept Meuses Mont Tabor Boryuu , Nagano

Courtesy of Cross Country,

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ast May we packed paragliders and phrase books ,and headed off for a visit to Japan, where ufiL-izlparagliding has literally "taken off'. There are about 100,000 pilots and 200 schools - two of which extended their hospitality to us. The first was in Hakuba, a ski resort in the Japan Alps about 4 hours northwest of Tokyo which boasts two main flying sites - Goryu Toomi and Happo both about 1000 meters vertical drop. Conditions were strong, launches easy and landing fields tight. The only alternatives were trees - reassuringly somewhat smaller than our west coast varieties - and rice paddies - very wet in spring. Before every flight, our hosts were careful to point out what they called the "safety landings" as on some days no one seemed to make it to the official field! But during our stay there, it was Joris who found the most unusual place to land - a small green patch that turned out to be an archery range! Surprised Sunday archers held their fire while he packed his paraglider in record time.

0;;

"Banzai" apparently means congratulations in Japanese, but we more frequently used it while teaching paragliding, as it also means "hands up." The Hakuba school can take up to 80 students per day - 80% of whom are dynamic and determined women! (However, the more experienced pilots and competitors are mainly men.)

After Hakuba, we moved on to a regional competition at Ogami Mountain, a 500 meter high ridge in Niigata Province, where we witnessed more closures, stalls and spins than in a Super Max film! In general, the Japanese fly "high tech" and "surtoil'e". There are several paraglider manufacturers in Japan, best known being Falhawk. The air was full of their Apex, as well as the Ailes de K Trilair and ITV Saphir. As wind dummies we had some pleasurable two hour flights above the Japan Sea in a challenging mixture of thermals and ridge lift. However, if you go to Japan, do not expect to have the sky to yourself!

On one particular day there were at least forty pilots in the air at the same time.

Our last paragliding stop was Inatori, on the Izu Peninsula three hours south of Tokyo. Cuz, a local Whistler pilot, was spending the summer there helping out in a smaller school - only thirty students a day! the rolling hills and strong laminar winds made for great flying - a strong contrast to our either dead calm or turbulent and "scratchy" conditions here in the mountains at Whistler.

A few days after we left, the rainy season started.

Do not plan a paragliding trip to Japan in June - it is notoriously wet. But there is much more to do than fly... the other highlights of our trip were the "onsen" or hot springs, the massive wooden temples, the food and, of course, the people-keen, hospitable, enigmatic. Many things escaped us, but we are sure of two - the Japanese eat a lot of rice and drink a lot of beer. And we're ready to go back anytime!

6

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HYPOXIA today. The medical aspects of hypoxia are also some what new and still a very good subject for undergraduate studies.

The advent of the air force has been responsible for almost all we know about it. What is known is that it is real, a potential danger and, most of all, something not to ignore.

As a pilot of the type of aircraft we fly, hang gliders and paragliders, we often fly and launch from altitudes where hypoxia becomes a concern. In addition, we are physically exerting ourselves in order to pilot our craft. This requires more oxygen than a pilot in an engine powered aircraft who, for the most part, is simply sitting relaxed. More so is the fact that the brain, also being taxed with the effort of flight dynamics, is using more oxygen than normal. Because good judgment is essential, feeding the brain becomes the most important issue with the type of craft we fly.

ou placed a great deal of emphasis on the quality and integrity of your equipment and flying skills.

Now it's time to put emphasis on the integrity of the most important, yet weakest, link in your system, .. yourself.

While you are piloting your craft you are performing a rewarding yet demanding task. This is a time when you can't afford any performance compromise from the most important component of your system ... YOU!.

Unless you live at 12,000 feet above sea level, and are there doing something like flying you need air! Standing on the ground at the Gold Hill launch, 12,500 feet above sea level, in Telluride Colorado you need air. To be specific, you need supplemental breathing oxygen. Without it your brain (YOU), the most important component of the system, will operate at only a fraction of its capacity. If that is not enough you are losing yur precious mental facility at a time when you need it the most, in the air during some competition or simply free flying, at a time when your judgment is important to the safety of you and others. This is a dangerous phenomenon known by many proficient pilots, .. this is serious, .. this is hypoxia.

You can live for weeks without food, days without water, but only minutes without oxygen. You do not store oxygen in your body, therefore, you live only as long as you can replenish the oxygen consumed by your metabolic process. Oxygen is the most important element for your suNival and quality of personal performance. Therefore, it should be the most important item you should secure.

and its dangers Hypoxia does not hit you all at once. It comes on slowly, at a speed that is mainly a function of your altitude and somewhat of your condition. The higher you go, the faster hypoxia will take effect. Experiencing any of the effects indicating the onset of hypoxia is just as, if not more, insidious as the condition itself. Simply put, once you have convinced yourself you are experiencing hypoxia, it's simply to late. You are now mentally and physically operating at a fraction of your capacity and losing more at a fast rate.

Oxygen is needed now. Oxygen will prevent this dangerous phenomenon.

Many pilots who have experienced hypoxia claim they know at what altitude and what effect they will experience when it strikes. In fact some pilots go on to say that they can practice a breathing technique to reduce or control it.

Unfortunately, in this case this practice simply yields little or nothing at all. You need to use oxygen.

While it is true that some pilots can tell that hypoxia has taken effect and pilot themselves to safety, premature landing, without oxygen, it's neither reliable nor safe. At

The word "hypoxia"is derived from "hypo" meaning "under" and "oxia" referring to "oxygen". Hypoxia is a relatively new word not in many of the older dictionaries still in use 8

one altitude you may experience yet another incapacitating effect, thus not recognizing you have hypoxia. In addition what works for one pilot may not work for another.

less, tasteless and odorless gas, you won't know you are being exposed as you become poisoned. It does, however, cause the same indications as hypoxia. It is not hypoxia.

Carbon monoxide poisoning, even with minor exposure, can cause you to lose more that 8,000 feet of your much needed altitude tolerance. Some of the indications of carbon monoxide poisoning are that of a feeling of uneasiness, loss of self confidence, "blurred thinking", dizziness, nausea and headache. This is because carbon monoxide is quickly absorbed into the blood and 'sticks' like glue to your oxygen carrier cells called 'hemoglobin' where it will not leave with any speed at all. A pilot with moderate hypoxia alone makes a major recovery in about 10 to 15 seconds as oxygen is added to the inhaled air. However, a pilot affected by carbon monoxide poisoning can be affected for more than 24 hours. Like alcohol, you can get drunk quickly, but you have to wait it out to recover. With moderate cases of carbon monoxide poisoning you will need pure oxygen to recover. In fact, if you were to black out from carbon monoxide poisoning, your chance of survival is literally 50%.

A Hstof the most common indications (SY!f'il1Ptoms)of hypo:ida that the pilot mayor may not recognize

Prevention and factors of hypoxia Pilots have found that a good way to protect themselves from hypoxia is to be constantly aware of the problem and use the altimeter as the primary guide for the use of oxygen.

It is recommended that pilots use oxygen as they fly at altitudes over 10,000 feet. Many factors influence when, how, where and what the indication of hypoxia will be. Your diet and health plays an important role in your altitude tolerance. What you eat or drink is also a factor. Some foods and beverages, mostly the junk and pre-processed variety, may 'out-gas', from your digestive track, an oxygen-depleting agent resembling the properties of carbon monoxide, lowering the ability of your blood system to absorb and deliver oxygen, thus lowering your altitude tolerance. Although there is not much medical data on this subject, many serious pilots have indeed noticed a difference when they eat well with the proper foods.

If you think you can detect and control the effects of hypoxia without oxygen. Think again, you're wrong, dead wrong. The two most dangerous aspects of hypoxia, as encountered in all types of aviation, are its gradual and insidious onset and the false feeling of well-being called euphoria. Since this obscures the pilot's ability and desire to be critical of himself, he most likely will not recognize the symptoms that otherwise are obvious. Therefore, the hypoxic pilot commonly believes he and things are getting progressively better as he nears total collapse.

Many high altitude chamber experiments have shown that a person affected by hypoxia may not recognize but a fraction it's known indications. In fact, some experienced pilots don't even report experiencing any effects at all while they are obviously incapacitated. This is where the insidious nature of hypoxia is so dangerous. Without oxygen you are not going to reverse it anywhere as quick as you brought it on. But with oxygen you can speed up the reversal. The trick is to not get hypoxia in the first place. Many pilots black-out, faint in flight, each year from hypoxia. Some pilots now fly with oxygen, but many do not. Reviewing many of the so-called pilot error deaths and serious accidents, where no tangible explanation was found for cause, may in fact have been caused by hypoxia.

Recovery from mild hypoxia can be rapid, usually within 12 to 18 second, after oxygen is administered. Dizziness from head and body motion may occur during the recovery making piloting a craft more difficult. A pilot recovering from moderate to severe hypoxia is usually quite fatigued and can suffer from a degradation in mental and physical performance for many hours. Headache and nausea may also occur. The continued administration of oxygen helps recovery by many factors.

Carbon Monoxide

At what aH:H:ude will I

Smoking tobacco or inhaling the vehicle exhaust on your ride to launch exposes you to carbon monoxide and is by far the most influencing factor affecting your altitude tolerance. This subject is slightly out of the scope of this article, but because of its dangerous nature we will mention some of the main points. Because carbon monoxide is a color-

This is the most asked question and most difficult to answer. Simply put, you can suffer from the effects of hypoxia at almost any altitude where you made a quick altitude gain of about 8,000 feet. Because it's the loss of oxygen (pressure) on your body, causing your blood to lose some ability to absorb oxygen and possibly out-gas (lose 9

oxygen), that causes hypoxia. However, many proficient pilots have become 'somewhat' conditioned where they can withstand more exposure without ill effects. But, it would be a good and responsible practice for you, the pilot in command, to follow the FAA "recommendation' for non registered pilots and craft to use oxygen starting at pressure altitudes of 10,000 feet above sea level.

What can I do to limit the effects of hypoxia?

This is the second most asked question and is also just as difficult to answer. We can't spell out a definitive set of do's and don'ts, but we can point out a few factors that are medically known that that do indeed affect one's altitude tolerance.

If you live at or about sea level and go to a launch site 8,000 feet higher, you will be a good candidate for hypoxia becoming a danger.

do not smoke and drink less alcohol.

Summary It's really quite simple; if you take good care of yo u r self, eat well and don't abuse yourselve, you will be able to withstand and tolerate more exposure with less effects and gain faster recovery. If you use oxygen, you will be adding invaluable insurance to your safety, health and sense of well-being. In addition, you will be adding to your confidence and show responsibility to your fellow pilots.

Many very good publications are available at almost any airport that has a flight school, regarding the FAA rules and medical aspects of aviation. The FAA does not, at present, enforce, but recommend rules regarding 'pilot physiology' with our type of flight. We should, however, show responsibility regarding this, as we have with other issues, and at least be aware of them.

However, If you live at or about sea level and go to a launch site 8,000 feet higher, in good health and have spent about a week's time at the launch altitude performing some moderate physical exercise, you could add as much as 8,000 feet to your altitude tolerance. This is providing you

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MODEL: SPOT 21 SPOT24 SURFACE: 21.89m2/235sq ft 24 .56m2/255 sq ft SPAN : 8.45m/27.7ft 9.45m/31 ft ASPECT RATIO : 3.3 3.76 CHORD: 2.4m/7.8ft 2.50/8.2ft CHAMBERS : 19 21 45-70kg/1 00-1551bs 60-90kg/132-200l bs PILOT WEIG HT: CERTIFICATION: ACFPU LS Level 2 AC FPULS Level 2 GLIDE RATIO : 5.5 5.6 SINK RATE : <1.5m/s 295ft/m <1.5 295ft/m MAX SPEED : 34Km/h 22 mph 34km/h 22mph TOTAL Weight with Canopy, risers and ha rness 8kg or 17.8 lbs

Glidell Ltd. is proud to announce the U.S. deb~t~]i> of high performance paragliders from Brind featuring the SPOT and the VOYAGER.

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SPOT is the Wing designed for the i eti:n: diate pilot and has all the features you - oking for - performance (glide ratio a among the best) and hand!" stability, safety), and abo g for intermediate to s. Possessing many of the more experience SPOT, and also certified same qualities e demanding pilot more Level 2, it o nd features. You ' ll obtain better ormances listed above for the SPOT and compare to most other publ icized performances, add 1 to 1.5 to the gl ide ratio and subtract .1 to .2 from the sink rate .

SPOT and VOYAGER are available in attractive color combinations. Choose any two of over 20 colors available for your Wing. Harness and bag are included; trimmers are standard on the VOYAGER only; accelerator is optional on both models.

MODEL: SURFACE: SPAN : AS PE CT RATIO: CHORD: CHAMBERS : PILOT WEIGHT: CERTIFICATION: GLIDE RATIO SINK RATE : MAX SPEED :

24 24m2/268sq ft 9.35m/30.6ft 3.65 2.45m/8ft 21 50-75kg/110· 1651bs ACFPULS Level 2 5.7 <1.4m/s 275ft/m 37Km/h 24 mph

IMPULS designs and builds BRINDAZUR canopies in the quaint village of Millau, France and has been recognized throughout Europe for the quality and performance of its line of gliders.

Each Wing is cut and assembled by one individual technician using the highest quality materials; To ray 42-55 grams perm ' fabric, double stitching, inside seams, mylar reinforcement, kevlar suspension lines with polyester sheeting, and stainless steel links. Quality control checks are accomplished throughout production and each Wing is test flown both at the factory and at the reseller or dealer.

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26 26.7m2/290 sq ft 10.25m/33.6ft 3.92 2.57/8.5ft 23 70·95kg/l 55-2101bs AC FPULS Level 2 5.8 <1.4 275ft/m 37km/h 24mph

NEWS+ & + NOTEWORTHY

NATIONAL AERONAUTIC ASSOCIATION

1 The National Aeronautic Association as the nation's aviation record keeper - was involved with over seeing and certifying close to a hundred flights last year. While every record was important and contributed to aviation, certain records stood out in the minds of the NAA Staff and Contests and Records Board. We submit below our list of the flights which made the biggest impression on us.

"On July 3rd, Larry Tudor became the first hang glider pilot to exceed the 300 mile mark! The 8-1J2 hour flight from Hobbs, New Mexico to Elkhart, Kansas earned Larry the "distance to a declared goal" record of 303 miles. " On the evening of November 9th, Nick Saum set out on a balloon flight that would last throughout the night and end 343 miles, 17 hours and 42 minutes later. Nick's balloon, a home built "Rozier" uses both helium gas and an airborne heater for buoyancy.

"Under the call sign "Hello America!," Dr. Hypolite Landry and

flight took a mere 68 minutes.

co-pilot Clifford Rice visited all the "lower 48" state capitals and the District of Columbia. The two departed in a Cessna 172 from Baton Rouge, Louisiana on August 6 and completed this "fastest time" record 13 days, 7 hours and 42 minutes later in Jackson, Mississippi.

"During a B-767 delivery flight from Seattle's Boeing field to the capital city of Brunei in southeast Asia, Royal Brunei Airlines set a distance record of 9,231 miles.

The June 9th non-stop flight from Seattle, Washington to Nairobi, Kenya lasted nearly 18-1/2 hours.

"As part of a soaring contest held in New Castle, Virginia, seventeen pilots each completed a flight of over 625 miles on September 17. After being released at New Castle, these glider pilots flew south-westward to Wytheville, Virginia, then along the Allegheny Mountains to Bedford, Pennsylvania, before returning along the same route. Few glider pilots ever achieve a flight of this length, and for seventeen to do so in one day is truly remarkable!

" On April 7, Lance Truk flew non-stop from Arlington, Washington to the Sun'n Fun Convention in Lakeland, Florida.

Setting a new standard for fuel-efficiency, his home built Glasair I used less than 75 gallons of fuel on this 12 hour, 2,551 mile flight. " By removing the landing skids to reduce drag - and thereby increase airspeed, helicopter pilot Wayne Mulgrew set three separate speed records, averaging 135 mph.

He beat the previous records, also set in a Robinson R-22, by over 27 mph.

"On its delivery flight to the Simsonian Air and Space Museum on March 6, the SR-71 roared across the United States at over 2,100 miles per hour!

This west to east coast

"A group of women parachutists from Madera, California set 12

an open canopy record on October 7th by forming a stack of 16.

In this maneuver, each of the team members was attached to one another in a vertical stack, sixteen high.

This beat their own previous record of a 15 stack set just one day earlier.

"To qualify for an

airplane distance record in a purely rocket-powered airplane, Terrance Cunningham strapped four emperor rockets to the back of his ultralight airplane, weighing less than 661 lbs. On October 24, he blasted off - and landed a record 122 feet later. What was the previous record?

Well, there wasn't one so now Cunningham has his name in the record book along with the X-15.

The National Aeronautic Association is the national aero club of the United States and the United States representative of the Federation Aeronautique Internationale. It is the oldest national aviation organization in the United States and traces its roots back to 1905. NAA oversees all aviation and space records set in the United States.

Arthur W. Greenfield Secretary, Contest & Records Board

B

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G™

The two Winglets reduce the size of the vortices created by the wingtips resulting in less induced drag. Additionally, the Winglets improve spanwise shaping and add lifting area to the canopy.

The very smooth and flat spanwise shape of the canopy leads to higher lift performance.

The quadruple cascading of the suspension lines results in the use of the minimum number of lines and reduces line drag while it maintains the most accurate trim and airfoil shape, chordwise and spanwise.

The use of the best available materials combined with parachute construction techniques adds to the performance and durability of the Birdwing 300 series.

Flying a Birdwing 323 or 325 will convince you of the performance and handling advantages these canopies have.

Please contact Para-Flite or the nearest authorized Para-Flite dealer for additional information.

-~ PAR~ F.:;;.E Incorporated 5800 Magnolia Avenue• Pennsauken, NJ 08109 U.S.A. (609) 663-1275 • TUC 831355 • FAX (609) 663-3028

ws.

Mt. Herman

Fly In, Colorado

What: a fly in and friendly competition.

On Saturday there will be a target drop and point landing contest.

On Sunday there will be a time-aloft contest.

When: Sat. & Sun., June 8th & 9th, 1991.

Who: all APA/USHGA Class I & II paraglider pilots are invited to participate. Pilots must show prof of USHGA insurance or purchase a one-month membership for $6.

Where: Mt. Herman, 10 miles north of Colorado Springs, Colorado. Mt. Herman is a recently opened paraglider site with 1,800 ft. vertical and great ridge and thermal soaring potential.

Camping facilities are nearby.

Why: to provide an opportunity for paraglider pilots to meet each other, fly together and promote safe paragliding.

How Much: a $5-per event entere reg- istration fee will help cover prizes, rides to the launch area and organizational fees. After June 1, a $5 late registration fee will apply.

To minimize your driving time and maximize your time flying, the organizers will provide a shuttle service from the landing zone to the trailhead. The launch area is a 30 minute walk from the trailhead.

What More: for additional information and

OTEWORTHY available. The airport is located 120 miles from the Summer Lake Lodge.

An airstrip is located at Paisley, which is 25 miles from Summer Lake Lodge. It has a 4400 foot runway and NO FACILITIES. For more information contact Fly-In coordinator Phil Pohl (503) 389-4086.

to register contact:

Ron Wilkinson Eagle's Nest Hang I Paragliding School. P. 0. Box 25985, Colorado Springs, CO 80936. 719-594-0498.

Granger Banks Parasofi Paragliding School. 770 Morgan Dr., Boulder, CO 80303 303-494-2820.

Second Annual Summer Lake Fly In, Oregon

Located 20 miles north east of Weed, California on Hwy 97.

Waleback is a 2800 ft. site and is a great Class I site when conditions are appropriate. When it gets rowdy Class II pilots can thermal to the moon! Herd Peak is a 2200 ft. site, good glass off and thermal site. Camping is very primitive, no water is available at landing sites but good motel accommodations can be found in Weed.

Safety Clinic will be the first safety clinic ever held in the U.S. The site has a vertical elevation of 1800 ft above the water and offers great thermaling possibilities for increased altitude to conduct safety maneuvers. A broad spectrum of Safety Maneuvers will be covered in the clinic for both Class I and Class II pilots. Maneuvers will be covered in the clinic for leading edge collapses, negative turns, tail spins, spiral dives, wingovers, canopy reduction techniques, and shakedown spot landing procedures. Reserve deployment will be demonstrated and can be practiced by Class II pilots. Lodging will not be provided but numerous motels and campgrounds exist in the Redding area. Lunches will be supplied. Flying site shuttles including boat pickups from beach landing areas will be provided. The clinic is limited to 40 participants. An advance deposit is required. Cost: $300.00

For more information call John Yates.

916-222-4606.

Instructors include: Jim Yates, Ed Pitman, and Pat Blackborn.

Shasta Lake Safety Clinic

For information contact coordinator John Yates 1600 E. Cypress Ave. #8, Redding, California 96002. 916-222-4606.

Wale back/Herd Peak Fly .. ln, California

July 4-7, 1991 (thurs.-Sun.)

No registration fee.

There will be transportation from LZ to launch on a pay per ride basis. It is less than a 30-minute drive around time from LZ to launch. Launch to LZ2400ft.

Winter Ridge is 20 miles long and in some places 3000+ ft. high.

Plenty of activities are available for the nonflyer, including swimming, hiking, fishing, Indian ruins, wildlife and bird watching, and hot springs with showers.

July 4-8

Fly in headquarters and LZ are located at the Summer Lake Lodge 28 miles north of Paisley, Oregon and 23 miles south of Silver Lake on Oregon Hwy 31. A motel and restaurant with refreshments (beer, soda, etc.) is available. For lodging information call (503) 943-3993. If you don't have motel reservations, plan on camping out.

Redmond, Oregon is the location of the nearest airport. Car rental is

June 29-July 2 (4 Day Seminar}

Shasta Lake Safety Site offers the opportunity to practice safety maneuvers over the warm waters of Lake Shasta. Shasta Lake 14

Things To Come?

Greg Yarbenet has been quietly working on paragliders since 1965 designing, inventing and

INTRODUCING

nugen!

The Skywalk Spirit FXC is a very stable and easy to launch paraglider.

The Spirit FXC, because it has 46 chambers, retains a ridged profile on launch as weH as in fHgh t.

Passenger Weight Min. Speed Max. Speed Min. Sink Rate (160 lb Pilot) Glide Rate Weight of Wings No. Of Cells No. Of Chambers Wingspan Area DHV Classification DHV Giitesiegel No.

O

120/200 11mph 23mph 256 ft/min 6:1+ 12 lbs 23 46 33 ft 273 sq ft 2-3 01-157-90

ur goal was to design a high performance

glider that expert pilots would enjoy flying. It also had to be easy to operate so that APA 1 certified pilots woad.cl get the proper flying experience. We are pleased to bring to you one of todays most advanced paragliders the Spirit FXC .

For more i1111.formatio1111. co1111.tact;

s

Voice I Fax

(415) 493-3192 Macie in the U.S.A.

"The Spirit FXC is the most stable paraglider I've ever flown. It out performed my Fa/hawk competition glider."

Brian Porter 1989 U.S. Nationals Hangliding Champion.

1976 World Open Hangliding Champion.

INTRODUCTORY OFFER

'"" $2995.

BRING THIS AD TO YOUR DEALER AND RECEIVE A FREE HARNESS AND BACKPACK WITH ANY SPIRIT FXC PURCHASE. A $375 EQUIPMENT VALUE .. FREE. HURRY, IT WON'T LAST LONG. Dealer Inquires Invited

NEWS + & + NOTEWORTHY

developing many prototypes. In November of 1973, Greg invented the Slider for Ram Air Sky Diving Riggers. The by-wing photo is called the Tunnel Foil. Greg is now working on the Series II Tunnel Glider and hopes to test fly it this spring.

This year we could be seeing more of the bywing paraglider.

Development is going on in many countries including France, Germany, and Switzerland.

We will follow up on these developments in further issues. Thanks to Greg for the photo and the information.

Greg Yarbenet's "tunnel foil"

Mt. Mckinley Solo Climb We would like to congratulate Norma Jean Saunders on her solo climb of Mt. McKinley, 20,320 ft. On June 11, Norma Jean became the first women to complete a solo climb of North America's highest peak.

With an aluminum ladder suspended from her harness, as a safeguard in the event of a crevasse fall, and over 125 lbs. of food and equipment, she made single carries up the entire West Buttress route. At 14,000 ft. she weathered a typical McKinley-style storm, winds in excess of 80 mph and 3-5 feet of new snow fall. After 5 days of waiting out the storm in a little Bibler tent, Norma left the 14,000 camp and broke trail up to 17,200 ft. where she

set up her high camp.

days.

After assisting in the rescue and body recovery of five Japanese climbers who had been stranded in the storm, Norma set out alone for the summit at 9:45 p.m. She was able to stand alone on the summit in crysta] blue skies for over 45 minutes before another climbing party joined her and witnessed the completion of her solo.

Clark and Norma Jean Saunders were instrumental in establishing the APA with Fred and Claudia Stockwell. They have served on the APA Safety & Training Committee and Clark is the APA Regional Director for Alaska. They formed the APA's first Chapter Club in Alaska, The Arctic Air Walkers. Currently they own and operate Raven Adventures Paragliding School.

Her climb is recognized as not only the first solo by a woman , but also one of the fastest ascents of the mountain by a woman.

Usually the West Buttress route takes 17-21 days to complete and Norma had climbed up, down, and flown out of the glacier in under 12

Both Clark and Nonna Jean hold Class II Instructor Ratings.

2nd Annual Blackcomb Meet, Canada Date: Sat., April 20, 1991. (rain day: Sun., 16

April 21) Place: Blackcomb Mountain, south side of 7th Heaven.

Time: 8:30 a.m. in Merlin's Mazzanine.

This is all day competition open to all certified pilots over 19 years of age as well as students who have had two or more days of instruction with Parawest.

All flying is done on skis and tasks include: 1.) estimated flight time with target landing. 2.) touch and go with target landing.

Entry Fee: $25 per person (includes dinner and prizes) Lift pass and paraglider rental extra.

For further information contact: Janet and Joris Moschard Box 1097, Whistler, B. C. VON IBO . 604-932- 7052

any paraglider pilots have been sucked upwards into a cloud or blown backwards towards an invisible rotor. Conventional paraglidcr wisdom taught us to either lean on our front risers for better penetration or do a horse-shoe stall to get down quickly. However, new high performancecanopycanopiesalreadyhavc90% of your weight on the front risers and hanging like a gorilla on them accomplishes little. Horseshoe stalls are an effective way to get big sink but due to the danger of entanglement, should only be used as a method of last resort.

Similarly, steep spirals exposes the pilot and canopy to strong centripetal forces and arc dangerous close to the hill. Fortunately, new, high performance canopies offer two safer and more effective al terna ti ves.

Wing tip can be tucked on most 3- or 4riscr canopies. By pulling on the ou tcrmost A- lines symmetrically it is possible to tuck the cars or wing tips decreasing the paraglider surface area and increasing the sink rate. It is important that the suspension line run directly lo A- lines on the canopy and not cascade off to B-lincsalso. If this is the case then the wing will be much harder to tuck and may result in a full frontal canopy collapse. Also important to note is that pulling on A-lines attached to the stabilizer may cause the canopy to stall. To avoid the possibility of confusion, I have marked my "tuck" lines with magic marker for quick recognition in times of need.

Submitted by Granger Banks Source: Parapente Mag. No. 10

various Sink Rates Speed Up:

2.0-2.5 mis

390-487 f/min

Speed Up and 80<% brakes:

4·5 mis

780-975 flmin

Fold B-Lines:

5·10 mis

975-1,950 f/min

Tuck Ears (30%, of surface):

5.5 mis

1,072 f/min

Speed Up and Tucks Ears:

6-7 mis

1, 170-1,365 f/min

360 turns:

6·7 mis

1, 170-1,365 f/min

Speed Up and tuck ears:

6-7 mis

1, 170-1,365 f/min

Full Stall:

8.5 mis

1,657 f/min

Steep Spirals:

over 10 mis

over 1,950 f/min

Wiog ru,~s

a. nne Folds

Not Possible Not Possible Possible

Not Possible Not Possible Not Possible

Not Possible Not Possible Possible

Not Possible Not Possible Possible

Meteor Saphir

Possible Possible

Possible Possible

Katana

Possible

Possible

Possible Possible Possible

Possible Not Possible Possible

Not Possible

Possible

Possible Possible

Possible Possible

Manyfa~tu rertMo~el Excalibur 27 33 39

Firebird Fox Twist F1

ITV

UP Pacific Paragllders

To tuck wing tips, release your brake handles, reach up and grab the A-1 hncsas high up as you can reach (gloves arc a good idea) and pull down on the lines evenly bringing your hands to chest level. Now you can hold both lines with one hand and use the free one to steer with the brakes one at a time. On some canopies such as the old

Monarch Kiwi Easy Stealth

Paraflite Birdwing 32315

Prodes!gn Corrado Airbow

18

Saphir and the Airbow the tips will stay tucked without holding them. For even greater sink it may be possible to pull more than one set oflines in making the wing even smaller. Be sure to re-inflate the wing tips before landing or you're in for a hard one.

Wing tucks have another benefit; it makes a bumpy flight smoother by increasing the wing loading. Also don't expect tucked wing tips to increase forward speed; on some canopies it actually decreased it.

B-Line Folds 1f your canopy can do wing-tip tucks, you may never need to do a B-line fold.

B-linc folds can also only be done on 3 or 4 riser systems where you have a single riser connecting exclusively to the B-lines on the wing. The idea is distort the wing by pulling the B-risers cvcnly4-8" down, bringing the canopy into a "V" shape. Thecanopystallsand begins to sink quickly in stable flight with a forward speed of a couple miles/ hour. To return to normal flight the pilot must only release the B-lines and the canopy continues in normal flight.

Caution: Some canopies may deep stall in this maneuver and then must be brought out by tugging on the front risers.

fi Word of Warning Wing tip tucks and B-line folds are not daredevil tricks and in fact arc a legitimate emergency procedures that should be practiced before you really need them. However,asJohn Buchard notes: "these maneuvers are not as obvious as it seems and should be taught by an instructor familiar with both the glider and the move". It's a good idea to check with the manufacturer for special instructions before attempting these maneuvers. I contacted most of the U.S. paraglider distributors/manufacturersandcompiled a listing of which descent methods are possible to do on a given para glider.

Black Magic - hailed as the best of its type. It may be a recreational glider but it is a performance recreational! If you want a Class I paraglider that's easy to ground handle, easy and reassuring to fly and also very safe, then the Black Magic is the one for you.

The Black Magic has undergone extensive flight tests passing the most stringent tests of the DHV and ACFPULS with flying colors. Thats a nice thought when you find yourself in some unexpected turbulence.

AIRWAVE PACIFIC

AIRWAVE

P.O. Box 4384, saunas, caufornta 93912 USA

C408> 422-2299

fax, 758-3270

Wills Wing .... Paragliding?

The story behind the seminar.

by Claudia Stockwell ate in the fall of last year, Fred and I got a phone call from Rob Kells. He and Steve Pearson and Mike Johnson , wanted to come visit and fly with us in our famous Utah air. As it turned out, the conditions during their stay were no good for flying, so we talked all day and into the night about. .. you guessed it paragliding. We were pleased to see a major hang gliding company getting involved in paragliding. Rob explained to us their plans to involve all the existing Wills dealers and potential new dealers in an introductory and training seminar. We spent time addressing the concerns of the transition from one type of wing to the other. I had made the transition myself, in flying as well as teaching , so I could answer many of the concerns. Although hang gliding and paragliding have many things in common , there are distinct differences that cannot be overlooked .

L

Fred and I were excited to be involved in the development of a training program of this sort. We feel it is a big step in the right direction, towards safety through education . We have taught just about every type of person how to fly, and some of the more difficult are advanced hang glider pilots, who tend to have a very lax attitude towards paragliding. So I knew my work was cut out for me . Fred and I spent many long hours trying to put together a program which would take into account the participants' existent knowledge, but cover all the necessary steps to understanding paragliders.

Mark Axen, Peter Zimmerli, and Andrew Whitehill were all instrumental in helping us to pull it off I We think it was a successful program .

It went something like this : The first 4 days were spent at the training hill working on Class I skills and tasks . It was exciting to watch everyone get psyched on paragliding. Some of the USG HA brass, Jerry Bruning, Gregg Lawless , and Gil Dodgen, came out to see what this was all about and to fly.

Hang Fours learning to become Class I. Santa Barbara

20

Photo by Akihiro "Aki" Kibe

We all played hard for 4 days and many of the participants earned their Class I rating. The next 4 days we covered the transition techniques from teaching hang gliding to teaching paragliding.

Each and every one of us learned new tricks. The vast amount of knowledge based on many years of hang gliding instruction was astounding. These guys are truly remarkable and I think I can speak for all the examiners when I say I am proud to have been a part of this seminar. We think this can be a turning point in the sport of paragliding in the U.S. I hope other manufacturers will follow this lead and educate their dealers in such a complete and professional manner.

had never been attempted. We were particularly concerned about the advanced maneuvers seminar, even the designers and test pilots usually do these maneuvers over the water, and we wondered if there was a sale way to conduct such a seminar without a lake at the base of the mountain. In the end we determined that experience in these maneuvers was simply necessary for paraglider pilots who were going to fly thermals, and that the safety benefits of teaching the maneuvers in a controlled, progressive environment under expert supervision outweighed the risks. And ii we couldn't figure out how to teach our own instructors how to do the maneuvers, how could we expect them to teach their students?

To take lull advantage of the teaching expertise available in the United States, we contracted with APA instructor/examiners Claudia Stockwell and Mark Axen to administer the instructor certification portion of the program. For the introductory training program, we added the talents and experience (and incredible enthusiasm) of APA instructor Andy Whitehill to assis1 Mark and Claudia with the intro pilot training. British paragliding instructor Patrick Sugrue also helped out with the intro training and the ICP. Finally, to take advantage of the paragliding knowledge available through our European connections, we brought over Austrian paragliding instructor Helmut Walder, and Austrian paraglider designer Armin Graf. Helmut has taught more than 4,000 students in his school, and Armin is an old associate of ours from early hang gliding days with whom we have contracted to design our line of canopies. Helmut and Armin participated in each of the first two phases of the program, and together they administered the advanced maneuvers seminar.

by Mike Meier of Wills Wing t Wills Wing, we have been manufacturing hang gliders since 1973; when a typical "Rogallo" hang glider had two thirds the glide ratio and twice the sink rate of a modern paraglider. At that time, hang gliding was statistically a very dangerous sport, and the biggest safety problem was inexperienced pilots getting hurt and killed because of lack of proper training, inadequate experience to handle the conditions they were flying in, and a general lack of appreciation for the serious nature of any attempt to commit aviation. Watching the development of paragliding over the last six years has been a deja vu experience for us; the same simple, easy to fly low performance aircraft, and some of the same misplaced euphoria about the invention of a new form of flight so simple that anyone can do it.

During the first two phases of the program, held at Ken deRussy's training hill in Santa Barbara, more than 1,000 paragliding flights were logged by the 53 participants and administrators. For the last three days of the ten day seminar, we moved to Kagel Mountain, near Sylmar, California for the advanced maneuvers portion.

Having flown and soared paragliders ourselves, and having made the decision last year to enter the paragliding market, we traveled to Europe to undergo some advanced training in canopy collapses, full stalls, negative spins and recoveries. We also spent time learning about the history of paragliding in Europe, and what we found out confirmed our suspicions and our fears; the safety problems during the development of paragliding in Europe in the eighties had almost exactly paralleled those of hang gliding in the U.S. in the early seventies.

The idea behind this phase of the seminar was that no paraglider pilot should experience his first canopy collapse "by accident". We felt that in order to fly safely in soarable thermal conditions, a pilot should have a significant amount of experience with stalls, spins, canopy collapses and recovery procedures.

Working with Armin and Helmut, we developed a thirteen maneuver syllabus that would allow a pilot to work his way through a gradual progression from single outboard A-line tip folds to full stalls and negative spins. The full progression of maneuvers would be: Small A-line tip fold, Larger tip fold, Big ears (both tips folded), A riser near front collapse (feeling the point of diminishing pressures). Full front collapse. A riser less than half wing fold. A riser more than half wing fold, Front Horseshoe, C riser constant stall, B riser constant stall, Com~tant stall with brakes, Full stall, and Negative spin. Each pilot received a score sheet listing all the maneuvers, each would have to be cleared for each maneuver in turn, and each would be critiqued by Armin on each maneuver following each flight. All pilots were briefed on the procedures for entry into and recovery from each maneuver, and what they could expect the canopy to do. A written description was also available for the pilots to study. No pilot was encouraged to try any maneuver they were uncomfortable with, whether or not they had been cleared. All pilots would have backup reserves and radios, and all maneuvers would be done only on Wills Wing AT 123 (category one) canopies, so that we would be dealing with a consistent, benign, and clearly known behavior pattern in the canopy. Helmut supervised the launching of pilots while Armin talked them through the maneuvers overthe radio from the landing area.

Back in the United States, we had to decide how to integrate paragliding into our business in a way that would address our concerns with safety. In hang gliding we had based our glider sales and service program on selling our products exclusively through a network of experienced professional instructors. We wanted that same structure for our paragliding business. Some of our hang gliding dealers were already flying paragliders and teaching paragliding as well, and we knew that many others would be interested once they had received some exposure. Also there were existing paragliding dealers who were unfamiliar with Wills Wing, but who might be interested in carrying our product line. It seemed obvious that a dealer seminar would be the best way to begin the process of establishing our professional dealer network for paragliding. We had done several major such seminars for our hang gliding dealers in the past, as well as numerous hang gliding instructor certification programs. We began to plan a three part program; introductory training for those dealers who had little or no experience with paragliding, an instructor certification program for those dealers with sufficient paragliding experience to learn how to translate their hang gliding teaching skills to paragliding, and finally an advanced maneuvers seminar so that each pilot who wished to would have the opportunity to practice canopy collapses, spins and recoveries under controlled supervision. Since all the participants were expected to be expert hang glider pilots and instructors, we felt we could pack a lot of intensive training into a ten day program.

The scope of the seminar - was something that so far as we knew

About 85 flights were made over a three day period by the twenty participants. One hundred and eighty-seven maneuvers were done, (not counting those maneuvers done twice by the same pilot) or an average of more than nine of the thirteen

21

maneuvers for each participant. One pilot did all thirteen, and four others did twelve of the thirteen. Everyone who stayed for the whole three days did at least seven; up through A riser wing folds. These were the key maneuvers from our point of view; they are the type of collapse that can happen spontaneously in thermals, and that requires prompt and correct application of opposite brake to maintain directional control. We wanted the pilots to see that the canopy would fly quite happily with more than half the wing "gone" and to

l 11unclzi11g "the mesa" of Santa Barbara California

Photo by Andrew Kamin

minded person, and never had any negative attitude towards paragliding ... but was fairly certain that there was no room in my life for this particular new activity. It also bothered me that my favorite hang glider manufacturer was allocating so much time and effort into this .. . "other" ... avenue of aviation.

This mind set, however, was quickly reversed in the first halt of the first day of the clinic.

It was very obvious, right from my arrival, that this was going to be one re m a r k ab I e experience. The staff that Wills Wing

hired to instruct and guide us was a very impressive collection of some of the who's who in paragliding from as far away as Austria and England. The format and itinerary designed by clinic administrators Mark Axen, Claudia Stockwell, and Fred Stockwell was ... intensive ... to put it mildly. By 10:00 a.m., with the taste of my breakfast still lingering, I was assigned to my "private" instructor, Helmut Walder from Austria. His job was to get me comfortable with paragliding, and catch me up to the other thirty plus pilots in the clinic, who, for the most part, had more experience than I. In reality, I began to receive, tor the first time, real, serious, thorough instruction in paragliding . How to lay it out.

Terminology. Specifics of the harness. Both methods of inflation.

GROUND HANDLING! (Which I had never done before, believe it or not!) Launch techniques. Trouble shooting. Control inputs.

It was during this two hour ground school that my ignorance-generated anxiety was washed away. It was beginning to be fun . Good instruction made all the difference in the world - Helmut had taught something like 4,000 students in his school. Still ... when the rest of the group went up to the top of the 300 ft. hill ... I went only halfway up. I'm not proud.

Everything seemed to be going too easily. It took nine flights for me to convince myself that the thing did everything it was supposed to, and that maybe I would live through this whole thing ... and maybe even get good at it! Or at least not make a tool of myself in front of a crowd! After a late lunch, I spent the rest of the day flying from the top in my own brand new Wills canopy.

On two of the flights, I made passes in front of, and over, launch.

The transportation logistics that Wills Wing had provided were outstanding.

experience first hand exactly what level of opposite brake was required to stop the turn, and, if desired, even turn the other way.

The maneuvers that made the biggest impression on the pilots were, of course, the full stalls . During an evening de-briefing after the second day of flying, Armin had asked Greg DeWolf to describe his full stalls. Greg had never touched a paraglider prior to the start of the intro seminar, and here he was nine days later doing full stalls. Greg has been a professional hang glider pilot, and instructor for many years, and stays pretty matter of fact in his reaction to most things . As he calmly described the stabilized portion of his full stall as being "actually quite relaxing," an increasing level of confusion began to show on the face of fellow seminar participant Pepe Nief of Mexico.

Pepe's "on your back and weightless" introduction to the state of full stall had been anything but relaxing and as he struggled to find the words to describe his experience in a language he was not born to, he paused momentarily while his eyes went wide, and finally gave forth with a single, strangled, almost whispered word :

WOW!

...Notes From ASkeptic

by Paul Voight

H

aving just returned (two weeks ago) from the now famous "first-ever-paragliding-clinic-aimed-at-hang-glider-deale rs" sponsored by Wills Wing, I thought I'd write up some of my impressions of how it went for me. It might be amusing for the A.P.A. readers to hear from a hard core hang glider pilot who now goes no where without both his hang glider and his paraglider. I have to admit I went into it rather skeptically. Rob Kells , as a friend, basically twisted my arm till it had about ten turns in it, before I gave in and decided to go. The timing was bad (immediately after Christmas holidays), and it was expensive. I spent $1,200 all told, not including the canopy, harness, and reserve chute I purchased . Besides, I'm a nineteen year veteran hang glider pilot, with a hang gliding business. My previous paragliding experiences (about 15 flights, 1 soaring, 3 towing) were at best scary, lacking any in depth instruction. I'm an open

Immediately upon landing, one could hop into the truck and be whisked back up the hill for another flight. The hill was ideal.

Small enough to get lots of flights , but high enough to put 150 feet of daylight between the pilot and the ground, making it necessary to execute turns, experience gusts and thermals, and make well thought out landing approaches. Our spot landing abilities were constantly being observed by the administrators!

That whole day was an eye opener. As we folded up our canopies at sunset, I was really glad I'd come. Really, really glad.

Rather than bore you with the blow-by-blow details of the following days of the clinic, I'll condense it a bit for you. Let it be known, though, that the enjoyment/learning experience 22

continued to remain at, or exceed, the level reached on day one .

During the rest of the clinic, we were split up into two groups.

Each group spent half a day in the classroom, and the other out at the hill, flying . Things fired up at 8:00 a.m., and on several nights, ended in the conference room at 11 :OO p.m . This was one thorough clinic. The last three days involved a relocation to a high altitude mountain site, where advanced maneuvers (intentional collapses) could be practiced safely via radio contact with the instructors. When it was all over, I was exhausted. I was flown out (I got 67 flights), tested out, and instructed out. But I had learned a lot. My hat is off to the clinic administrators who spent ten days of their lives making sure a bunch of hang gliding professionals got introduced to paragliding in the right manner.

In my opinion, the paragliding community (and the hang gliding community as well) will feel the positive effects of this single event for a long time to come. There are now thirty some-odd paragliding, knowledgeable hang gliding professionals around the country, who, in turn, can be helpful in educating the rest of the hang gliding community about what paragliding is, and how it really can co-exist with hang gliding. I think Wills Wing deserves a tremendous round of applause for making all this happen. It was controversial for sure, and they knew it. So they did it so thoroughly, in such depth, and in such a professional manner utilizing the best paragliding people, that it would be impossible for anyone to find fault with it. It needed to be done. Wills Wing saw this, and did it right. I'd like to see more clinics like it, and it would certainly be a challenge for anyone to do it as well.

1

2 3 4 5

6 7 8 I 10 11 12 13 14 15 16 17 18 19

20 21 22 23 24 25 26

27 28 29

30 31 32

33 34

35 36 37 38 39 40 41 42 43

In closing, I've got to say that I'm still adjusting to this new form of recreation in my life. It's a gas learning something new!

The first flight I took upon arriving home was in my paraglider. I just came back from a week long Mexican hang gliding safari, where I found myself landing my hang glider earlier than usual so I could get back up the mountain one more time to get some paragliding time. As I said, my canopy goes wherever I go! My most recent article in my hang gliding club's newsletter was both an attempt to familiarize the hang gliding pilots with paragliding, and an attempt to slacken and redefine the regulations concerning paragliding at our local site in Ellenville, New York (previously a class two site, it's now a class one with prerequisites site!!!).

....

45

46 47 48 49 50 51 52 53 54

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Aldendifer, Joe Axen, Mark Boyse, Ted Bruning, Jerry Coxen, R}er Denovan, at deRussy, Ken DeWolf, Greg Douris, Gary Dunbar, Harlen Fleming, Dan Forburger, Jerry Gillene, Frank Graf.Armin Greblo, Joe Greenburg, John Johnson, Dan Johnson, Mike (HA) Johnson, Mike rNW) Kells, Rob Kleinfelter, Kevin Kushner, Brad Lawless, Greg McKenzie, Rob Meadows,GW Meier, Linda Meier, Mike Mendez, Cary Nelson, Bonnie Nicolay, Jeff Niel, Pepe Nihei, Hiroyuki Pax, Gary Pearson, Steve Pellitier, Robert Ryan . John Salmon,Jim Kake, Shinji Skada!, Dan Smith , Dave Stockwell, Claudia Sugrue, Patrick Thompson, Bob Horota, Tsune Tudor, Larry Voight, Paul Walder, Helmut Whitehill, Andy Wilkenson, Ron Yehara, Yoshiko Hori, Yoshio

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I have some of my hang gliding buddies thinking of giving it a try, while others, I'm sure , think I've gone bonkers. They need to give it a try.

Paul Voight began flying hang gliders in 1972. He is the owner of Fly High Hang Gliding since 1985 and has been teaching hang gliding since 1980.

Paul Voight: • Master Rated Pilot • USHGA Regional Director • USHGA Advance Instructor • USGHG Examiner USGHG Observer USHGA Towing pilot and Tandem Administrator and USHGA! APA Class I paraglider pilot!

23

"Participants and Administrators"

Northern Flights Alaska

by Clark Saunders

T

he wind whipped snow stabbed my face like a thousand icy needles as Barney chipped the ice off my leading edge. I could see he was having difficulty ground crewing me in his mukl uks and bear skin mittens . Through the ruff of his Eskimo parka, I could barely make out his muffled reply when I shouted "Ready?". Between the fifty mile per hour gusts in the fierce Arctic storm I could make out the husky team at the end of the static line attached to my harness.

The tensiometer trailing from the lead dog glimmered in the dull glow of the Northern Lights . "Lift" I cried out over the roaring wind ... No response ... He thought I said "Drift" , referring to the mounds of snow building up inside the open cells of my canopy. My gloved hands on the risers were stiff and numb. Frostbitten again . How many fingers would I lose this time? It didn't matter. Just another price to pay for fly ing the Last Frontier. Besides, I had to focus on my goal . I was going for the all time long distance cross country flight off of a dog team static line tow in arctic w inds over fifty miles per hour. Sure , I would have to fly backwards all the way to Nome but after all this was Alaska flying at its best! If only I hadn't turned down that second he lping of Muktuk this morning in Barney 's Anchorage igloo ...

If this all sounds just a bit far fetched to you , your absolutely co rrect. Alaska has always been the recipient of all kinds of rumors, icy jokes and cold waste land images. Though our climate is not without its drawbacks , we do have some excellent flying up here in all four seasons . As the dead of winter can offer as little as four hours of daylight and some rather extreme temperatures, perhaps a visit would be best scheduled for the spring , fall , or summer months . What winter lacks in fair weather and daylight hours, summer more than makes up for. Midnight flights in the setting sun are not uncommon . July and August would have to be the favorite month of the local pilots offering more daylight fly ing hours than you will ever be able to use . Also , with over forty pilots in the Anchorage area alone , you always have a partner to share your adventures with. The local APA Chapter Club, The Arctic Air Walkers, was the first chapter club in the USA and we lcomes all visitors to Alaska with open arms . Please contact the club when flying in Alaska in order to maximize your enjoyment as well as to avoid any poss ible site problems.

When you do vi si t Alaska , you wi ll see that you need never fly the same site more than once if that were your goal. The country is literally choked with mountains and hills to fly. Most have never been flown. Due to the lack of any large popu lation, there are relatively few roads and most of our sites are of the "h ike and fly" variety. Be prepared for this by com ing with adequate foot gear and water container. There are outdoors stores, including REI , if you need to purchase any last minute items for camping or hiking.

Though most sites do require hiking, we do have a few drive up sites as well as a couple of Ski Lift access sites . These areas are jealous ly guarded by local pilots who enjoy them so please respect and obey proper site protocol and contact us prior to fl ying.

NOW DISAPPEARING ATA LOCATION NEAR YOU.

©Art Wolfe

Soaring eagles, ospreys, and falcons once ruled our skies.

But today, many of these species hover on the brink of extinction. The primary cause: habitat loss.

Since 1951, The Nature Conservancy has protected millions of acres of wildlife habitat using a novel approach-we've bought it.

But there's so much more to do. We need your help. So does our national symbol, the bald eagle.

Write The Nature Conservancy, Box CD0021, 1815 N. Lynn Street, Arlington, VA 22209. Or call 1-800-628-6860.

Consewation Through Private Action Ongmal concept courtesy of Lewis & Partners, San Franct:.co

r, \ ".,

Out of all the many areas we have to offer, I have chosen three examples and will provide a brief description of each. Actual directions to each site will be omitted in an effort to assure local pilots that visitors will take advantage of their expertise by contacting them.

The first, Bear Mountain, is a 3000 foot AGL class I rated site. It is very similar to the North Side of the Point of the Mountain, Utah in the shape of its very soarable west face. The one mile long ridge top, however, is nearly flat and spreads for over a mile in every direction making it ideal for top landing even by novice pilots. Thermals and ridge lift are ever present throughout the summer months allowing for flights hundreds of feet above launch and hours long. There is also a great cross country potential from Bear Mountain along the west range front of the Chugach Mountains. Sail planes and hang gliders have utilized the lift associated with this ridge system for years. At the base of Bear Mountain lies the calm waters of Mirror Lake making this a favorite full stall and recovery practice site. The near sea level LZ is a relatively narrow municipal beach surrounded by birch trees on three sides making spot landing skills imperative. Though the LZ is an easy 2.5 to 1 glide from launch, you must cross Mirror Lake to reach it so club rules require wearing of a flotation device when flying here. Bear Mountain is located a short 20 minute drive north of Anchorage and you can drive up to 1,300 feet before beginning the one hour hike to launch up an easy moose trail through birch groves and blueberry filled alpine meadows. A shuttle from LZ back to the trail head is necessary.

Those who are not necessarily interested in hiking might be interested in exploring Hatcher Pass. Located about an hour north of Anchorage, Hatcher Pass offers every aspect and every angle of slope you can imagine. All LZs are between 3000 and 4000 feet ASL with the highest popular launch being around 5000 feet ASL. Most of these mountain launches are hike sites but a favorite, Summit Lake, can be driven to in any two wheel drive vehicle.

This beginner rated hill is 500 feet AGL with the LZ located only a couple of dozen yards away from the gravel road back up to the top. Landings are made on soft alpine meadows among small blueberry bushes chocked with fruit through the month of August and into September. The LZ is an easy 3 to 1 glide from launch and is void of any obstructions as it is above tree line. The Launch is a rounded grassy hill with excellent soaring and amazing views of the Alaska Range. Top landings are simple and some limited cross country potential exists. Be prepared to share the air at this site with a dozen other pilots if flown on a weekend. Weekdays are relatively quiet. This site is located within a State Park so please respect the local park rangers and their requests.

Now, imagine yourself soaring with Bald Eagles from a 2000 feet AGL launch bordered on three sides with breathtaking views of hanging glaciers, spruce forests and lofty peaks and facing out to the stunning beauty of Cook Inlet's Turnagain Arm. This is Alyeska! Located forty five minutes south of Anchorage, Alyeska is a sea level ski resort open in the summer months to tourists wishing to ride the chair lift to the Round House Restaurant located 2000 feet above the small ski town of Girdwod. Through literally years of effort, the Arctic Walkers have finally secured the privilege of flying this mountain with lift access. This is our most restricted site and you must meet certain requirements in order to fly here. Requirements include Class I Certification, local club membership, USHGA membership for insurance purposes, and more.

For a complete list of the requirements, feel free to contact the local club. As this site offers some of the most spectacular scenic flying you will probably ever encounter, you will find no trouble locating someone to introduce you to it. Currently summer lift tickets for paragliding run $12.00 per day. The LZ is located in the moose meadows on the north edge of town only seven minutes from the lift back up and is an easy 2.5 to 1 glide from launch. If you time things right you can also enjoy watching the Beluga Whales in the Turn again Arm on your way back home in the evening.

These are but a few of the many sites available to you when you visit Alaska. If you desire any further information regarding these areas or anything pertaining to Alaska flying, please feel free to contact the local club at the address provided below. The Arctic Air Walkers happily extend to all competent paraglider pilots an open invitation to join us on your great Alaskan Flight Adventure! See you in the Skies!

Photo by Clark Saunders Lazy Mt., Palmer Alaska

We have made some major progress. The APA is in process of purchasing an insurance policy for combined single limit bodily injury and property damage for our members. Our outstanding records resulted in a deductible amount of $250. It will be up to us to work and keep it that way. Obtaining that insurance is an especially historic mark as we have repeatedly been told that the APA would not be capable of getting insurance on their own. And now here it is.

You will also find my membership report and the election results in this issue. The results reflect the involvement of our young dynamic membership and their interest in their sport. Keep it up. It is my responsibility to keep the democratic process flowing, improve our sport and direct it into a bright future.

That future has some very challenging tasks. Creating, modifying and implementing pilot and instructor programs are the day by day tasks. Conserving existing and new sites so our privileges to fly are guaranteed, is one of the most challenging tasks I need to make you aware of. If you look around, how many sites are guaranteed for flying in 1992??? Not many, only the ones that are owned by you. It becomes important to create and implement a program that assures the highest degree of that flying guarantee. It is not that the APA would own the sites, but rather offer the professional and financial support, to local AP A members to pursue and accomplish the operating of their own sites. I realize it is only possible with the work, efforts and willingness of individual members to organize local clubs, chapters or associations and get it started. A national organization then can provide professional expertise and financial support to get the site and the locals off the ground. Once it is rolling, flying that is, it will improve and support itself. I believe if we give ourselves a helping hand and realize how important it is to have new sites to accommodate your friends and fellow pilots, it will be a winning program. The program is only drafted as an idea. However other national organizations such as the Alpine Club pursued similar means to guarantee climbing sites. To benefit in the future, it first needs a fund to attract the professional expertise and input. To build that basis is to believe in the program. The program, however, will only work when the members are willing to support it. The survey included in the magazine will indicate the degree of willingness to support such a program. It has never before been attempted by a membership association so young and small. But if we believe in our growth and sport, we can not put our heads in the sand and say let's wait. It takes time

to create and implement programs and funds. The idea of the program will be presented to the BOD in April. And with the comments and feedback from your regional director and the survey form, it can be drafted into a detailed version. It is important to start now, so it will be ready and in place when itis needed.

And it will be needed very soon!

The recent actions of the USHGA and APA boards, in particular to merge, and the creating of a paragliding division in the USHGA has confused our membership. The APA and USHGA are individual and separate organizations. USHGA is now offering a paragliding program that mirrors our system. The AP A is providing the expertise to get it on the right track. A lot of politics seems to be involved. If USHGA can represent the interest of the paragliding community, then a merger can be considered as it is in the best interest to have a large, and strong national organization. But there are differences as to how our sports are conducted and performed. One similarity is the desire to fly and share some of the same sites, if they are suitable for the sport. But we can share the desire to fly as with other sports, such as sail planes or skydiving too. Whydon'twecombinewith them?

It comes back to what the organization can do for your particular sport, representing your needs and requirements. Or they can be only sacrifices or compromises that are not good for either side. You make the final judgement. To get you started see what the AP A does for you: The AP A is representing only your paragliding interests to local, state and national authorities and organizations.

Paragliders ARE the APA. The APA is founded, guided and run by paragliders with their desire, interest and commitment to the sport of paragliding foremost.

The AP A has created and implemented a pilots proficiency program to make it the most exciting sport with the best safety records. An outstanding record has already been achieved and been recognized by the insurance carrier.

The AP A has purchased insurance for the pilots and their own sites, and is waiting the issuance of the most cost effective policy. ($250 deductible) The APA will share expertise and knowledge with other foot launched comm uni ties such as the USHGA to make both sports safer.

I

- - - - - - - - - - - - 1 9 9 0 Membership Report---------_._As of December 31, 1990 the APA reports a total membership of 537 members. This shows an increase of 277 from 1989 or 107%. We : are about 6% above projected memoership.

1 The Breakdown is as follow: Members Percentage Company members 10 2% 8% 42 Instructors 51% Total Rated Pilots 268 It breaks down to 82% Class I 220 18% 48 Class II of rated pilots Of the 537 members 59 are female members or 11 % of our membership. We shall work to encourage females to enter the spott.

291 members reported their flight experience. It totals 34250 flights and 6186 flight hours, an average of an 11 minute long flight.! Class II pilots are reporting a tot~of 11591 fli~hts, which is34% ofallreportedflights. Their flight hours are2542or41 % of all reported flights. !

Tiiat averages out to 13 mmute long flights.

Injuries reported totaled 28 or every 1,223rd flight. Class II pilots reported only 4 injuries or every 3,000th flight. {b.nger : experience-fewer injuries, so lets go flying and add to the experience and skill.

One note to the flying statistics: All statistics are derived from the reports on the application form. No attempt has been made to cbrrect them statistically. Some of the numbers maybe inaccurate or incorrect and mostlikely flying hours are exaggerated in most cases. All flight numbers and hours are total experience. We will be able to extract flight numbers and time per year for 1991 for the firs~ time. · The breakdown by region is as follow.

10000 1000 100 10

0

Region Ga Flight#

~ Flight Hours

II Injuries

~ Average time per flight

Membership~--------~------------------------------------------.,..-Region 0: Foreign

Members 31

1: Alasl<a

40

2: S.CA & HI 3: N. CA 4: OR & WA 5: UT, ID, NM, MT 6: CO, WY, ND, SD 7:TX,LA,OK,AR,MO,KS,NE,IA 8:0H,IL,IN,WI,MN,MI 9:WV,VA,KY,TN,AL,MS,GA,FL,NC,SC 10:ME,NH,VT,MA,RI 11:NY CT, NJ, PA, DE, MD 12:AZ,NV

83 97 47 50

71 17 14 15 24 32 16

Class I 6 26 27 33 21 28 41 9 2 6 7 8 7

Class II 1

Instruc~ors

2

2

12 7 2 6 10

11 9 4

0

0 0 5 2 1

0

5

7 1 0 0 2 1 0

ITV (Feral Corp) 19.9% Para-Flite 3.4% Comet USA 4.9% Perf. Designe Paragliders 12.0% Pro Design USA 11.2% Firebird 4.1 % Others 16.5% Apco Hilite 6.4% Edel 6.7% ~arley 2.6% Harley 2.6% Monarch 3.4% : UP 2.2% Breakdown of what products members have been flying when applying or renewing their membership. It is no indication of what gliders are owne4'(.

Director at Large Elected are: - - - - - - - - - - - - - - - - - - - - - - - - - -

Ed Pitman Curtis Woodman Tony Domenico Not elected: Chuck Smith Circ Toepel Scott Gressitt

99 97 79

49% 48% 39%

76 65 60

38% 32% 30%

Regional D i r e c t o r s : - - - - - - - - - - - - - - - - - - - - ~ - - - - - - - - -

Clark Saunders Reelected Region 1 15 94% Greg Pujol Reelected Region 3 25 61 % Jack: Hodges Not elected Region 3 15 37% Fred Stocl<well Reelected Region 5 15 83% Steve _Byers Elected Region 6 19 41 % 14 30% Dave Whaley Not elected Region 6 Todd Bibler Not elected Region 6 13 28% (Region 6 is for a one year tum as election was conaucted to fill resigned position) Richard Johnson Elected Region 7 7 78% Roger Coxon, Elected Region 9 2 40% Peter Zimmerli, Reelected Region 11 12 100% The participation was as follow: - - - - - - - - National Region 1 40% Region 7 Region 2 32% Regions Region3 45% Region 9 Region4 24% Region 10 Regions 37% Region 11 Region 6 54% Region 12

The APA will offer al the benefits of other national organizations. But we must do more. Guaranteed site access to fly next year wll become one of the major objectives to be accomplished. Existing programs have not accomplished that.

Aggressive and professionally supported programs must be developed and implemented to make sure our sites aren't closed.

The APA's rating fees are the lowest for any aviation association (i.e. 33% LESS than USHGA) as our members are not

Although we all know and love our sport of paragliding for its many aesthetic faces, the ugly face ofa paragliding accident must also be reckoned with. In fact it is our sincere hope that we can each learn individually from our collective accident analysis to make our own flying safer. It is with this goal in mind that the accident committe hopes to function.

We have reviewed all accident forms filled out for 1990 from accidents in the U.S. as well as a number of previous reports. We have also been in contact with the Swiss who are doing the same and who of course have a much larger data base.

The French have a pretty extensive system in place and John Bouchard has kindly provided us with that data from previous several years. I will be in France in May with the US team and hope to meet with French experts at that time.

You have all seen the article from Gleitschirm translated by Granger Banks (Paragliding, vol. 1 no 2). In time, we hope not only to be able to present such data from European experience but also from our own data here in the U.S. As I see it, our job for some time yet is mainly to collect

38% 47% 21% 31% 52% 34% 25%

being charged for improving their skills and experience.

How did the APA accomplish all this despite the warnings of others that it couldn't be done? Through your support and young dynamic personalities we are achieving our goals.

We only can do more in the future if the entire membership shares the same objectives and sets out to accomplish them together.

data. We encourage all pilots to fill out accident forms on even minor accidents. We also encourage you to add any and all details you think might be helpful. Especially do not hesitate to provide medical, surgical, and particular! y orthopedic data. Dr. Bob Wills, an orthopedist and physician for the U.S. Olympic team will be helping me on the accident committee; we believe that within a couple of yearw we will be able to make some suggestions about footwear from mechanism of injury, etc.

I am sure we will continue to change the report form as time goes along.

Within three months we will have a report out on our data. We have decided not to use any names in the report. The approach will be to use on! y cold scientific analysis; opionions will have no place in the accident reports of the APA. Though we could generate many pages of discussion on accidents and their prevention, the fact is, most of this discussion would at this time be

by Mark Shipman, opinion only.

Chairman Accident Committee Washington State, Region 4

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The following companies are APA company members supporting the paragliding community with their membership. While the APA takes no position on the value of equipment offered by these members it is important to remember and recognize that they actively support and promote the sport of paragliding and the APA.

FERAL CORPORATION

PERFORMANCE DESIGNE PARAGLIDING

FIREBIRD USA

PO Box 1100 North Conway NH03560 Phone: (603) 356-3538 Fax: (603) 356-3843 Manufacturer ITV Canopies, Harnesses, Flywear

12650 Softwind Drive, Moreno Valley CA 92388 Phone: (714) 924-5229 Fax: (714) 242-4718 Manufacturer, Distributor, Sale, School, Loft, Excalibur Canopies, Harnesses, Instruments, Flywear, Accessories, Media

PO Box 1234 Boulder CO 80303 Phone: (303) 440-0803 Importer, Distributor Firebird Canopies, Harnesses, Flywear, Accessories, Emergency Canopies

PARA-FLITE, INC.

PRO DESIGN USA

P ARAPENTE USA

5800 Magnolia Avenue Pennsauken NJ 08109 Phone: (609) 663-1275 Fax: (609) 663-3028 Manufacturer, Birdwing Canopies

2765 Bechelli Lane Redding CA 96002 Phone: (916) 222-4712 Importe, Distributor, Sale, School Pro Design Canopies, Harnesses, Instruments, Flywear, Accessories

2442 NW Market St #31 Seattle WA 98107 Phone: (206) GOSKYHI School, Importer, Distributor, Sale Canopies, Harnesses, Instruments, Flywear, Accessories, Madia, Travel

MARIPOSA SPORTS INC.

KITIY HA WK KITES

GUDELLLTD

PO Box 188 Shasta CA 96087 Phone: (916) 359-2392 Fax: (916) 359-2397 Importer, Loft, Comet, Inferno, Edel and Para-Delta Canopies, Harnesses, Reserves, Accessories

PO Box 1839 Nayes Head, NC 27959 Phone: (919) 441-4124 Sale, School, Canopies, Harness, Instruments, Accessories

555 Bryant Street, Suite 256 Palo AltO, CA 94301 Phone: (415) 424-9704 Fax: (415) 424-9704 Importer, Distributor, Sale, School Canopies, Harnesses, Instruments, Flywear, Accessories, Media

K & C HIGH TECH, INC.

447 Lumbert Ave Palo Alto CA 94306 Phone: (415) 493-3192 Fax: (415) 493-3192 Manufacturer, Dealer Spirit Canopies and Harnesses

6299-7 Powers /\ve Jacksonville FL32217 Phone: (904) 739-0042 lmporteS, Alti Plus Varios

SKYWALK

CALEND R Mar. 1-Sep. 30:

Mar. 28-Apr. 8: Apr. 3-4: Apr. 5-7: Apr. 11-14: May 15-30:

Jun. 8-9: September: Oct 16-17: Oct 18-20:

OF

EVENTS

1991

APA 1991 XC Challenge. Contact: APA HQ. Registration fee $25.00 per submetted flight.

Prize offered by: AP A: cash prizes for the first ten ranked pilots Ball Cario: Ball M22 for longest flight.

International Paragliding Friendly Tournament, Taiwan.

AP A BOD Meeting, Seattle, Radisson Hotel Seattle Airport.

USHGA BOD Meeting, Seattle, Radisson Hotel Seattle Airport.

Instructor Certification Clinic (ICC) San Francisco. Contact: APA HQ or Greg Pujol Selection and Training Camp for World Team in France.

Contact: John Bouchard, PO BOX 400, North Conway, NH 03860, (603) 356-6907 Regional Fun for Fly Competition, Ellenville NY. Contact: Brad Whitemore (201) 703-0404 or Bill Guida (718) 852-5713.

Alternate dates: Jun. 15-16.

Paragliding World Championship in France.

APA BOD Meeting, Salt Lake City.

USHGA BOD Meeting, Salt Lake City.

Alan Chuculate Clark Saunders MarkD.Axen Ken Baier Kari Castle Fred Lawley, Jr. Scott Gressitt Asher Leeson Kaiser Jack Hodges Chris Bolfing Marcus Salvemini Curtis Woodman Anthony Domenico Mark Wright Bradley J. Heinzen Andrew Whitehill Joe Gluzinski Jr. James M. Yates Jeff Greenbaum Cary D. Mendes Ken Wayne deRussy Ed Pitman Bob England Bill C. Anderson Jan Stenstadvold Dick Jackson Granger Banks Regis Aubert CircToepel Steve Byers Robert R. Wardlow Hans Hub Chuck Smith Dale Covington John Bouchard Peter Zimmerli Phil Pohl Kevin Arends Charles Fontenot Greg Smith Jay Hauth Dr. Kory Branham David Frank Fred Stockwell Claudia Stockwell Michael E. Eberle Mark A. Chirico Kurt Kleiner

Box 83305 P.O. Box 1887 P.O. Box 1632 151 Tamarack Star Rt 1, Box 188 P.O. Box 1226 639 Camino El Dorado 647 Arden Dr. 190 Coral Reef 2056 Bordeaux Lane 425 Bonair St., #4 332 Richardson Dr 12650 Softwind Dr. 12650 Softwind Drive POBox522 488Manor Plaza PO Box 353 2765 Bechelli Lane 463 Silver Ave 1271 Avd. Floribunda 613 N Milpas Street P.O. Box 188 12701 Gridley St. P.O. Box 10514 116 Free Silver Box 819 770 Morgan Dr 770 Morgan Drive 29007 Richmond Hill Rd PO Box 213 PO Box 1871 Box 1094 P.O. Box815 P.O. Box 7843 P.O. Box 1100 25 Goller Place P.O. Box 812 1041 Park Ave 1437 Waseca 1080 S 1500 E Apt 112 1130 East 4045 South 715 E. 3900 S. Suite 109 55 Hartwell Ave 3314 w. 11400 s.

3314 w. 11400 s.

Box 4 2442 NW Market St #31 P.O. Box 3707

Fairbanks Palmer Bishop Carlsbad Crowley Lake Del Mar Encinitas Encinitas Half Moon Bay Half Moon Bay La Jolla Mill Valley Moreno Valley Moreno Valley Moss Beach Pacifica Perris Redding San Francisco San Jacinto Santa Barbara Shasta Sylmar Truckee Aspen Aspen Boulder Boulder Conifer Crested Butte Crested Butte Sun Valley Wellfleet Missoula North Conway Staten Island Bend Eugene Houston Clear filed Salt Lake City Salt Lake City Salt Lake City South Jordan South Jordan Ellensburg Seattle Jackson

AK AK CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA CA

co co co co co co co ID MA MT NH

NY OR OR TX UT UT UT UT UT UT WA WA WY

99708 99645 93515 92008 93546 92014 92024 92024 94019 94019 92037 94941 92388 92388 94038 94044 92370 96002 94112 92383 93103 96087 91342 95737 81611 81612 80103-2611 80303 80433 81224 81224 83353 02667 59807 03860 10314 97709 97404-6503 77055-4411 84015 84124 84107 84115 84065 84065 98926 98107 83001

(907) 455-6379 (907) 745-3097 (619) 873-8367 (619) 729-9504 (619) 935-4815 (619) 481-7400 (619) 943-0274 (415) 728-0938 (415) 726-6561 (619) 454-0598 (415) 381-4414 (714) 924-5229 (415) 726-7459 (415) 488-9531 (714) 243-3634 (916) 222-4712 (415) SKY-1177 (714) 654-8559 (805) 965-3733 (916) 359-2392 (818) 367-7210 (916) 582-0527 (303) 920-2449 (303) 925-7625 (303) 494-2820 (303) 444-7533 (303) 670-0301 (303) 349-5961 (303) 349-6384 (208) 726-4774 (508) 349-2561 (603) 356-6907 (718) 698-5738 (503) 389-4086 (503) 389-5411 (713) 973-9546 (801) 775-0579 (501) 268-9369 (801) 268-8090 (801) 484-7565 (801) 254-7455 (801) 254-7455 (509) 925-2190 (206) 467-5944 (307) 733-3896

The following Directors and Instructors signed new members up in the period of January 1, to February 28, 1991 Steve Byers Marcus Salvemini Greg Smith Charles Fontenot Jim Yates Micheal Eberie

Peak Airtek Parapente School UP Texas Paragliding Inc. Summit Magic North American Paragliding

20 6 2 2 1

1

Jan Stenstadvold Hans Hub Fred Lawley Joe Gluzinski Chuck Smith

1 1 1

1 1

I

I

,I

25 Goller Place Staten Island NY 10314 Office Hours: Tuesday and Friday 12:30PM-2:30PM, Wednesday 9:00AM-3:00PM Weekday Evenings 8:00PM-9:00PM ET (718) 698-5738

- - - - - - - - - APA 1991 XC C H A L L E N G E - - - - - - - - Organizer: American Paragliding Association, Inc.

Object: To improve flying skills and experience of advance rated pilots and discover new flying sites. To increase the base of experienced pilots and popularize Cross Country flying.

Date:

March 1, 1991 -September 30, 1991

Place:

The United States of America

Participants/Requirements : Pilots with an Class II pilot rating.

APA membership.

US residence.

Paid registration fee.

Under special consideration Class I pilots with a minimum of 200 flights and the following skill ratings can participate in the XC Challenge: Ridge Soaring (RS), Turns (TU) and Thermals (TH)

Registration Fee : Registration fee is $25.00 .Per submitted flight. Payment must be received with documentation. 50% of all registration fees are placed into a cash pool for the winners.

Prizes: The cash pool will be distributed as follow: 30% lstl,lace 2n place 20% 3rd place 10% 4th -10th place 5.71% each

Equipment: All airworthy paragliders. Change of equipment allowed.

Equipment for Documentation :

Data Back Camera Barograph or Flight instrument with altitude print out.

Launch Techniques :

Foot or tow launcli.

Score: All flights will be scored. The three best flights of each pilot will be added for the final result. All flights must comply with all APA regulations and requirements, FAA regulations and especially FAR 103. The actual distance will be multiplied by the factor of the task.

The shortest distance between take offpoint, turn point(s) and target and/or landing point will be measured. Without turn point, the starting point is the launch site.

Winner: The pilot with the highest number of points will be declared as winner and XC Challenge Champion 1991

Submition: Each flight must be submitted to APA HQ within 30 days of flight with complete documentation. Flights after September 5, 1991 must be at APA HQ by October 10, 1991. There is no maximum number of flights that can be submitted by a pilot.

Tasks:

Free Distance/Free Distance with one turn point when on take off protocol one turn point is declared.

Factor 1.0 Declared Goal/Declared Goal with one turn point when on take off protocols one turn point is declared.

Factor 1.3 Out and Return Factor 1.7 Factor 1.7 Triangle Course when shortest leg is less then 28% of total distance flown in declared flight direction.

Triangle Course when shortest leg is greater then 28% of total distance flown in declared flight direction.

Factor 2.0 Triangle Courses can be started at a turn point or somewhere in between.

All declared tasks can be changed during the flight in a free distance task. An incompleted or over achieved task with turn points and target points can be submitted as a free distance flight.

Documentation : Take off Protocol An official APA takeoff protocol only, available at no charge from APA HQ. All takeoff witnesses must be over 18 years old. If the take off witness is an APA officer or examiner then only one signature is necessary.

Photographic Documentation Black and White, Color print or slides. Minimal format 36x36. Film must not have been cut, slides must be unframed. All pictures need dates inprinted for protocols and take offs, then changed to time in print.

Sft:uence of Photographic Documentation 1)omplete and signed take off protocol (readable picture).

2) Canofy picture in fli$h t 3) Aeria picture of startmg point. By free distance task either launch or starting point. The starting point must not be the take off point.

4) Canopy picture in flight.

5) Aerial picture of turn point(s) and other recognizable landmark on the route about every 5 miles. The geographic location must be easily identifiable without question.

6) Canopy picture in flight 7) Aerial picture of target point of declared goal, out and return and triangle course or landing field in free distance task.

8) Complete and signea landing protocol (readable picture) 9) Landing field with laid out canopy with recognizable landmark. The picture must be identifiable with aerial picture oflanding field.

A minimum of two pictures with the canopy in flight must be taken, one right after take off. Second, with at minimum of one turn point or distance picture between the first one. The time of picture must be marked on the barograph or altitude print out.

Landing Protocol

On official AP A landing protocolis available at no char$e from AP A HQ. All landing witnesses must be over 18 years old. If one landing witness is an APA officer or examiner then only one signature is necessary.

¥a~f

~ff, starting points, turn points, declared goal, absolute landing point and flight route with all picture points must be marked on a map with a scale of 1:200,00 or smaller.

~~~~~~[tagh

or altitude print out must be marked with number of aerial shots, starting point, turn points and goal or landing point marked and submitted with the rest of documentation.

Protest: Each participating pilot can, within 10 days after announcing the result, file a protest upon depositing a fee of $100. A protest can only be filea against the own misbenefit or benefit in scoring for himself or of another participant.

Disqualification : Flights that violate any FAR, FAA rules or any APA rules will be disqualified.

False statements intentionaly or unintentionaly will result in disqualification from the APA 1991 XC Challenge.

Disclaimer: The APA is not liable for any damage or injuries of the pilot or his members in this XC Challenge.

6, Tumpoints

Q Free Distance & Declared Goal Out and Return

Triangle Course

D Landing/Goal Point

>D

0 Start/Take OFf Point

Free Distance & Declared Goal with one Turn Point

I - - - - - - - - - - - - OFFICER AND D I R E C T O R S - - - - - - - - - - - - PRESIDENT Peter Zimmerli VICE PRESIDENT Ken Baier 151 Tamarack Carlsbad CA 92008 (619) 729-9504

SECRETARY Ed Pitman P.O. Box 188 Shasta CA 96087 (916) 359-2392

TREASURER Jay Hauth 1130 East 4045 South Salt lake City UT 84124 (501) 268-9369

- - - - - - - - - - - - R E G I O N A L DIRECTORS OR,WA

AK Region 1

UT,ID,NM,MT Region 5

Clark Saunders PO Box 1887 Palmer AK 99645 (907) 745-3097

Fred Stockwell 3314 W. 11400 S. South Jordan UT 84065 (801) 254-7455

WV, VA,KY, TN,AL, MS, GA, FL, NC, SC Region 9 Roger Coxon PO Box 1839 Nags Head NC 27959 (919) 480-1835

Southern California, HI Region 2 Greg Smith 560-.fBirch St. Lake Elsinor CA 92330 (714) 674-7005

CO, WY, ND, SD Region 6 Steve Byers PO Box 213 Crested Butte CO 81224 (303) 349-5961

ME, NH, VT, MA, RI Region 10 John Bouchard POBox400 North Conway NH 03860 (603) 356-6907

OH, IL, IN, WI, MN, MI Region'.8

Northern California Region 3

TX, LA, OK, MO, KS,NE,IA Region 7 Richard Johnson 919 Pecore St Houston TX 77009

CT,NY,NJ, PA,DE,MD Region 11 Peter Zimmerli 25 Goller Place Staten Island NY 10314 (718) 698-5738

AZ,NV Region 12 Walter Belloit 4185 Christy Way Reno NY 89509 (702) 747-0683

Gregg Pujol 1484 Falcon Ct. Sunnyvale CA 94087 (408) 736-1222

~~~~~~~~~~~--~-~~Director

Ed Pitman PO Box 188 Shasta CA 96087 (916) 359-2392

Region(4 Phil Pohl PO Box &12 Bend OR 97709 (503) 389-4086

Vacant

at Large---~-~~~~~~---~---~~

Curtis Woodman 332 Richardson Dr Mill Valley CA 94941 (415) 381-4414

The following Ratings have been processed in January and February 1991.

628 !Jave Wlialey, Boulder, CO 699 Ed Brei linger, Santa Fe, NM 407 Jody Lucas, Palo Alto, CA 364 Brad A.Johnson, Boulder, CO 681 Christopher Schultz, Ketchum, ID 717 John LeToumeau, San Diego, CA 721 Kevin A. Scholes, Huntigton Beach, CA 519 Gary A Paulin, Mercer Island, WA 703 Patrick M. Carter, Pueblo, CO 684 David Villaneuva, Crested Butte, CO 691 Jim B. Rominger Jr., Crested Butte, CO 724 John Moody, Comroe, TX 706 Cresson 0. Van Winkle, Crested Butte, CO 725 Alison S. Garrett, Crested Butte, CO 674 Diane H Sheffield, Crested Butte, CO 676 Raffaele Buscema, Crested Butte, CO 6'17 Michael Pilert, Crested Butte, CO 414 Russ Richard, Avila Beach, CA 672 Lindon E. Wiebe, Missoula, Mf 256 John Lapkass, Anchorage, AK 384 Harold Kelly Dearborn, San Francisco, CA 689 Tristan Money, Snowmass Village, CO 714 Clifton J. Hopcus, Hearne, TX 693 Amon Yaari, North Hollywood, CA 694 Joo Baker, Woodland Hills, CA 695 Soffer Michal, Van Nuys, CA 710 Boaz Vegh, Reseda, CA 723 Ooron Elisha, North Hollywood, CA 736 Shlomo Moletto, North Hollywood, CA 718 Med Dver, San Diego, CA 715 Kelly N. Kim, Arcata, CA 737 Richard Sabean, Crested 13utte, CO 142 Fred Lawley, Jr., Del Mar, CA 442 Stuart Lee Rudick, Mill Valley, CA 683 Mitchell J. McAleer, Lake Elsmor, CA

Tony Domenico 12650 Slftwind Dr Moreno Valley CA 92388 (714) 924-5229

Oassl Oassl OassI Class I Oassl Oassl Oassl Class I Oassl Oassl Oassl OassI Oassl Oassl OassI Oassl OassI OassI Oassl Class I OassI OassI Class I. Oassl Oassl Oassl Oassl Oassl OassI Oassl Class I Oass I Oass II OassU OassU

5/1/90 7/6/90 7/28/90 9/16/90 9/30/90 10/13/90 10/22/90 10/28/90 11/4/90 11/16/90 11/24/90 11/2.5/90 12/5/90 12/5/90 12/6/90 12/7/90 12/15/90 12/18/90 12/20/90 12/25/90 12/27/90 1/5/91 1/12/91 1/13/91 1/13/91 1/13/91 1/13/91 1/13/91 1/13/91 1/20/91 1/21/91 2/16/91 9/22/90 10/23/90 12/17/90

S.Peek C.Stockwell E.Pitman C.Stockwell H.Hub F.Lawley G.Smith M.Chlrico S.Byers S.Byers S.Byers C.Fontenot S.Byers 5.Byers S.Byers S.Byers S.Byers M.Salvernlni D.Cavington C. Saunders J.Greenbaum J.Stenstadvol<i C.Fontenot M.Salvernini t M.Salverninl; M.Salvernini 1 M.Sa!vernini I M.Salvernini : M.Salverninl.

1 F.Lawley J.Yates S.Byers A.L.Kaiser C.Woodman G.Smith

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G

by Jerry Forburger "REMEMBER

SEX WAS SAFE AND HANG GLIDING WAS DANGER

US"

hat is a statement found on what has to be one of the If your account does not correspond with the information in another report the evaluator can investigate the differences classic bumper stickers of our time. But, as so often happens, the twist of reality that sparks the humor of the and compile the different accounts into the most likely above phrase is not necessarily true. Hang gliding like any scenario. Either way, we all win. other form of aviation is still inherently dangerous. Hang gliding has become a safer endeavor due to many reasons.

HOW -The easiest waytofileanaccident report is to comOne of the most important was the sharing and distribution plete the Accident Report Form supplied by the APA or the of information from accident reports. In commercial and USHGA. These forms have been designed so that each critigeneral aviation accident reports are required by the FAA. cal element is represented by a question and an answer Each accident is thoroughly investigated in an effort to find space. If you would simply complete all the questions that the contributing factors and formulate steps to help prevent apply and mark those that do not apply with 'N/ A' the acrepetition. In paragliding we arc charged with self regulacident evaluator will have a lot of information to use. The tion similar to hang gliding. If we are to continue to avoid the next most import ant section on the form is the accident deintervention of government scription space in the lower agencies and share the airhalf of the form. Your comDefinition of ACCIDENT: space with other powered ments here should be clear 1-. .A happening that Is not exp•oted, and unpowered aircraft we and precise. You should be foreseen, or Intended. · must demonstrate the revery careful to distinguish fact 2 • .An unfortunate oocurance or sponsibility to police ourfrom opinion. Example: "The mishap sometimes resulting In selves. We must also learn launch area was scattered with Injury. from our mistakes. That sticks and debris - fact. It is AH accidents •hould be reported whether brings us to the subject of my opinion that the lines could or not there 111 an Injury. accident reports. Read on have easily snagged a twig Accident reporting forms are available and refresh yourself on the and become tangled during from APA or USHGA headquarters or a 'why, who, how and when' the pull up phase of the locaB school. of a good accident report. launch."

WHY -Accident reports arc compiled and evaluated to

WHEN •We all lead active lives and it is sometimes very

provide a base of information for statistical analysis. This analysis is extremely useful in equipment and site evaluation, insurance acquisition and site maintenance. Schools use this information to demonstrate their safety record to their students and to evaluate the effectiveness of their training program. Individual pilots use this information in equipment selection and in flight decisions. Without this information we would all be flying in different directions and inventing the same old ways to crash.

hard to make the time to report an incident. But it is important that you make the time and do it while the information is fresh. Timely reports allow the evaluator the luxury of investigating the accident while the trail is still warm. In the event of discrepancies the evaluator can make contact with the people involved and clear up any questions.

Expediency also enables the principles to rebut information that they feel is inconsistent. If the accident reveals a problem with equipment or technique a quick response can possibly eliminate dangerous situations that could save you or your friend some unnecessary grief.

WHO

-Anyone who might have access to pcrtinate information should file an accident report. Many times we think that someone else will file the accident report so we don't bother. But when it comes to accident reports the more the better. It is possible that you saw something that the other reporter didn't. Or even more likely is that you mentioned some obscure element that the other reporter didn't feel was necessary. Multiple accounts of the same incident give the evaluator more information to use in his evaluation.

So that's if for accident reports. I know that you have probably already thought of most of the information I have just reviewed. And there are probably other important factors that could be mentioned. The point is that YOU are person responsible when referring to a 'self regulated' sport.

Please fly safe and spread the word.

X

MANuFACTURERS + & + DISTRIBUTORS UPDATE

teristics. The wing has an open leading edge (no mesh). It will be available in 21, 23 and 25 cells. Glide ratio 8: 1.

Firebird Ninja Flying at Pre World Meet

Firebird U.S.A. One of the most eagerly awaited canopies in the USA is set to arrive here later this month (March).

The Firebird Ninja has built up quite a reputation in Europe as the ''hot" canopy but pilots here have so far had to wait to get their first glimpse of the glider.

"The demand for the Ninja in Europe has been incredible and, quite frankly, the production lines just haven't been able to keep up," said Dave Whaley, boulder-based distributor for the USA. "At one point the factory had orders for 600 canopies to be produced as soon as possible."

Dave currently has

The Corrado Challenger C will be an intermediate performance model. It has the sam e wing plan form as does the Challenger except for the addition of chamber ribs and mesh for a total of 46 to 50 chambers. This wing wil1 retain the same docile handling characteristics of the Challenger but will give added performance for the Class I pilot. DHV Class II, 8.5:1 glide ratio. Both will be available with a three riser speed system. Both wings will be available in April.

Photo by "Frtri Stod:r.otU-

about the canopy because it makes our line extremely strong," said Dave. "We've got the Fox for schools, the Twist - which is one of the top intermediate canopies on the US market, and now one of the best high-performance gliders."

the only Ninja in the country and has been inundated with calls to give demo days in different areas.

"I think it will really work well over here not only because of the technical performance, but also the way we're offering it," said Dave.

The Ninja comes in both Regular and Competition models. The regular canopy is used with a normal two-point attachment harness, but pilots can upgrade the regular set-up to a full competition rig by adding on a four-riser competition speedseat, complete with built-in reserve.

Pro Design U.S.A. Pro Design will be improving on the Corrado this season by introducing the Corrado Challenger and Corrado Challenger C. The Corrado Challenger y.,ill meet the DHV Class I requirements but outperform the 80-Corrado in glide ratio and sink rate. This will be a wing of immediate performance with beginner handling charac-

The regular ninja has passed the DHV Gutesiegal with a rating of 2-3.

"I'm really excited 36

The Airbow DHV Class III wm stil1 be available through this season as it has proved its place in the Pro Design line.

The "new" Pro Design Competition Glider is taking shape and is sure to turn some heads this season. Thi s wing will not be DHV certified due to the cost involved. The wing has an aspect ratio of over 5:1 and a projected glide ratio of 8:1. We will see ifit can live up to the computer generated characteristics. It will involve some new features to retain safety at this limit. This wing will be available only to APA certified Instructors and Competition Pilots.

Yates Gear Inc, a climbing equipment

MANuFACTURERS + & + DISTRIBUTORS UPDATE

manufacturer under the direction of John Yates, will be taking over the Pro Design USA Distribution effective April 1991.

Yates Gear Inc. 1600 E. Cyprus Ave., Redding, California 96001. 916222-4606.

Second Chantz Demonstrates New Recovery System POCKET ROCKETfM In a recent demonstration test in france for one of the world's largest manufacturers of hang gliders and ultralights, John Dunham of Second Chantz Recovery Systems, Inc. showed how his company's rocketdeployed recovery systems for ultralights, hang gliders and paragliders could easily blast through the toughest wing surface and still obtain a successful deployment.

The photo shows Second Chantz's smallest rocket motor pulling a 24-foot diameter ultralight recovery parachute through the double surface wing of a Cosmos Ultralight. The system was fired at the surface from one meter away. In less than 1/2 second, the 50-pound thrust military-type rocket motor penetrated both the lower and upper wing surface and pulled the parachute to full line stretch, with no damage to the canopy.

Second Chantz demo

The upper wing surface consisted of the super strong scrim re-enforced, mylar-coated dacron material commonly used on high performance ultralight and hang glider wings. The rocket-extracted parachute created a hole in the wing so small that a fist could not be in serted through it.

has over 4000 systems in use world wide, with nearly 25 documented saves to date.

For a free copy of Second Chantz's "Ballistic Newz" and a complete information package please write: Second Chantz, Inc. PO. Box 12671 Reno, Nevada 89510 USA

This kind of testing shows pilots that should a worst case structural failure cover up their ba1listic parachute launch trajectory, there is still an excellent chance for a successful deployment.

Or call 702-829-2077 or Fax us 702-829-2079.

Our Toll Free Ordering No. is 800-342-1691.

Adventure

Se.:ond Chantz Inc., has manufactured a complete line of rocket and mortar-deployed recovery systems, for all types of recreational aircraft since 1982, and

We are pleased to introduce this new auxiliary motor for paragliders. Anyone with no prior experience of piloting can finally make his dream 37

come true: fly.

The secret is the simplicity of piloting.

Simplicity: the throttle controls climb and descent. To tum, it is sufficient to "apply the brake" on one side. To land, it is sufficient to pull on the two bra...\es aJter turr1ing off the engine.

Reliability: the simple fact of flying under a paraglider procures security and stability.

Its maneuverability gives you all the pleasure of piloting. You will appreciate being able to fly under a well designed, high quality paraglider guaranteeing carefree use.

Maintenance: there is very little maintenance required on the motor (German manufacturer).

All you need to do is clean the spark plug from time to time. Before

MANUFACTURERS + & + DISTRIBUTORS UPDATE

PERFORMANCE

*

Weight Empty: .. ..

.... 22kg

Payload:..

... 90kg

Take-off Distance: ..... 5-15m Landing Distance: ..... Om Minimum Speed: ...... 20 km/h Cruise Speed:. .

... 38 km/h

Maximum Speed: ...... 44 km/h Rate of Climb: .......... 1.8 mis Consumption: ... ........ 4% synthesis mixture 31 /h Static Thrust: ....... . .... 50kg at

*

2s0 c

Variable according to the type of wing and the pilot's weight.

*

Tests conducted under an Allien 24, pilot's weight 75kg, Ja°C., 20 to O km/h wind.

Atmospheric pressure 1015 mb.

Motorized Paragliding by Adventure

each flight, it is mandatory to carry out the pre-flight inspection .

Nuisance Level: ADVENTURE features one of the lowest noise levels through its motor with reduction gear and large prope11er. You will thus have the pleasure in flying with less noise for you and your environment and increase flying comfort.

Implementation: extremely simple. The unit fits into the trunk of a car, is assembled and disassembled in less than ten minutes.

You install the safety hoops, the propeller cage then you hook up the wing and the unit is ready for the pre-flight inspection. Easy to use and low cost, it will satisfy you.

Learning: at this time

ly user friendly, and we expect a 1-2 DHV rating."

there are no dealers or schools in the U.S. but the company of Paramoteur of France is looking for dealers to set up schools and dealerships.

For more information call Paragliding, The Magazine.

801-254-7455.

The Ratana now has a DHV 2-3 rating. The Ratana received a Category-2 rating in 11 out of 12 tests. We have made a few changes such as larger primary lines, new cross porting and new material and we will retest soon. With the changes, we expect to receive a straight Category-2 rating.

We also had the Ratana tested by Vertigo Aerodynamic Research And Development Corporation for lift-to-drag ratio. The results of the test showed a mirnmum average of7.3-l. Details are available upon request from UP International.

UP International UP International an nounces the April '91 introduction of the "Stellar". The "Stellar" uses the same airfoil and basic plan form as the Katana, but has no closed cells and has a lower aspect ratio. Greg Smith described it as "a very high performance intermediate glider with all the options of the Katana, including Bline stalls, dog ears, etc.

The "Stellar" is extreme-

Mariposa Sports Formerly COMET USA, Mariposa Sports, Inc. 38

was started by Ed Pitman after the 1989 World Championships, "when it was clear that the performance gliders were not getting to the U.S. market." Ed continues to compete internationally and has gained the respect of the top people in paragliding around the world. The goals are the same for l\1ariposa Sports, "to continue to provide the finest products available and to foster the safe growth of paragliding in the United States."

Mariposa Sports, Inc is planning many special sern.inars this year. Safety Clinics featuring some of the best pilots in the world, such as the top three in the 1989 World Championships. Carlos De Larosa, Andr seeing more of the by-wing paraglider. Development is going on in many countries including France, Germany, and Switzerland. We will follow up on these developments in further issues.

1-800-SKY-PILOT 1-800-759- 7456

Sentek Sentek introduces the SVA2, a small lightweight altimeter with audio vario. A spinoff from the older SVAl, it is redesigned with a 1ft. scale, improved RF shielding and ease of manufacturing to keep the cost low. It doesn't put your highest altitude in memory, but instead, offers a clearcrisp audio, zero set at

MANuFACTURERS + & + DISTRIBUTORS UPDATE ·-,-u•u•AAl•l•i;A•1•1n•11-••mf!tttCAAAl•te•-A•~•#iAAA®ll•H•IAt•iiAIIIIAJBIIBH0•1•1AB!Bt-MAHAiMtAMAAl@E•HMAM•·•@WAlli:r--·---

LZ, low battery warning, temperature compensation and quality components with a USA warranty. Suggested retail is $259.00

.. Oops ...

On the Black Magic intro in the Jan/Feb issue, there was a typo error which turned Hang Gliding into Hand Gliding. We're sure all pilots know the difference.

ITV The new ITV Saphir Must '91 has passed the ACPUL tests with a level I Rating. This is the first seat-steer paraglider to receive a Level I Rating.

Michel LeBlanc, the designer, was dissatisfled with the previous Level II Rating and went back to the drawing board. He came up with a breakthrough that will change the way we evaluate paragliders.

The Saphir Must is the first of this new generation of paragliders from ITV. Maximum performance with no compromise of safety.

ITV happily informs you that the tandem CYCLOP has successfully completed the French tests and has been rated a Level II. A Level II rating was given because the ACPUL does not want a tandem to have a level I rating.

But in reality, the CYCLOP is Level I.

line-rigging repairs.

For more information contact SKYWALK at 415-493-3192.

SKYWAlK SKYWALK is a full service and support U.S. Paragliding Manufacturer which produces the DHVGutesiegel rated Spirit FXC paraglider. The Spirit FXC has evolved from Delta Fly's Hans Madreiter who has decades of design experience. Madreiter's best known design is the "Hot Dream" which is sold in europe by Flight Design. His expertise can be found in his 7 other paraglider designs which have been sold throughout the world by the thousands. The Spirit FXC is Madreiter's next generation of paraglider.

Performance Designs, Inc.

Quantum Parachutes, Inc. which has 17 years of development expertise and is a supplier of military spec. parachutes, constructs the Spirit FXC for SKYWALK Bill Gargano, who is a top U.S. designer of ram airfoil devices heads Quantum's team. Bill has designed a slow decent reserve which is currently undergoing DHV-Gutesiegel testing and once approved and rated SKYWALK will make it available.

SKYWALK offers a variety of support and services. SKYWALK's factory will repair and service it's own as well as other paragliders.

The company sells it's own small light weight, low-drag SKYWALK line to any pilots who need to make simple

Performance Designs Paragliding has reported that their new tandem canopy the Excalibur 33-450 (33 cell, 450 square feet) - is now completing flight testing and will be available by spring to qualified schools and pilots. PDPI reports that not only does this canopy have perhaps the highest forward speed of any tandem canopy available (31 mph) but with the rear riser trim system and excellent flare characteristics this canopy lands very well for a tandem. The flight testing has been performed with a variety of different pilot/passenger weight combinations and has flown at a number of different sights.

South St. Paul, Minnesota - BRS has announced a line of three parachute reserve systerns for paragliding.

Tony Domenico will be conducting an Advanced Paragliding Reserve Parachute Clinic in the Fall of 1991 which will feature actual in-flight reserve parachute deployments and landings. For safety considerations he is currently looking for a flying site over a lake or other body of water and has asked that if any pilot knows of one to please contact him as soon as possible.

"The WEDGE model offers the fastest possible emergency parachute deployment you can buy," says marketing vice president, Dan Johnson. Rocket motor deployment coupled to a pull-down apex parachute design brings line stretch in under 0. 7 seconds.

"This is so much faster than you can throw a parachute by hand that it offers low altitude recovery capability, " added Johnson.

Tony Domenico 714-924-5229 FAX 714-242-4718.

39

BRS Announces Rocket .. Deph1yed Emergency Parachutes For ParagHder Pilots

The company offers its WEDGE Model in three sizes, 16, 18, and 20, each model number reflecting the gore count on the parachute canopy. The 16 gore is used for gross weight of 225 pound (102 kg). The 18 gore for gross weights of 325 pounds (148 kg), and the largest 20 gore units for pilot weights of 400 pounds (182 kg). Individuals may elect the next larger system to assure lower descent rates. The company encourages such a decision especially when flying is done at higher elevations of density altitudes.

MANuFACTURERS + & + DISTRIBUTORS UPDATE

have been made worldwide, and customer usage has resulted in the saving of 4 7 lives during the years including a record nine deployments to-date in 1990. (This represents 39 incidents; eight of which had two people aboard.)

Paraglider Training Manual WILLS WING has published a Paragliding Manual, designed for use by paraglider student pilots in conjunction with a course of professional instruction.

The manual also serves as an excellent general introduction to the sport of paragliding.

The 105 page manual follows a normal progression of subject matter that a student pilot would need to learn as he progresses from introductory training through soaring flight. Following an introductory chapter describing the sport of paragliding, the manual covers in subsequent chapters equipment design and certification testing, beginning skills, aerodynamics, weather, turbulence and micrometeorology; intermediate skills including landing approaches, and flying in the wind; advanced canopy skills such as stalls, collapses, spins and recovery procedures; soaring skills including ridge soaring, thermal soaring, and right of way rules; federal aviation regula-

Ken de Russy demos BRS wedge at "the mesa" Sant Barbara Jan. 1991 Photo by Fred Stodcwe.U

'l'l,., "Y<:tPrn wi:1<:

designed by engineer Phil Kadlec who says, "Pull-down apex technology is nothing particularly new. But we looked what the European hang gliding community was doing with it and we made improvements.

What we did was increase the descent rate by using 100% zero permeabiEty cloth, improve stability by allowing the apex vent to work better, and heightened the quality of the center-line attachments," explained Kadlec. The net effect is a higher-performing sys-

tern that has greater stability and is built under a demanding quality control program.

The three complete and easily installed systems retail for: $799 (WEDGE 16), $849 (WEDGE 18), $899 (WEDGE 20). Dealer pricing is available to qualified businesses. BRS currently has several dealers supplying the paragliding market and invites inquiries. The company does not sell direct to customers.

Since BRS began in 1981, over 7,500 sales 40

tions and APA/USGHA pilot rating programs; cross country flying; and how to maintain safety in your flying career.

An appendix contains a complete practical training syllabus including lesson plan outlines for first day training through thermal and ridge soaring.

A second appendix lists recommended reference sources for further information on airmanship and weather.

The manual includes more than 60 line drawings and computer generated graphics to illustrate the subject matter.

The Paragliding Training Manual is available from Wills Wing or direct from Wills Wing, at 1208 H East Walnut, Santa Ana, California 92701.

714-547-1344. The price is $19.95 retail plus $2 for postage and handling. Dealer prices and quantity discounts are available to professional paragliding dealers.

(Note: All paragliding and hang gliding equipment is available exclusively through Wills Wing paragliding and hang gliding dealers.)

In Memory We regret to inform our readers of the death of one of our lady pilots Bobbie Kaiser - who was killed on 12 , 5 in an accident with a train while attempting a rescue. Our

MANuFACTURERS + & + DISTRIBUTORS UPDATE

paragliding manufacturing section. With an emphasis on improving quality, APCO will be using the latest technology and machinery to produce its newest line Hilite III and Starlite.

We would like to extend our thanks via your magazine to our many dealers and customers world wide that wrote and faxed their support for us during the tense weeks of the GulfWar. AtAPCO, it was "business as usual" with our staff working throughout the entire duration, with their gas masks ready at their side, in case of a chemical attack. Pilots of both paragliders and hang gliders packed their masks along with their helmet, harnesses and wind socks. Many nights we were wakened once, twice or even three times by the sirens announcing missile attacks. We are gratified that it is over.

Landing on the fa mous "Mushroom" fonnation in Timra Park, King Solomon's Copper M ine, Hilite Ill 26.

condolences to her husband A Lee Kaiser. She will be missed.

APCO Aviation Ltd. APCO Aviation of N etanya Israel is buzzing with activity these days. The recent influx of Russian immigrants to Israel has enriched APCO with the top designing and development minds in the USSR. APCO has added four engineers to its R&D and production staff, including Lev Rodovsky, the former

head of the Hang Gliding Department of the gigantic Russian Antonov Aircraft factory at Kiev. This department developed the finest Soviet wings, including the Antonov Hang Glider C14/C15 Competition (Slavutitch).

We deeply appreciate the concern of the Sport of Aviation community for us and thank them for their support.

Sincerely yours, Mrs. Anatoly Cohn APCO Aviation Ltd.

These professionals will undoubtedly make a positive contribution to APCO, headed by Mr. Anatoly Cohn, himself a former Russian, living in Israel for the last 19 years.

Nova Jan Stenstavold is proud to introduce Nova to the US market.

Nova builds two models which were developed in Innsbruk

by Hannes Papesh

APCO has expanded its capacity this season, establishing a modern 41

and Toni Bender, The "Trend" is for the beginner pilot, it offers easy handling with a 5+:1 glide ratio, and it packs up small and is lightweight.

The "Phantom" will appeal to the more experienced pilots. It has earned a 1-2 ACPULS Level rating. The "Phantom" has a trimming system which allows an enormous speed range and claims a 7:1 glide ratio. We will be seeing these gliders early in April '91.

Jan Stenstauold can be reached at Aspen Paragliding.

303-920-2449

Flight From Mt. Everest We apologize for omitting the name of the photographer from the centerfold of the Jan/Feb issue.

Denis Povit thanks for a great shot. The expedition was organized

by Laurence de la Ferriere.

C· 0 · L· L· E· C· T·I· 0 · N '91 FLY WATERSTOP 1.3 kg This is a newly developed paragliding boot. The outers are made of PU coated leather in combination with water repellent Cordura and a water resistant inner material.

The two-layered cushioning in the sole and built in ankle supports together with and high traction sole make this perfect boot for takeoff and landing .

A special boot made for paraglider pilots. The outers are made of leather and suede , coated with PU . To make launching and landing safer, the boot has a two layered cushioned sole .

Inserts are also built in to give added ankle support. It also features a deep traction sole which makes this boot ideal for hiking. '._\\

P. O. Box 12343

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~IREB180,.s.A.

Boulder, CO 80303

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Phone/Fax 303-440-0803

TEXAS PARAGLIDING INC. SOARING AND SERVING THE LONE STAR STATE

SALES & SCHOOL for American Paragliding Association Certifications. Tandem and video instruction.

Towing e Flatland Thermaling @l) Ridge Soaring YEAR ROUND flying at 7 Texas sites!

HANG GLIDING & PARAGLIDING INSTRUCTION SALES~ SERVICE I)

Supplier of high performance paragliding equipment.

ITV

* PERFORMANCE DESIGNS * POCKET ROCKET

TOWING? We are the leading research center in the USA. We set towing safety standards with our "Safety Load Limiters".

Models: 275#, 300#, 425#, 550#.

For the BEST in payout winching ask for SKYLAUNCH TOW SYSTEMS & SUPPLIES.

mute, Edel, Pro Design~ U.P. K11thu110 Wms Wing, mock Mogle, nreblrd +MORn!

LARGE SELECTION OF NEW AND USED GLIDERS, HARNESSES,IN.STRUMENTS, CHUTES AND HELMETS IN STOCK! CALL FOR COMPEJ[HYE QUOTIES,

To order and Enroll call Charles at (713) 973-9546 or write T.PJ. 1437 Waseca, Houston, TX 77055-4411

( 4 I 5) 759-1 177

A new book by Dennis Pagen SOFTWARE

PARAGLIDING FLIGHT

Designed to store ksy flight data Bnd support pilots in USING their flight log information to understand their flying trends and the conditions that provide the best flights at various sites.

@

The most complete book available on the newest aviation sport Learn to fly from ground zero to thermal soaring

®

Over 140 photos and illustrations

Version 3.0 is menu driven, fully documented and Interfaces witll Ball Variometer's M50 and M22 flight instruments.

KEEPS RUNNING TOTAL or LOGGED HOURS AND MILES CALCULATES GREAT CIRCLE DISTANCES GRAPHS AND REPORTS DATA IN MULTIPLE SORTS TO SCREEN OR PAINTER GRAPHS BAROGRAPH DATA SUPPORTS MULTIPLE FLIGKT LOOS

m~1BM COMPATIBLE PC Willi GRAPHICS, CGA, EGA OR VGA CARD & 266K RAM HARD DISK AND MOUSE RECOMMENDED

TOQRQEB; SEND CHECK OR MONEY ORDER FOR $34.95 PLUS $2.00 S&H TO:

CII.OUIDIIURST itOMPl!JTifll WORK$ 200!5 ROLLING WOOD LOOP COLORADO SPRINGS, CO 80918

PHONE: 719-260-1695

@

208 pages

$19.95 SEND CHECK OR CASH l O:

PARAGLIDING CENTER 3314 W. 11400 S. South Jordan, UT 84065 Save 10% order two or more books!

Total amount for all books$ _ _ _ __ Postage and Handling _ _ _ _ _ $1.60 Overseas airmail if desired ($5.00/book) TOTAL ENCLOSED_ _ _ _ _ _ __ SEND TO (Please Print) NAME _ _ _ _ _ _ _ _ _ _ __ ADDRESS _ _ _ _ _ _ _ _ _ __ CITY, STATE._ _ _ _ _ _ _ _ __ COUTRY I ZIP

Performance Designs Paragliding, Inc0 Your One Stop Paragliding Supply Company Paragliders We stock the widest variety of Paragliders available anywhere in the US. We are dealer/distributors for the Excalibur, Edel, Firebird and the UP Katana paragliders. Call us today for the latest information on all of the newest wings.

ParaPorter Harnesses Standard Harness

$ 185.00

Semi-weight Shift

$ 185.00 $ 245.00

Speed Seat

Hand Held Radios 2 Watt FM VHF

$ 175.00

Wholesale IRetail

Instruments

Paraglider Reserve Systems 16 Gore - 125 lbs.

18 Gore - 200 lbs.

20 Gore - 275 lbs.

$410.00 $435.00 $480.00

18 Gore Hang Glider/ ParagHder Reserve $510.00 20 Gore Hang Glider/ Paraglider Reserve $555.00

Hand Held Wind Meter $ 12.90 Electronic Wind Meter $135.95 $225.00 Brauniger LCD Vario Brauniger Vario/Alti.

$359.95

Brauniger DeluxeVario/ Twin AHtmeters $425.00 Note - Prices in Italics are Sale Prices

16 Gore Pocket Rocket Reserve - 125 lbs. $750.00 18 Gore Pocket Rocket Reserve - 200 lbs. $775.00 20 Gore Pocket Rocket Reserve - 275 lbs. $850.00

Helmets, Carry Bags, Risers, Locking Carabiners, Toggles, Tubular Toggles, Books, etc.

Call today for our complete product list with prices.

Dealer Inquiries Invited

Master Charge/Visa

Performance Designs Paragliding, Inc.

Phone

12650 Softwind Dr., Moreno Valley CA 92388

FAX

714 .. 924 .. 5229 714 .. 242 .. 4718

488 Manor Plaza Pacifica, CA 94044 {415) 359=6800

ALL MAJOR BRANDS OF GLIDERS AND ACCESSORIES HANG GLIDING AND PARAGLIDING

COMPLETE SALES, SERVICE & INSTRUCTION

INFERNO

STVCOMET ®

- - --

AMERICA---has

OHV

Gutesiegei

"PSQ" PERFORMANCE, SECURITY & QUALITY

$100-00 CASH REBATE ON ANY NEW INFERNO PURCHASED BETWEEN

April 15th and May 15th 1991 PAID DIRECT TO CUSTOMER WITH PROOF OF PURCHASE

MARIPOSA SPORTS INC. P.O. Box 188 • Shasta, CA 96087

(916) 359-2392 • (916) 359-2397 Fax 1-800-SKY PILOT

Ball Variometers, Inc.

..........

6595 Odell Place Suite C Boulder, CO 80301

: 8 8:

(303) 530-4940

Ball Proudly Announces The Model M22.

The new standard for paragliding.

Whether you compete or not, we'll help you be a soar winner.

Comes with our standard 1 year warranty (void if submerged).

See your local Ball dealer for deta ils.

call 1 ·800· 729-2602. • Fax: (303) 530-4836.

STANDARD EQUIPMENT • 1,000 ft . or 5 MIS VSI Scal e • 1 ft . or 1 Meter ALT Increments (MSL) • RF Shielding • Relative Altitude • 5 Stage Vario Damping • Barometric Pressure (Hg or Hecto Pa scal) • Adjustable Audio Threshold • Choice of Piezo Audio Sound : VARI-PITCH - BEEP - INTERRUPT VARI -BEEP

• 4 Stage Averager • Mount (Velcro Strap , Steel Bracket, or Ball Clamp)

OPTIONAL EQUIPMENT • Barograph with Flight Linker and Software • Total En ergy (T.E .) Probe

SPECIFICATIONS • Operation Altitude - 2,000 ft . to 27,000 ft.

609 Meters to 8225 Meters • Operation Temperature - 13 to 113 deg .

Fahrenheit - 25 to 45 deg . Celsius

WARRANTY • M22 flight computer and accessories are warranted for a period of 1 year from date of purchase (with proof of purchase via warranty card) or 1 year from date of manufacture (including software updates) .

Submersion In Water Voids Warranty.

• Specifications Subject To Change Without Notice.

M22 (Standard Model Shown)

Mountain High Equipment & Supply Co.

CLIMB ABOVE THE COMPETITION

Mountain High Equipment & Supply Comr,any proudly introduces the Sports Oxygen' personal supplemental breathing system for high altitude action sports. This amall, light-weight unit holds 18litersofpureoxygen. Under normal use, one full cylinder can provide 2 to 6 hours of pure oxygen. It's like having a 126 liter tank without the bulk or weight because ambient air is mixed with pure oxygen at a ratio of about 7:1. Oxygen cylinders easily connect to the regulator in seconds by hand.

The regulator is adjustabl e from off to full on delivering up to 1 liter/mfoute max. of pure oxygen and can be shut off with a full bottle allowing segmented use and IJtorage.

• Entire system weighs 18 ounces.

• Comes with a carrying/storage case.

• Mask. tube and nasal cannual is included.

• System is completely portable.

THE

sx

by

jSENIEkj $379

•DIGITAL AL TIMETERNARIOMETER WITH AUDIO •EXTREMELY LOW TEMPERATURE DRIFT ·MOUNTING OPTIONS INCLUDE LEG STRAP MOUNT •OUTSTANDING PERFORMANCE!

Measures only 8 by 2 inches.

• Industry standard feed nozzel.

Cylinders are changed in seconds.

One-hand regulator operation.

MODELSVA2: DIGITAL ALTIMETER WITH AUDIO VARIO

MODELSV2

Complete kit with one oxygen cylinder - $89.95 ea.

Replacement cylinders - $12.95 ea.

Each Kit Is Backed By A 1 Year Conditional Warrantee.

AUDIO-ONLY VARIO GREAT VALUE!

MODEL SVA2

Price includes shipping & handling. Sorry no credit card orders.

$259

$139

FOR YOUR NEAREST DEALER CALL (206) 338-3081 SENTEKINSTRUMENTS 14327 27th Dr. MILL CREEK, WA 98012

Send check or money order to:

Mountain High Equipment & Supply Company 516 12th Ave., Salt Lake City, Utah 84103 (801) 364-4171

THE

HALL

\/\I INDMETE R s23.so

CHOICE OF THE MASTERS:

1no1udes Shipping in U.S.A

Gl1d1ng Flight Plus

r liO

Accurate • Dependable• Rugged

Specify: 0-55 mph, or 0-80 km/h See tpUVr, de.atcr.., ~ O!Ula ditrea ·

Hall Brothers

P.O. Box 1010-PMorgan. Uah 84050 US A

Master Card• VISA • c_o.D.

Distributed by

OOOECA, PO Bax 13B3, Fremont, CA 94538

* t41S> 490-4395

Order Toll Free 1-800-456-4255 (801) 829-3232

FAX (801) 829-6349

-~ 1 photo by John Heiney

Hang Gliding!

Paragliding!

See What The United States Hang Gliding Association Can Do For You! ~.

Your Membership in the United States Hang Gliding Association entitles you to: • • • • • •

A 12-month subscription to Hang Gliding magazine or Paragliding, The Magazine beginning with the next issue Liability insurance and property damage insurance Membership voting privileges The new, revised edition of the USHGA Handbook Pilot Proficiency Program ratings Lilienthal awards and flight achievement awards

Additionally, you will be eligible to apply for any of the following special programs: • Theft of glider insurance • Participant accident insurance • USHGA's VISA Gold card • USHGA expanded merchandise program Your membership also helps support: • USHGA instructor certification programs • USHGA membership development programs • USHGA administrative operations • USHGA special projects and events A full membership (U.S. only) in USHGA is $39.00 per year until March 31, 1991.

UNITED STATES HANG GLIDING ASSOCIATION, INC.• P.O. Box 8300 • Colorado Springs• Colorado• 80933 (719) 632-8300 or FAX (719) 632-6417

To place a classified ad, send text and $10 per ad, per Issue to: 3314 West 11 400 South South Jordan, Utah 84065

PATENT I am a paraglider pilot (APA Class I, 1988) and a patent attorney - patent applications, patent licenses, infringement opinions, and litigation. Call for resume and references. Jeff Haley, Seattle, Washington. 206455-5575

FOR SALE Brauninger Vario LCD, $230. Jo Rosier, 16 Weed St., New Canaan, Ct. 06840. 203-966-1903. FAX 203-966-1384.

For Sale

Comet CX's

Firebird Cobra 24. Excellent condition $1200. Harley Magic 9 $750. Call Dale 406-549-6025.

123 - $2500, 119 - $2300.

Both excellent condition with harness and pack lee.

619-943-9651.

Katana $2695, Harley Elite $895, Corvette, Easy, Excalibur 27 & 33 Cell, NEW Wills Wings, Chutes, Varies, Gloves, Air Speed Indicators, Radios, etc.

714-654-8559.

WINGS FOR SALE 1989 ITV Aries-23, pilot wt. range 110-145 lb. (UD 5:1) $800; 1990 ITV Meteor 100, pilot wt. ranie 150-175 lb.

(UD 5.8:1) 1600; both in excellent condition; both with !TV's patented wt. shift harness. Call Mark Shipman 509-663-5283.

ITV METEOR 97

for Sale

Approx. 3 hours use. New Adel 18 Gore Reserve. Flight suite (med.) Bell helmet. $2600. 619-429-6158 Ken Dibble - leave message.

Corrado 12, excellent shape. 3 months old. $1500, with harness and pack. 213-859-9780 Leave message.

WANTED TO TRADE 1 67 Eurosport. Very good condition. Blue, gold, white.

New wires. CG 1000 harness for state of art PG complete system. Mike 415-282-8882.

UP Easy 22 and harness $1800 or best offer. Wills AT 123 and Deluxe Harness $2400. Both low time and excellent condition.

Hang Glider Emporium, 613 Milpas, Santa Barbara.

805-965-3733.

SPRING CLEANING SALE Northern California Paragliding COOP Wings For Sale. Contact: John Yates 916-222-4606.Airbow 23 - 26.9m Demo-Like new $2800, with Soaring Life Harness $2990.

SPRING CLEANING SALE John Yates 91 6-222-4606.

Airbow 23 - 26.9m Good cond. 150 flights, yellow $2200.

Airbow 25 - 29m "Oh Big One" Demo-Good cond., with Yates Control Seat $2800. Corrado 12 - 24.2m Demo-Uke new, pink $2500, with Soaring Ute Harness $2700. Corrado 12 24.2m Demo-Good cond., with harness $2400. Corrado 13 26.6m Demo-Like new, blue with Yates Control Seat $2600.

Kestral 204 Great wing for 90120 pilot, good cord., with harness $1600. Kestral 248 Excellent cond., 20 flights, pink, with harness $1700. Kestral 248 Instructional wing, 150 flights, with harness $1500.

Kestral 262 "Demo" 20 flights, with harness $1750. Comet CXA 24 - 25.8m good rond., red, with harness $2000.

Katana 22 - 21.7m Demo, green, with harness $2800. Excalibur 27 - 25.7m, Demo, redlolue, with harness $1500.

Birdwing Ill, Good teaching wing $700. Birdwing II, Excellent cond., $700.

Air. jun. kies n 1: person who loves to fly above all else 2: person seen hanging out at flying sites for long duration usually kicking rocks, telling stories and hoping to fly 3: professional, full time paragliding business dedicated to 'turn you on' to paragliding!

" LESSONS " DEMOS .. SALES: ITV •Edel Ball Variometers

Second Chance 'Pocket Rocket'

Brauniger and

• GUIDED TOURS: San Diego• Southern California• Mexico• etc., etc.

AIRJ

KIES

KEN BAIER

151 Tamarack Ave. • Carlsbad, CA (619) 720-9775 92008

Inforination DEALER SUP ORT 1 800 SKY PILOT P.O. BOX 188 SHASTA, CA 96087

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GESTALTUNG · MARINAS WERBEGRAFIK INNSBRUCK

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