APA Paragliding Vol2/Iss4 July/August 1991

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Featuring news from the American Paragliding Association

Vol. 2 No. 4 July/August 1991

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Paragliding, The Magazine

FEATURES

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Editorial, subscription and advertising information:

3314 West 11400 South South Jordan, Utah 84065

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(801) 254-7455 - FAX (801) 254-n01 Cover Photo: Jay Jameson flying a new Edel at Sun Valley. Idaho.

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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 are welcome, however Paragliding, The Magazine reserves the right to edit any contributions. Further, the magazine reserves 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.

14

Alberta, Canada It's Okay To Walk Down The Hill

by Or. Rico Provasoli

First Flight From Mount Whitney The Ultimate Challenge

by Joshen Moesslein

Judgement

Encounters With Thermals Part 1

by Tom Bradbury

Observations

by John Bouchard

16 18

Information On The APA Fly-In And Trade Show Line Comments

by Ed Pitman and John Bouchard

Paragliding, The Magazine is published six times per year for a subscription price of $26.00 per year by: PARAGLIDING PUBLICATIONS, INC. 3314 West 11400 Ssouth, South Jordan, Utah 84065. Absolutely no articles, advertising, photos or other published materials of the magazine may be reproduced in any manner without express written permission of the publisher. © Copyright 1991 PARAGLIDING PUBLICATIONS, INC. All rights reserved.

POSTMASTER: send address changes to: Paragliding, The Magazine 3314 West 11400 South, South Jordan, Utah 84065.

Paragliding, The Magazine

21 24

Shasta Lake Manuevers Clinic

by Fred and Claudia Stockwell

An article that should be read by all pilots.

by Mark Axen

Photo By: Fred Stockwell

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Sun Valley Paragliding Championships

by Paul Potters

47

Something we need to spend more time on

by Colin Perry and others

48 51 52 53 56 59

The New European Glider Testing Program Part 2 Cours de Securite Safety course In Switzerland A Report From WIiis Wing To The Editor From Bob Evans

Profile On Some Of Our Pilots Letter From The Editor

DEPARTMENTS

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USHGA New Ratings News & Noteworthy APA News Including 1990 accident reports

by Mark Shipman

The Skies Of Texas

by Nancy stanford and Marie Osowski

Freedom & Rules

60

Classified Ads

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ALBERTA,

CANADA

[ This is a flying site in Canmore, Alberta, Canada. I run a school called Rocky Mountain Paragliding. Currently I run two-day instruction courses and five-day mountain flight courses. This photo was taken off of a launch altitude of 7500 ft ASL. Landing is at 4300 ft ASL. The pilot is Matt Duford.

The photographer is Randel Hoadly-Dyzak, a student of mine.

Lady Macdonald is the name of the launch site. It is used quite often by paragliders and hang gliders. The longest paragliding flight from here has been 42 km. The longest time

Paragliding, The Magazine

aloft is about 3 hours with the best altitude gain of 7000 ft above launch. The mountains in the background are the called Three Sisters.

Contact me Glenn Derouin, Box 2662 Canmore, TOLOMO (403) 678-4973 if you need more information on the site and conditions while visiting the area.

3

It's Okay To Walk Down The Hill

by Dr. Rico Provasoli

This proverb might well be the most difficult flight skill which the paragliding pilot will try to master. Adventure, action, challenge, fun and recreation are the parts ofour sport which call us to the mountains and ridges but the inner strength to listen to the voice of caution will prove to mark us as senior pilots. Wise men fear to go where fools rush in.

How many skiers were injured when they were tired but the gang insisted "C,mon you guys, just one more run."

How many of us know of a heart attack victim on a racquet ball court when the player was out of steam but wouldn't quit till the set was finished, win or lose.

How many paraglider pilots have had a close call with injury or more and shrug it off to experience then plow into a hill an hour later, never stopping to reflect.

And yet paragliding today is safe, as safe as we individually choose to make it. Our wings are more stable and

forgiving than 2 years ago. Sled rides and coastal soaring appear tame and manageable for the most part. Sometimes it feels as if God is our Co-pilot, that we can make no error, that we are floating in the clouds so relaxed. And this, in fact, is our great enemy - to grow unaware, to go to sleep to the danger of being airborne in this matrix of cloth and lines.

To soar as an eagle on a wing so light is a miracle of our age. We reap the benefits of the lives of rountless dead aviators before us who tested the force of the gravity pulling them back down to earth from where they started. We sometimes forget that paragliding requires the skill to read conditions that allow us to defy gravity, that sometimes we ought to cancel and take a rain check. But so often we jump at it like the company picnic with free beer and burgers. Sad but true. There is no place in the sport for relaxed judgement. It can kill the unwary. Or peer pressure to launch with the group even if our inner voice is unsure. But we follow. Some· times to our regret.

What magical flight is possible! Maybe Leonardo da Vinci's dream lives through us paragliders. But let's not fly lightheaded. I am learning to close my eyes before I launch and ask myself: "Is this the right time to fly?"

Afier all, IT'S OKAY TO WALK DOWN THE HILL.

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Paragliding, The Magazine

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First FI ight Fram Mount Whitney

Even now, when I look at t

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e

acclimati zation. In perfect weather conditions we started at6am. By 11 am we h a d covered 8 miles, but still the m o s t strenuous part Jay ahead. The steep 1,200 ft. sn ow r a m p seemed endless. By the time we reached the Trail Crest we were all suffering slightly from the effects of altitude. Our sheer determination aided us as we completed our 6,134 ft climb.

photogra phs of perh a ps the h i gh e st l a unch in t he U .S. I reca ll the i nt e nse fee lings I experienc ed launchin g from t h e summit of M ount W hitney ( 1 4, 494 ft.). But the pure flight statistics -des cent of 10, 45 8 ft. over 21 miles -- tell only half the story. There is much more behind it. The constricted l a unch area, overlooking a precipitous drop, made for a chalWe all experienced immense satisfac1enging jump. In addition , the tion in having reached the summit, but physical effects of altitude and exwould I be able to fly? I had already enhaustion, resulting from carrying dured the disappointment of carrying my my 28 pound pack over an arduous paraglider down the summit in un11-mile trail, required a truly favorable conditions. The wind was blowdemanding effort - all in one day! ing from the west at 10-25 mph, veering My original idea was to underoccasionally from the northwest. The only article by Joshen Moesslein ta ke this challenge as part of a feasible slope was the one shown in the Glider: AGT vi deo recorded project on flying and photograph - a few hundred feet northwest windsurfing in North America. When John proposed from the summit hut (visible on the skyline in the picture). hiking up Mount Whitney in one day late in June, I While I was preparing for the launch I kept one eye on thought of taking the advantage of an early opportunity to the wind tag that Stefan was holding. Although thee were fl y from the summit. Five of us from Stanford University some slight crosswinds, a launch was possible, and my Outing Club prepared for an assault on the United States' adrenaline began flowing as I completed my pre-flight prohighest peak (excluding Alaska). cedures. Even though my feelings ofexcitement were mountLate on Saturday June 29th, we pitched our tents at ing, I maintained a high level of concentration as I could. an elevation of 8,000 ft. near Whitney Portal. Since we I was ready to jump, just waiting for the right wind. planned to rise at 4:30 am, this left little time for altitude

The

Ultimate

Challenge

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Paragliding, The Magazine

MOUNT WHITNEY - THE ULTIMATE CHALLENGE Perhaps my canopy would partially fold in due to small rotors created by the rocks that surrounded the snow slope. Suddenly the moment arrived. Jump! Everything passed quickly, the right part of my wing got hit by a rotor, but one shake on the brakes and the canopy was fully inflated again. I am tru]y thankful to have such a reliable canopy. While starting I could sense the effects of the thin air - there is simply less air resistance! And then there was total silence and the beauty of the high mountains. I am totally at ease. All I wanted now was to stay up amongst those huge rocks. Since the wind was mainly blowing from the west and since the sun had already turned around, I was looking for ridges that faced west. Soon, I heard the calming beeping of my vario. The following motions - turning into the thermal, corkscrewing up into the sky - could not be a routine this time. During this flight everything was special, I felt more like a bird than I had ever felt before. In fact, the birds seemed to be surprised having such a wing amongst themselves in these isolated mountains.

Soaring with them, they led me from one carrying thermal, or lift, to the next one. I started to forget about my vario,just enjoying the soaring and looking around at the perfect blue sky and the Sierras. AB I flew over the ridges I realized that I may have been the first person to see them closely, since they are virtually unclimbable -except by a few daring mountain goats.

landed on a parking lot off Whitney Portal Road at an elevation of 3,948 ft., 4 miles from Lone Pine. I was certain that this had been a different flight, different from soaring for several hours along the pacific coastline or thermal flying in various sites all over the world. Being very lucky and relieved that I had successfully completed the paragliding descent from Mount Whitney, I also had to think about my two companions who were still walking down the mountain trail.

Having whetted my appetite I look forward to similar challenges in the future!

Entering Owens Valley I experienced strong easterly winds. I was grateful to have this acceleration system! I

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"That's What It's All About" M

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article by Mark Axen APA Class II Instructor Examiner/USHGA Instructor

All lift is associated with turbulence. In some cases the turbulence is minimal, smooth ocean air being lifted over sand dunes, however turbulence is still induced by the friction two masses create as they slide past each other.

Turbulence in ridge lift is usually fairly easy to visualize; rotors and eddies created by wind flowing over ridge lines, trees and other obstructions. And as we know, the size and strength of the turbulence increases as the velocity of the wind increases. It is also no big surprise that the turbulence associated with thermals increases as the velocity (strength) of the thermals increases. This turbulence is not as evident as that of ridge lift, as the masses that induce the turbulence are many times invisible air masses. (see article this issue).

In 1975, when I learned to fly my plastic/5:1 L.D. home-built hang glider in southern Arizona, the situation was similar to what paragliding is going through today.

We had inexperienced pilots (read operators) learning by the seat of their pants what flying light, slow aircraft in thermal turbulence was all about. Major differences: 1st, hang gliders, even then, had a superior speed range. 2nd, even though the wing was single surface with flexible battens and the foil would invert (this happened frequently in thermals), the frame still supported and maintained a symmetrical wing. The last difference is psychological in nature. As pilots, we had few expectations except to enjoy the flying and survive to fly another day. We were forming the knowledge pool about slow flight in thermals.

As glider performance progressed and instruments and reserves became available, mapping out the thermal experience become easier and less scary. The knowledge base expanded and we flew in stronger oonditions.

You may be wondering what point fm trying to make with this historical dialogue. Having survived the early days of' hang gliding, I can appreciate what it means to be an explorer in the intangible world of thermal flight. We were instructed firsthand that things are not always as they appear and, as Frank Zapppa puts it so eloquently, "There's always the chance that something might screw up."

"Modern paragliding, the easiest, safest form of sport aviation." A blanket statement used throughout our industry to peddle the sport to those who fancy themselves future aviators. This statement while truthful, is rarely tempered by the necessary qualification of keeping within operating limitations of both the wing and operator. At this point, let's consider three terms: Pilot, Judgement, Dead Weight.

Q. What relationship do these three have?

A. If you take the judgement out, the other two become synonymous.

Q. How does the dead weight acquire judgement to become a pilot?

A. 1. By surviving and learning from enough personal experiences.

2. By learning from others' mistakes and experiences.

Judgement, the most important skill any aviator can acquire, is also the most subjective to test. In our pilot certification program, we test tangibly whether the operator/student has the motor skills and basic knowledge to operate the wing safely. Conditional operating limitations are given to keep the Class I inside the operating limitations of the wing. In all of this, the system works well; the problem lies in testing pilot judgement.

As previously mentioned, judgement is accumulated through personal and shared experiences. Shared experiences are those either shared by observation or conversation.

Every time a new student/pilot is on the hill, he/she is sharing experience with every pilot observed. If the site is one where the operational limits of the wing are pushed or exceeded regularly, i.e. flying in strong 20-25 mph ridge lift, this is built into the new pilot's judgement. If a lackadaisical approach to flying is portrayed, if the emphasis is on getting big air rather than accumulating the necessary skill for safe operation of the aircraft, we will end up with a generation of intermediate syndrome pilots, whose judgement will be adjusted through personal experience, perhaps in a tragic manner.

Intermediate syndrome is not exclusive to entry level pilots either. A pilot who is very experienced in a particular type of condition on a particular wing can easily slip into the "I can fly any wing, anywhere," ego trap. Expectations are a major factor in this. For year's I've seen pilots travel around the world to the Owens Valley. Perhaps when they arrive, conditions are not best suited for long distance flights; say towering cumulus on the flight path to the north. Local pilots will keep flying with this in mind and do out and backs or just fun fly, then land to avoid the obvious over development and associated conditions. While the experienced pilots with expectations will forge ahead undaunted (perhaps terrified) for their distance flights. Expectation overrides good judgement. Pilots flying in contests or for records, are particularly prone to this.

As the emphasis for paragliding turns from ridge soaring to thermal soaring for distance, altitude gains etc., the whole sport is approaching a new era. Pilots are pushing the limitations of the wing they fly without understanding what those limitations are.

Paragliding, The Magazine

JUDGEMENT

A wing is a wing, right? Wrong!!! A sailplane cruises through turbulence with light input on the controls, that thrashes and terrifies the hang glider. A hang glider remains a flying, functional wing in turbulence that spindles, folds and mutilates the soft foil of a paraglider.

This is an important fact to remember for those who want to fly BIG AIR. I can see it now, going through the uninformed mind, "Well, what about the glider rating system? Aren't these hummers supposed to re-inflate, no matter what?" The glider rating system is great. The tests are performed by experienced pilots in smooth air to determine what recovery characteristics a wing has exiting a pilot induced non-flying configuration. The two terms of the text underlined here are important when comparing testing conditions and turbulent conditions, smooth air and pilot induced.Non-flying configurations, when induced by a turbulent parcel of air, will remain non-flying or out of control as long as the glider remains in that parcel of air. Perhaps a Level I will recover more rapidly when it leaves this parcel, but it and a Level 3 glider are both going to operate similarly while still in that turbulent parcel, i.e. the glider will do what the turbulence, not the pilot, dictates.

It is important when a pilot makes a judgement on whether or not to fly in strong conditions. Remember, strong thermals cause strong turbulence. The strength of the turbulence varies due to barographic pressure, inversion layer strength, lapse rate, humidity content, heating and wind. Also remember that some types of turbulence extend to terrain that you would rather not encounter at high speed.

Every type of aircraft has its operating limitations, fromjet aircraft to paragliders. Paragliders are a specialty due to the reliance on air pressure to maintain the airfoil.

In flight, this air pressure is maintained by forward motion, however it is also constantly changing to accommodate changes in external air pressure. Turbulence is changes, sometimes extreme, of direction, velocity, or pressure in mixing parcels of air. You cannot expect a foil which relies solely on internal pressure to keep its form when encountering turbulence. What you can expect is tip folds, front collapses, stalls and spins. In light to moderate turbulence, these conditions will exist in small to moderate parcels that should release you from their grip. In strong conditions, the turbulence might take you to the ground. I would like to compare flying a floppy foil in strong thermal conditions with rolling dice. With every roll you might come up a big winner or they might just give you "snake eyes."

As with any aircraft, the pilot in command must take responsibility for decisions made and actions taken. I would like to leave you with an old saying from the power aircraft crowd, "It's better to be on the ground wishing you were in the air, than in the air wishing you were on the ground." Also another from the world of skydiving, "Death seeks."

Paragliding, The Magazine

Once YQU have tastec:Ullght, you wiU wal.k tJ:ie ., . earth With y:01.1r ,eyes tu med. skyward; tor the,:e yQ1Jhavebeenandthere~uwllllon1lto.r~turn ..'

L.eonardQda.Vlf'lcL ·

1

By Tom Bradbury first published in Sailplane and Gliding UK.

Thermals are probably as individual as fingerprints, many share common features but no two are identical. Their scale ranges from 50 ft diameter columns, usable by only seagulls and buzzards, to mile wide monsters sucking thousands of tons of air a second into giantcu-nim clouds. This describes a few of the medium to small sized variations one may encounter.

!Laboratory Studies Of Thermals Until a cloud forms there is almost nothing to show the shape or size of a thermal. Atmospheric thermals are too big to be studied in a laboratory but one can produce similar motions in a water lank using fluids of different density.

Many experiments were done by releasing salt water (made visible by a white precipitate) into a tank of clear water. A series of photographs was taken as the denser saline cloud sank through the clear water. These pictures, when inverted, looked remarkably similar to a real cumulus cloud. The experiments led to the now familiar picture of a thermal bubble rather like a vortex ring but not exactly similar.

body of the cloud to lake over. Real clouds have also been found to have their strongest upcurrents rising about twice the speed of the cloud top.

The Vortex Ring Some laboratory models show the artificial "thermal" forms a vortex ring circulation before ii dies out. Part of the surrounding air is pulled into the circulation of this expanding ring diluting the thermal. Eventually the weakening thermal loses the rest of its energy trying to accelerate this additional air. The ring ceases to rise and presently decays.

1i]

The most dramatic example of a thermal bubble is given by a nuclear explosion.

Photographs taken after the initial fireball has cooled show a long column extending up from the ground capped by the well-known mushroom

FIREBALL

Fig 2 shows a highly simplified diagram of how a rising thermal bubble can incorporate outside air into its circulation. The circle in the center represents the bubble. Pecked lines show how air from above flows around the thermal. The numbered black lines above and round the side show how an originally flat layer of air is distorted as the bubble comes through ii. (1) shows the undisturbed line, (2) and (3) shows the upward push developing as the bubble approaches.

Notice that a small upward push occurs before the bubble actually arrives. If the air is already very moist this may be enough to form a thin lenticular cap called "Pileus". At (4) the line is broken by the bubble. Some of the air is mixed into the rising cap while the rest slides around the edge. As it nears the bollom of the thermal bubble (5) the line is distorted by the curving inflow.

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Fig 1(B) shows outlines of a developing cumulus with individual turrets being displaced sideways as new turrets rise up from within the

Nuclear Explosions And Thermals

Flow Into A Thermal Bubble

I

Fig 1(A) shows the successive two-dimensional outlines of a water tank "thermal". The arrows show how protuberances which started near the center line fanned out sideways. In three dimensions this showed that the circulation was formed by fluid rising up the middle of the thermal, spreading out in all directions at the top, and then sinking down the outside. The vertical motion in the core of the bubble was about twice that of the cap.

This inflow takes drier back up into the bubble.

In some cases the arrival ol drier air turns the bubble into a sort of doughnut ring with a clear hole in the center (when viewed from above). The flow in and around a real cloud is not as simple as this. The complete vortex ring pattern seldom appears unless the thermal is forced to rise fast; for example due to some massive burst of heat such as an atomic bomb.

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cloud surging upwards. Fig 3 is a sketch of two stages in the life of an atomic cloud. On the left the original fireball is still too hot for any moisture to form a cloud. The bubble has a tail of debris swept up from the ground. On the right hand sketch the expanding mushroom has expanded and cooled enough for moisture to condense forming a while cloud. The underside of the mushroom shows how the outside air is being drawn up into the core from below, just like the model thermal. The column below consists of extra moisture sucked up from lower levels and condensed into cloud as ii cooled.

Pil11US The speed of ascent has also produced a smooth lenticular cap (called Pileus) formed from outside air pushed up ahead of the mushroom cloud. Pileus sometimes appears above ordinary cumulus if the air aloft is very moist. The pre-thermal lift which causes ii appears in Fig 2 as a bend in lines 2 and 3.

Double Bubbles ..rt \ \

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In another water tank experiment a second "thermal" bubble was released after the first had risen some distance. This is illustrated in Fig 4.

A-A is the first thermal. B-B is the follower. Timing of BB could be critical. If released at the right time BB would rise through the center of the expanding vortex ring formed by AA and accelerate upwards. However, if the delay was too long BB tended to break up in the turbulent wake of AA and never got through the sink.

Paraglidilllg, The Magazine

ECO the plume accelerates upward (levels 3 and 4) the diameter of the column narrows for a time before widening out and then developing a mushroom like shape at the top. This narrowing is why one often has to turn much tighter to climb away in thermals low down. Higher up the mass of air comprising the thermal grows wider but the loft is confined to the central core. The airflow at the top of the thermal is continually spreading outward but any vortex ring pattern is only partially developed in the early stages.

By the time the supply of warm air is exhausted, (level 6) the full circulation of the thermal bubble has developed. This is shown in The theory of a thermal bubble seems to be supported by the experience of pilots circling in the central core of a thermal who find it possible to close the gap between them and gliders higher up. Those at the upper level only go up at the speed of the bubble but in the core lower down the air rises twice as fast. Eventually everyone is left circling around at the top of the bubble in weak lift. Occasionally a newcomer picks up a fresh bubble lower down and catches up the gaggle. If this sailplane is in a BB type thermal everyone else will start to climb faster when the new bubble arrives; if not all will stop climbing at about the same height.

Water tank models are unable to reveal the effect of evaporation in a cumulus cloud.

Evaporation occurs where the growing cloud incorporates much drier air from above. When the dry air enters it forms pockets of evaporation which eventually make holes in the cloud. The heat needed for evaporation cools the air so much that regions of sink develop. Researchers have found these holes on a wide range of sizes between 1O and 1OOm growing to 500m. Larger holes occur ion multi-cell groups of cloud.

Generally there are more small holes than large holes. They produce sink going down into the middle of the cloud (not just sink at the edges as the basic model suggests). This central sink tends to disrupt any strong core of lift in the middle if the thermal bubble. Soon the circulation no longer resembles the basic model. If you watch the cloud shadow you may see the solid black area break up into a ragged "fish-net" pattern as evaporation erodes the cloud and the sink takes over.

Thermals Ami Cloud Forms Once cloud has formed the latent heat of condensation releases an extra supply of heat which invigorates the thermal. The shape of the cloud provides an excellent marker showing how much air has been affected by the thermal. The rising cloud dome is covered with lots of smaller protuberances like tiny thermals. These mark the region where drier outside air is being mixed into the thermal and diluting it.

Plumes Ami Bubbles Fig 5 shows what probably occurs in the atmosphere starting with a large but relatively shallow reservoir of warm air. Level 1 is the initial state; levels 2,3,4 and 5 are stages in the ascent of a column of warm air. Such a rising column has been termed a "plume". It represents the stage before the circulation at the top develops into a detached thermal bubble. Notice that as

Paragliding, The Magazine

Any ring circulation usually disappears when the cloud top ceases to rise. In many cumuli this circulation seems to be so slow that it never becomes a complete ring. Distortions due to encounters with wind shear and inversions usually prevent a symmetrical ring forming.

The tops of many dying cumuli look inert. Not only does any ring circulation vanish but the cloud top may fall back into the main body of the cloud as an evaporation down draft develops. Fig 6 illustrates the destruction of a central column of cloud in this manner. Such a downdraft tends to reverse the original circulation at the cloud top.

Evaporation Downdrafts And Holes In The Clouds

The idea of consecutive bubbles can be comforting to a pilot searching around at low level in the decaying dregs of an old thermal. Quite often patience is rewarded and a new vigorous bubble comes pushing up. However, the following bubble does not necessarily rise directly beneath the original one. One may have to shift the search upward.

Time lapse films suggest that although most clouds show similarities to the laboratory models the larger clouds are usually complicated by the existence of several originally separate thermals. The cloud shape is distorted by colIi sions with inversions and twisted by the effect of vertical wind shear. Since most clouds persist longer than thermals their shape reveals more about the past history of the thermal than its present condition. Lift under a cumulus is usually confined to a relatively small area where an active plume enters. The rest of the cloud just marks where ascent took place some time ago.

lib

Sloping Thermals

more detail at the top. The shaded area is where most of the mixing takes place. The circulation carries the diluted mixture down the sides of the bubble and eventually some is drawn into the base. The mixing process is called "entrainment". This reduces buoyancy by diluting the thermal and also absorbs some of the spin as slow moving air from outside is pulled into the vortex ring. As a result the initial bubble often slows down and disperses well below the level it could reach if undiluted.

There is sometimes an argument between people who feel that a thennal is better represented by a tall plume of rising air rather than a bubble. It seems likely that both fonns occur, with the bubble being the most likely shape after the supply of wann air from the surface has been cut off.

Unless the air is practically calm for several thousand feet thermals are likely to be tilted over by the wind. However, the amount of tilt depends to a great extent on the strength of the thermal.

A soarable thermal contains thousands of tons of air and this mass has considerable inertia. If this mass starts off with a low ground speed it tends to maintain its original speed even when it rises into a stronger wind. The upper winds are then diverted round the side or deflected over the top of the thermal. This is why some cumulus can produce lift in the clear air on the windward side and transient waves over the top of the cloud.

The influence of wind shear is sometimes visible in the shape of the clouds. While they are growing strongly they usually remain fairly vertical. When the thermal dies the stronger winds aloft tend to topple the cloud over. It then starts to evaporate in the strong sink on the downward side. This alters the look of the cloud. The growing side keeps producing clear cut bulges while the sinking side develops a fuzzy outline as

ENCOUNTERS

THERMALS

evaporation starts to shred the cloud.

Effects Of Wind Shear Above Shallow Cumuli: Hook Shapes The distortion produced by wind shear depends on the rate of ascent of the cloud and the amount of shear. On most good soaring days the tops of the cumuli are limited by layer of

W'fNO ; UtlilAfll

l'l1il 1 stable air higher up. If there is a well marked inversion there may also be a noticeable wind shear above it. The cloud top quickly stops rising when 1t reaches such an inversion and any part which overshoots tends to be twisted over in a hook like shape as shown in Fig 7. One may see several little hook shapes appearing briefly on the up-shear side of these clouds. As soon as the end of the hook starts to turn down it begins to evaporate so one cannot see the full effect of the sink which develops on the down-shear side.

Sometimes almost all the cloud evaporates leaving just a puzzling narrow hoop shape.

Wind Shear With Deep Instability .

There are occasions when, although the air 1s unstable to 10,0000 ft or more, the surface heating is only just enough to set off thermals.

With only a small excess of heat these thermals rise slowly at first. When they reach the condensation level so much extra energy is released that the cloud starts to shoot up rapidly producing long thin columns. Cumulus clouds formed over tropical oceans sometimes behave like this.

There is very little lift underneath these oceanic clouds except close to cloudbase. Once into cloud the lift often becomes strong. The clouds remain narrow if the surrounding air is fairly dry.

However, tall thin cumuli usually have a short life and such clouds are soon tilted over by stronger winds aloft. Fig 8 is a sketch of a series of thermals which produced similar tall cu over the Cotswolds on September 24. On this day the wind was almost calm at low level. Clouds were chiefly confined to high ground with large blue

areas over the Severn valley. The numbers in Fig 8 show a succession of plumes breaking off into individual bubbles. Number 1 furthest downwind is in the decaying stage. Two and 3 show how the tilt increased with time. The originally firm cloudbase degenerate into a ragged skirt marking sink under 3 and beginning under 4. Cloud 5 was still growing well but the lift beneath was shut off. Only cloud 6 was accessible from below.

Very Deep Instability With A Jet Stream Aloft Tropical clouds sometimes illustrate features which are difficult to observe in temperate regions like the UK. Fig 9 is a sketch of development over the Equatorial Indian Ocean. It shows a developing cu-nim which started as a long thin column of cloud shooting up particularly fast. At first it resembled the idea of a thermal plume. It then rose through a strong wind shear associated with a jet stream. The top section, now looking more like a typical bubble, was blown off sideways as the rate of ascent slowed down. The second and third bubbles behaved in a similar fashion. However, a trail of cloud remained connecting bubbles to the originating cloud. Finally the lower section of the cloud grew old and fat and developed into a more conventional cu-nim.

Radar showed that the first bubble eventually went up to about 35,000 ft where it was carried away by the easterly jet stream.

This example is rather rare. Most cu-nims are many times broader and contain very wide updrafts. When these reach high levels they produce the familiar anvil of cirrus cloud. Jet streams can carry the anvils for hundreds of miles.

Stubble fires And Thermals It can be instructive to watch the behavior of smoke from a stubble fire. Of course the extra heat put out by these fires varies enormously.

Much depends on how the fire was lit and whether the flames have to work their way feebly upwind through a sparse cover of stubble or are allowed to sweep downwind through piles of deep straw. It is worth noting that unless the air has neutral stability (a dry adiabatic lapse rate) even the fiercest stubble fire is unlikely to send up sa soarable thermal. I have watched a stubble fire lit long after sunset which produced six foot flames but the smoke trail only made a feeble hump in the nocturnal inversion. The fact that most stubble fires do seem to initiate a thermal is because most farmers usually wait till the overnight dew has evaporated and the straw is really dry before lighting up. The majority are set off fairly late in the morning and through the afternoon. The air is usually unstable by then.

Feeble Fires With the weaker type of fire the smoke plumes frequently seem to rise in a series of pulses rather than one solid column. This is particularly noticeable with long lasting fires when there is a fresh breeze blowing. After one upward surge has risen the smoke starts to trail along the ground almost horizontally until another surge is set off. This looks as if a series of thermals is moving across the stubble fire and the arrival of each thermal is marked by a fresh hump of smoke. Fig 10 illustrates the idea. Flying upwind

" , ... ' towards the source of the smoke one can find the thermals well below the puffs of smoke. This suggests that the lift is not entirely due to the hot air from the fire. Feeble fires like this do not seem to produce mushroom clouds.

Fierce Fires Farmers seem to be more cautious nowadays and one seldom sees the really monster stubble fires with a vertical column of black or grey smoke towering up into a mushroom cloud. Some have minor whirlwinds spinning round at the base. Inside the plume the lift is astonishing but the air so rough that one has very little control of the aircraft. Large clumps of burning straw appear and go rushing by. Occasionally they become doubled over the leading edge of the wing and are reluctant to slide off. I have sideslipped a thousand feet to get rid of such unwelcome hitch-hikers.

The Fiercer The fire Th1; Shorter Its Life Astronomers tell us that many of the biggest and brightest stars use of their store of hydrogen quicker than their smaller brethren. After a brief surge of brilliance as a "super-nova" they subside into a much dimmer object. This is sometimes true of stubble fires too, especially those one sees many miles away. I have watched pilots fly past a 5kt thermal under a nearby cumulus in their urge to sample a distant stubble fire. Sometimes they come back, very much lower down, to the cloud they had spurned fifteen minutes earlier. As moths make for a candle flame so pilots divert to stubble fires. I have diverted to a fire whose flames were high enough to be clearly visible more than ten miles away. When I arrived all that was left was a charred field and an inert pall of smoke much higher up.

(To be co111t1nuedl In next Issue)

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CLASS I RATINGS NAME

DATE

RATED BY

Asta, Ltc John Babcock, Joseph Breech, Bill Brown, Ken Buchwald, Bill Chapman, Dave Gillette, Frank Gottlieb, Michael Gut, Rene Hennessy, Mik Hern, Elizabeth Johnson, David McLaughlin, Quinn Nowling, Sam Pappenhagen, Bernd Reed, Anne Ryan, Bob Simniok, Uwe Switzer, Thom Twisdale, Leigh Unger, E. Mark Voight, Paul Wilde, John Wimberly Ill, Thomas

04/29191 04/19/91 04/26/91 04/17/91 04/28/91 02/26/91 03/26/91 04/12/91 01/28/91 03/11/91 03/25/91 04/10/91 05/08/91 04/12/91 04/21/91 04/28/91 04/09/91 05/02/91 05/07/91 04/24/91 03/21/91 02/21/91 03/26/91 02119/91

J. Greenbaum M. Wright M. Wright C. Stockwell K. Bair C. Stockwell C. Stockwell J. Greenbaum C. Stockwell B. England J. Yates G. Banks B. England C. Mendes J. Greenbaum K. Bair M. Salvimini J. Greenbaum J. Greenbaum M. Salvimini B. England C. Stockwell J. Greenbaum J. Stenstadroud

APA Certified Instructors Safety Clinics Seminars

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RATED BY

Coxon, Roger De Russy, Kenneth Forburger, Jerry Maeier, Michael Pax, Gary Ryan, John Wilkinson, Ron

01/25/91 01/25/91 01/25/91 01/25/91 01/25/91 01/25/91 01/25/91

C. Stockwell C. Stockwell C. Stockwell C. Stockwell C. Stockwell C. Stockwell C. Stockwell

CLASS II RATINGS NAME

DATE

RATED BY

Brown, Grant Greenbaum, Jeff Schick, Robert

03/28/91 01/15/91 03/22/91

C. Stockwell J. Yates C. Stockwell

by John Bouchard "Those who cannot remember the past are condemned to repeat it.• - Santayana

There is carnage in American Paragliding, most of it needless. Some of the mayhem is the result of dangerous or inappropriate gliders callously sold t.o the uninformed. Much is from the pilots themselves deliberately ignoring the operating limits of their aircraft, and the remainder come from supposedly intelligent and experienced pilots not adapting fast enough t.o the changing nature of the sport.

One might have hoped that with all the coverage given to paraglider testing and certification, we could have avoided accidents from fling our gliders wrong.

Paragliders have four important characteristics: l. Surge - when the glider recovers from a stall, how big is the surge? If it is big, you can not let the glider get away or oscillate or you may end up in it! When half the glider stalls, you must remember that half the glider will surge.

2. How much tendency does the glider have to rotate when half the glider is collapsed or stalled? This should influence how much brakes the pilot uses while turning in a thermal among other things.

The latest gliders have bigger spans - the bigger the span the easier for a gust to impart rotation to a half collapsed wing by pushing on the "spinnaker" With this type glider it is more than stupid to make tight turns in a thermal at min. sink close to the hill.

3. Deep Stall - at min. sink, will the glider settle into constant stall? How do you recover and how long does it take? If yo fly a glider that deep stalls at min. sink close to the hill you are asking for trouble.

4. Lack of speed - most gliders fly within a few miles an hour of each other. One or two mph is the speed of a crawling human. It is silly to imagine you are safer than your neighbor because your glider is one mph faster. If you fly in more than twenty mph wind, you have just about no safety margin for even the slightest gust or increase in wind speed.

Glider certification addresses the first three traits.

Your glider's manual will tell exactly what it did in each case during testing. The information is not to be taken lightly, and is best used to by side by side comparisons. For example, if you are comfortable with a glider's spin characteristic, you can be sure that another glider whose spin tests less, would probably be more comfortable in that area. If you can handle a glider whose surge tests at 135 degrees, you can easily handle a glider which surges less than 90 degrees in testing.

The great performance and safety advances of the new gliders has also contributed to the increase in accidents. It has allowed relatively inexperienced pilots to spend more and more time in big turbulence air thereby increasing their opportunities to blunder into turbulence big enough to injure them. One thousand fee per minute up is supposed to be big. It is for a paraglider, but it is only

11 mph! Performance increases are partially related to increased speed. Forces on a paraglider are related to its velocity square (R x V2). The faster new gliders are more resistant to collapses from relatively minor turbulence, so in effect, they are saved for the really big turbulence with quite dramatic results.

A paraglider's speed range is usually less than 12 mph. A gust from behind more than this will stall you no matter what glider you fly. That is simple aerodynamics.

And in big air, twelve mph gusts are more than not just infrequent.

A very real specific problem is gliders spinning in thermal turbulence. One side is folded down from a gust from above so that it looks like a big paddle or spinnaker.

Then the spinnaker is hit by a gust from the front which imparts a massive spin.

Before an incident occurs, many pilots report a sudden blast on the face, loss of ground speed (if they are low enough to notice), and the glider pitching back, or they sense a lack of air on their face and the glider wiggling over head. Then they describe being thrown violently about with all sorts of violent pressures on the brake toggles and distinct sense of a specific malfunction, simply that of great violence and a confusion of lines and fabric. If the pilot is lucky, the violence subsides enough for him to recognize what is occurring - surge/stall or tip to tip asymmetric stall/surge - and then attempt to correct it.

I would like to describe a mechanism which should make the random collapses and incidents of thermal flying easier to understand. First, let's define the characteristics of turbulence (A). l. Random - it is impossible to predict exactly where and how strong, it will be.

2, Rotational - turbulence is three dimensional. It is spinning on all axes!

3. Dissipative - energy has to be supplied to maintain turbulence. Turbulence decreases the further you are from what is causing it.

The intensity of turbulence is also related to the viscosity of its air. Unlike Liquids whose velocity decreases with temperature (oil), the viscosity of air increases with temperature, it also increases with pressure(B). All else the same, there is more turbulence in higher temperatures and pressure. Given the same thermal there is less tur-

Paragliding, The Magazine

Thermal bulence higher up than low down since pressure and temperature decrease with altitude. This is in agreement with our experience.

Idealized thermal bubble

A thermal has a spin and imparts to smaller eddies in the sir it passes through.

Top View

Thermal are also rising.

A thermal leaves eddies spinning opposite to it, in other words, spinning down.

This rather nasty wake should be most disturbing to a paraglider pilot.

Idealized thermal bubble (see illustration right side column) going up and spinning counter clockwise leaving a wake of eddies with an opposite spin - down and clockwise. If the drift of the thermal and its wake is just right, a malfunctioning paraglider could stay in the trash all the way to the ground!

Since a paraglider is so slow, it easily can core lift.

Unfortunately for the same reason it can easily remain in. very nasty air.

f A----_., B

Conclusions: ''.Anyone can steer a parglider. Flying one is difficult" - From WWI French fighter pilot's manual "Those who only learn from the successes of the past are condemned to make new mistakes" - Binky

Paragliders will have to rethink their reliance on. ridge lift to get in.to big thermals. Common sense says to stay away from hills even. if it means sin.king out more often during the learning stages. Thermal turbulence is most vicious near the hill.

Hang glider pilots have to remember that the paraglider is easy to steer, it is hard to keep it inflated.

Their priority should be to keep the thing over head and avoid maneuvers causing the wing to deform. They should also beware of over confidence after having done simulated flying incidents. In. real flying, it is possible to malfunction to the ground.

References: (A) Introduction. to Micrometeorology, Arya, S. Pal, Academic Press, 1988 (B) Introduction. to Flight, an.derson., John., McGrawHill, 1985

Paragliding, The Magazine

A=Collapse B= Recovery

General

embership Trade Show And Fly-In

Schedule Of Events Oct.3

Oci.6

Oct. 10

Offlclal Practice: Task 01:1lled, film processed Evening Registration: 5:00 pm • 8:00 pm Safety Seminar: SUGGESTED, optional • 7:00 pm

Contest flying

Contest flying Fly-in Trade show

Oct. 1 Contest flying

Oct.11

Oci.4

Oci.8

Official Practlca: Task called, film processed All Day Registration: 10:00 am· 8:00 pm Safety Seminar: SUGGESTED, optional • 6:00 pm Mandatory Pilot Meeting: 8:00 pm

Contest flying Membership Safety Seminar: 7:oo pm Fly•ln Registration: 5:00 pm· 8:00 pm

Contest flying Fly-in Trade show

Oct.9

Oct.13

Oci.5

Contest flying Fly-in Trade show

"Breakfast with the Prez'!: 8:00 am - 12 noon.

Event concludes

Start Nationals: Contest flying

Oct. 12 Award ceremony: 10:00 am

Party time: 1:00 pm.

1991 APA General Membership Trade Show And Fly.. ln

THE COMPETITION The competition format will be elapse time to goal, requiring data back cameras for time to turn point verification. Two practice days, just prior to the competition will include short task calls and film processing to acquaint those unfamiliar with this format, and provide the chance to test run your camera.

Gunter Launch, at 8,000 feet msl in the White Mountains, is a proven thermal producer and provides the space necessary for an open window launch format.

Contest Schedule: October 3 & 4: will be official practice days. Short tasks will be called and film will be processed. Registration will take place from 5:00 pm - 8:00 pm on the 3rd and all day 10:00 am - 8:00 pm on the 4th. A mandatory pilots briefing will be held at 8:00 pm on the 4th, any pilot absent will lose all rights to protest.

October 5-11: will be contest flying. Tasks will be called depending on conditions.

October 12: will be the awards ceremony and party.

October 13: will be a "Breakfast with the Prez.", a chance for those interested to share ideas with the Regional Directors and President of the APA. Foos: An entry fee of $260.00 covers all contest costs, except transportation to launch. Personal transportation to launch requires a good 4X4 or 2X4 with low gears. If you are planning to provide transport you will need to coordinate with the contest director. Transportation will be provided at a cost of $80.00 for all 9 days (2 practice days plus 7 contest days) for those that need it.

A contest T-Shirt, award brunch and party are included in the entry fee.

For more information contact Mark Axen (619) 873-8367 • P.O. Box 1632 • Bishop, California 93515

16

Paragliding, The Magazine

eneral

embership Trade Show And Fly-In

Trade Show Information In conjunction with the APA Nationals this year in Bishop, California, October 5-12, 1991, the first APA General Membership Fly-In will also take place, October 9-12. To augment this fly-in, and to promote the sport of paragliding, I am offering manufacturers, importers, and schools a chance to show your wares at a trade show for the paragliding public. The scheduled dates are October 9, 10, 11. The show will be held in a hall at the fairgrounds in downtown Bishop, the same area as the Nationals headquarters.

The fly-in and the competition will draw pilots, their friends and others interested in paragliding from all over the world. There will be audio/Visual presentations and lecture sessions held in the same hall that will draw the pilots and public to your display.

The conditions in the Owens Valley this time of year are perfect for pilots of all skill levels. Thermals are usually big and smooth, with gains to 15,000 feet likely.

There will be continuous rides provided on "Flynn", a 1300' thermal site, and will provide a perfect arena to demo equipment. (Up to 1Oflights per day are possible).

Fees: $150.00 covers a 10X10' space plus utilities and insurance. Exhibitors will have to provide booth and set up. Set up starts at 8:00 am October 9.

A reduced cost ride pass is offered to company representatives at $30.00 each, a passport size photo of each rep. is required with registration, number of representatives is limited to 5 per company.

To reserve your space, send the enclosed registration form with 50% of the registration fees ($75.00 + 50% rep. ride pass) by September 6. If payment is received in full by September 6 the fee is reduced to $125.00 for the booth space. A 10% handling fee will be subtracted for cancellations after this date.

I hope to see you and your company here in the beautiful Owens Valley this fall.

1991 APA General Membership Trade Show And Fly. . ln

Fly•ln You are invited to take part in the first annual APA General Membership Fly-In, to be held in conjunction with the 1991 APA National Championship October5-12, 1991. The purpose of the fly-in is to promote a sense of unity among paragfider pilots, increase knowledge about foot launched flight and safety awareness, to provide a forum forthe membership to talk to, and direct the APA Directors. And last, but possibly most important, to get as many paragliding enthusiasts together to "Party Down", and say good-bye to summer.

The dates for the fly-in are October 9-13, 1991. A truck will provide unlimited rides on "Flynn", a 1300' local thermal producer. There will be a fun competition for those who wish to enter, and trophies presented at the award ceremony.

Scheduled for October 9, 10, and 11, Is a paragliding industry trade show, Insuring that all the latest gear will be here for you to fondle, and demo ... in the evenings there will be lecture/discussion sessions led by some of the worlds premier foot launch pilots, covering topics crucial to the advancing pilot. These sessions will be limited to 20 participants to maintain productive interaction within the group. Spaces in the sessions is first come first served, so don't wait to sign up.

The awards ceremony, dinner and party for the nationals will be held on the 12th with the majestic Sierra Nevada and White Mountains as a back drop.

The morning of the 13th is "Breakfast wit the Prez" from 8:00 am to 12:00 noon. Breakfast and discussions of topics pertinent to the APA, with Peter Zimmerli and the Regional Directors.

Paraglldi1111g, The Magazine

Line Comments

by Ed Pitman Mariposa Sports Inc.

fibers of the core breaking in the same location when sheathed with a braided sheath. Much of this is due to the sheath acting like the finger traps we had as kids.

Vinyl coated Kevlar is the most protective and friendly coating for the Kevlar. But it is very easily damaged around rocks and brush. Breaks of vinyl coated Kevlar leave 2 - 3 inches of Kevlar fiber tail hanging out at each end of the break.

Summary: All types of lines should be changed periodically, annually at minimum. Do not unnecessarily flex Kevlar lines (such as daisy chaining lines). Do not expose Spectra lines to any form of heat.

In our "Free Annual Safety Inspections" and research we have found that lines wear and weaken much faster than the pilot is aware of. Even with the best of care, lines lose much of their integrity from just normal use. Lines that have been daisy chained or flexed a lot, or have been wet and then dried, seem to lose up to 75% of their strength.

Break Test Findings Of New And Used Lines Spectra - Spectra seems to break more than once each with a distinctive pop and each consecutive break occurs at a much lower loading (about 50%). The initial break is usually not detectable by feel but by visual inspection. The core is damaged but there are no external signs. The initial break weakens the line by about 50% or more. Spectra is not tolerant of heat. Exposure to heat in a closed vehicle in the sun can weaken the lines drastically, much the same as a video tape can melt in your car. Even the application of some heat shrink tubing weakens the lines.

Change lines when they have been in salt water.

When they are dried the salt crystal remains as a destructive abrasive amongst the line fibers. The sodium crystal is much harder than any fibers used in lines.

Meltiri1sg P0iri1ts Of Materials Used 1111 Paraglider Liri1es

Kevlar - Most tolerant of heat. It doesn't even want to burn over a lighter or match. However, the Kevlar is the most UV sensitive. Usually covered with a polyester sheath for protection from UV, the sheath becomes the most destructive element to the core. The sheath flexes over the non-flexible core holding destructive grains of soil in place long enough to damage the fibers. Kevlar seems to break all at once and with all

.

MATERIAL

TEMP°F

Nylon

480 - 500

Polyester

478

Spectra

296

. .

by John Bouchard - Feral Corp.

.

TEST DATA ON KEVLAR LINES SIZE 2 mm• 2mm 2mm 1.7 mm• 1.7 mm 1.7 mm 1.7mm 1.3 mm*

AGE new 1 yr (60 hrs) 1 yr (60 hrs) new 1.5 yrs (130 hrs) 1.5 yrs (130 hrs) 1 yr (60 hrs) new

STRENGTH (lbs) 350 - 375 75 350 225 - 250 50 150-200 175 - 200 200

:

COMMENTS brake line tested at wear point at ring tested at cascade loop A line at root D line at root

Paraglidili'ig, The Magazine

e

The Spirit FXC is designed by Europe's Hans Madreiter. It has evolved by integrating the important design elements of his seven other successful paragliders. While there are numerous important design elements, he holds \ _.{ one above them all ... air pressure. A high prcssure, one cell/two chamber design creates the Spirit FXC's rigid performance profile. The combined levels of performance and stability which this wing offers are unequaled. During turbulent times, such as thermal engaging, the Spirit FXC excels with stability ... a factor every pilot will appreciate.

"'Jli

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

High quality materials and advanced construction techniques go into the making of every Spirit FXC. We use our own high performance, low drag 1s89u.s.N!1'f:!~L:.:·~;;~~champion "SKYWALK" line. The line is small, light and efficient yet very strong and 197BWorldOpenHangG/idingChampion durable. Each line receives a special labor intensive sewing technique which disperses the weight along a greater area of the line rather than a single focal point. We also use double-stitch techniques on the areas of the glider which receive high levels of tension such as the cell and chamber walls. Our point...the Spirit FXC, has all the valued extras you'd expect from a full service and support U.S. manufacturer.

Brian Porter

Evolved design and construction elements combine to put the Spirit FXC in a class all by itself. It's is a well natured wing with sensitive and direct controls. It will comfortably do "B-line Stalls", "Dog Ears" and is known for the quick reinflation ability its high pressure cells produce. The Spirit FXC combines performance with ease of control.

What we've achieved is comfortable performance. Other performance paragliders require an acute level of attention and concentration from the pilot. Sometimes simply being a little tired or experiencing a short concentration lapse can be stressful or dangerous. The Spirit FXC offers comfortable, stress free flying. Yet, because of its performance level and design concept, you'll sometimes find it attending competitions.

The Spirit FXC is an easy to launch and land paraglider which delivers high levels of Load Weight 120/2001bs-54/90kg performance, reliability and stability. It's a para glider which advanced pilots enjoy flying, 11 mph -19 km/h Min. Speed newly certified pilots find easy to operate and few pilots will ever out grow. We named Max. Speed 25 mph • 42k m/h Min. Sink Rate the wing "Spirit For Cross Country" because it is designed to take a pilot to ex256 fpm • 1.3 m/s 4 Aspect Ratio tended flying distances. The Spirit FXC is one of the few paragliders which can Glider Rate 6:1+ 12 lbs· 5.4 kg Wing Weight remain aloft in light wind conditions.

3311-10.12 m Wingspan When you fly the Spirit FXC you are flying more than just a bunch of 274 sqft • 25.4 m2 Area cells and lines, you're flying a time and trial tested performance wing.

DHV Class 2·3 01,157-90 Gutesiegel No. You are flying the newest generation of performance paraglider. Hundreds of Europeans have already discovered what has come to be @tme1:c Sizes AvailaliJle known as "Flugvergnii.gen "... ':4 Joy To Fly". Now you can disSmall 90-150 lbs Laige 180 lbs amd um cover it too ... come and see for yourself.

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Each glider comes with a comfortable backpack, an owners manual and a flight book and is tested before being sold.

The Spirit FXC is value priced at $2995.00 and offers the best, stable preformance you can buy. Dealer inquires welcome.

BaU Variometers, lncm 6595 Odell Place Suite C Boulder, CO 80301

(303) 530~4940

Bau 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 details.

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

STANDARD EQUIPMENT • 1,000 ft. or 5 MIS VSI Scale , 1 ft. or 1 Meter ALT Increments (MSL) , RF Shielding , Relative Altitude • 5 Stage Vario Damping • Barometric Pressure (Hg or Hecto Pascal) • 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 Energy (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 sofl\Nare updates).

Submersion In Waler Voids Warranty. , Specifications Subject To Change Without Notice.

M22 (Standard Model Shown)

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by Paul Potter

I

t was already early May and no competition had been scheduled for this soaring season. A phone call from John Bouchard, world team leader, convinced me to organize a meet. I had no idea at the time what that entailed but after many phone calls, discussions and hours ofresearch, the meet was organized and dates were set.

Up until four days before the meet was to begin only four pilots had registered, but the grapevine assured me that at least a dozen would show. Thursday night we met with the competitors at Meet Director, Ed Simon's house to go over rules and scoring. I had not met any of the pilots except John Bouchard and was surprised by their intensity. It was quickly apparent that these men were serious about the competition and I had better have my act together. I was confident that given the weather, we'd have a good competition. What made me nervous was that the conditions at launch had been inconstant.

The July 19th pilot's meeting was held on the road in Greenhorn Gulch. The task for the day was a 23k Time to Goal, ending just north of the Sawtooth National Recreation Area Headquarters. To make the courses, pilots would have to climb at least 3,000ft above launch, fly over 9,200 ft Bald Mtn., then work available lift to goal. . The UP tea~ look~d to me like the team to beat. Greg Smith, Chuck Smith, Circ Toepel, and Mitch McAleer were working together and the depth of their experience and aggressiveness were unmatched. However, Ed Pitman and Lee Kaiser, each flying on their own, proved they'd hooked a thermal or two and knew how to fly cross-country.

Launch window opened at 11:00 am. The pilots at launch were tense. None had any experience at the sight.

They were launching into the unknown. They had only my assurance that the course was flyable.

Team UP was the first in the air, taking off at 12:30 pm. However, no one was able to get up and they top landed w.i~hout ha~ng taken their start photos. By 1:00 pm con~1bons had improved and the pilots scrambled to get off like a gaggle ofravens. The UP boys again took the initiative and soared out the front looking for the thermal that would start them on course. The rest of the field held back. . The inscrutable Ed Pitman was the next to go. Somethmg he sensed told him it was time. He was a thousand f~et over minutes after launch without having made a smgle turn! He topped out at 12,000 ft in the lead to goal.

Team UP chose to follow but left with insufficient altitude.

This decision cost them later on course.

Upon seeing Pitman speck, Colin Zink (aka Colin

Paragliding, The Magazine

Sink), Lee Kaiser, Ed Stein, John Bouchard, Fred Lawley and Todd Bibler all scrambled to get in the air. The day was building rapidly and launch window closed at 2:00 pm.

These pilots bobbed out front trying to get up to catch Pitman. Behind launch, Mitch McAleer was sinking out on Seattle Ridge. The rest of the Katanas were low in the valley, searching desperately for lift; Then a wave induced low formed over Baldy. Conditions at launch strengthened considerably. Meet Director, Ed Simon, radioed the situation to all pilots. Perhaps benefiting from his time in the Owens Valley, Lee Kaiser set course for Baldy and climbed rapidly. Colin Zink followed, but without experience of Kaiser, lost the lift before reaching Baldy. In his emblematic style, Colin ridge skimmed his way up valley.

Ed Stein also tried to take advantage of the new conditions.

The rest of the field failed to follow and were soon in the LZ. Lee's reading of the wave condition paid off. He reached goal with altitude to spare, passing Pitman, who landed a mere 3k short of goal. Zink was third, landing up 14k up valley; an impressive performance for a rookie. Circ Toepel, Ed Stein, Chuck and Greg Smith and Mitch McAleer filled out the rest of the field. Bouchard, Bibler and Lawley ended the day in the LZ and did not score .

The weather on the morning of the 20th called for LV winds up to 18,0000 ft. the 1/k was 3/22. I felt it was the day to go for it and set Smiley Creek Airport with the SNRA as a turn point for the goal; a course of 52 kilometers. An additional difficulty was the crossing of 8,700 ft Galena Pass, 45 kilometers from launch. Again the first pilots off were the UP boys. It was obvious that they had learned much from the previous day and were pushing hard to make up. Conditions built rapidly and those that launched early had the advantage. Soon towering cunims surrounded launch. The way north was being shut down quickly. A thunder storm threatened the course between Greenhorn and Baldy. Kaiser and Zink were again followers hoping that the waiting game would pay off. However, this time, both pilots were caught by the overdeveloping conditions. Kaiser just squeaked over Baldy before the course closed off. Zink radioed that he was. over town at 10,500 ft in the rain and running east up Trad Creek Canyon toward the blue. This tactic paid off, for the distance was being measured or orthogonally to the course line and Colin managed fourth for the day ahead of Lee and Chuck Smith. But it was Greg Smith's strategy that won the day. Greg worked a flight to Easley Hot Springs, 32 kilometers from launch. He was forced down by thunderstorms over Galena Pass. This was truly an

21

SUN VALLEY CHAMPIONSHIPS impressive flight and a new hill record. Mit.ch McAleer team of Greg and Chuck Smith, Circ Toepel and Mit.ch came up 7k short with a 25k flight and Ed Pitman and Circ McAleer were forced down west of.the second turn point Toepel shared third with flights of 24k. Todd Bibler by a storm cell falling out of the Pioneer mountains. Ed managed to score some points with a 6k flight up valley Pitman ran northeast, landing at the Lane Ranch in before storm cells let loose. John Bouchard and Ed Stein Elkhorn Canyon north of turn point two. Bouchard, Stein had close cal1s behind launch. Both were caught low and and Lawley never got high enough to leave and landed in behind. John tried flying back in front but to the west of the LZ. Both Ed Simon and I were relieved that the meet the ridge. He entered severe turbulence coming off the ribs was completed and no one was injured. The conditions during the four days were the biggest of the summer and and experienced a succession of collapses and spins before running down wind to land at the base ofMahoney Butte. were close to the limit of what is flyable in a paraglider, at Ed Stein also got caught low and in back. He attempted a least in this valley. top landing on the approach road. Turbulence from the That night the judges reviewed the films. Unforconvergence zone caused him to fight for control. He too tunately both Ed Pitman's and Circ Toepel's photos of the finally escaped by turning west and running for cover. The first turn point were taken outside the designated sector. storm cell behind launch then started its light and sound Lee Kaiser won the meet on this ruling although surely Ed show and the Meet Director closed the launch window.

Pitman flew with the most consistency. Greg Smith Fred Lawley and Jan Stenstavold both wisely chose not to finished third behind Pitman followed by McAleer, Chuck fly and the window was allowed to close without reopening.

Smith, Circ Toepel, Bibler and Zink.

Sunday the 21st looked to be a replay of the day That is the final score of the first Sun Valley Paraglidbefore, except the 1Jk fell to -1/26. i called a 17k triangle ing Championships. I want to thank all those that helped course in hopes that we could get the day in before it ended. me get this event together, especially Larry Tudor for his The window again opened at 11:00 am. The pilots chose to advise on rules and scoring, John Bouchard for his conwait and see. By 12:30, towering cunims threatened in all vincing me to go ahead and do it, Fred Stockwell for his directions but south and the day was called. All involved support as regional director, Garth Callahan and Terry retired to Dave McCormick's house for steak and beer Jones for their reliable work as shuttle drivers, Dave Mccourtesy of Sun Valley Brewing Co. Cormick for letting us party at his house and Ed Simon, Monday the 22nd was the final day of competition. the unflappable Meet Director, who put up with more than Ed Pitman was the man to beat. Lee Kaiser's first day anyone should have to including having a third of the vi ctory put him in good position and Colin Zink could sew contestants crashing on his floor. With the lessons learned up third with a good flight. The UP team was close for this year, I can guarantee we1l do an even better job in together with Greg Smith in the best position to move up.

'92. I hope to see you there.

The forecast called for more stable conditions, but Some of the pilots and their profiles can be seen on page 56 over development was still a problem. I called the 17k triangle in hopes that the pilots could get it done.

Again the window opened at 11:00 am. Todd Bibler figured it right by getting off early. The cunims were building rapidly and although not as threatening as on Sunday, the possibility that the eastern turn point would be closed off was real.

FINAL STANDINGS Before the other pilots were high enough to leave i=== lae:_,u"~n~ch. Todd. nlaYin!!..the.rabhit. wa!LnaRLthe..finsr.,.:i;ii:um tt..b D,=:=====I'===================--==,; point on Seattie Ridge ~d h~~d~d f~r-.-G~~ Bowl. The CONTESTANT POINTTOALS Katanas were soon on him like a pack of hounds. Dogging 1. LEE KAISER 2260 them was Ed Pitman. Zink, Bouchard, Kaiser andMcAleer were working the ridge in front trying get high enough to 2. ED PITMAN 1949 leave. Then it happened. Bouchard, McAleer, Kaiser and 3. GREG SMITH 1935 Zink were working a thermal east of launch along the ridge. Zink was the low man in the gaggle. Gambling he 4. MITCH McALEER 1729 was hooked into a good one, Colin released a brake to take 5. CHUCK SMITH 1565 his start photo when he was spit out the back of the thermal. His '90 Saphir surged in front of him and collapsed.

6. CIRC TOEPEL 1511 Zink somersaulted through his risers,just missing falling 7. TODD BIBLER 1180 into the ragged out canopy. The resulting twist folded the right side of the wing and Colin spun earthward, disap8. COLIN ZINK 1080 pearing behind the ridge. From launch it looked to be a 9. ED STEIN 312 very serious wack. Fortunately for Colin, he spun over the treed north side and hung up in the spruce 25ft above the 10. JOHN BOUCHARD 0 deck. He was unhurt.

11. FRED LAWLEY 0 While Zink was pounding in, Bibler made his final glide toward goal but came up 300 yards short. The UP 12. JAN STENSTAVOLD 0

Northern Rockies Regional Paragliding Championships

22

Paragliding, The Magazine

NOVAPhanthom as flown by Lee Kaiser and Jan Stenstadvold. This glider was developed in Innsbruk

by Hannes Papesh and Toni Bender.

The Bat Bitch flown by Ed Pitman. Made by Para-Delta Parmer. This glider claims an 8-1/ glide ratio and will be marketed as a competition glider when it goes into production after the World Meet.

The Omega 26 by advance.

Flown by Ed Stein. No other info at this time.

ITV Saphir flown by John Bouchard, 'Todd Bibler and Colin Zink. Designed by Michel LeBlanc, France.

Photos taken by Fred Stockwell at Sun Valley, Idaho

Paragliding, The Magazine

UP Katana flown by Greg Smith, Chuck Smith, Mitch McAleer and Circ Toepel. The Katana is distributed by UP International.

23

Custom Sails - Alien on tow

T exas, cactus, cattle, pick-up trucks and PARAGLIDERS! Texas is likely to see more paragliders this year with the opening of a new paragliding business in central Texas. Hill Country Paragliding, Inc. is officially operating in Austin, specializing in towing and foot-launched paragliding instruction.

The Skies Of

Texas

inside the back doors. Swing open the doors and get ready for a flight from a 1000+ foot mountain on the flat land! To tow launch, the pilot configures for a standard forward launch, with a few additions. The canopy is pre-flighted and set up on the tow road about 200 feet behind the van. The rope from the van is connected to a safety load limiter and a tow yoke which is connected to the pilot's harness.

Yes, there are HILLS in central Texas, and Austin is locn ted near the primary Texas With radio contact between article by Nancy Stanford & Marie Osowski foot-launching site, Packsaddle the flight crew and the driver, the Mountain. Following initial launch is ready to proceed. At the training on a 40 foot slope in Austin, our students take pilot's command, the driver begins the countdown to liftoff... "5-4-3-2- have a nice flight!" With the aid of forearly morning sled rides from a natural launch on the 400 foot ridge at Packsaddle. As the day moves on, ward momentum from the tow van, the pilot slowly Texas heat adds thermals to the ridge lift. Skilled pilots inflates the paraglider and soon has enough airspeed to can catch an elevator ride right from the edge of the be gaining altitude on tow. The rope is payed out as the lnunch area. Expect to see some cross-country van drives down the road, allowing the pilot to climb chronicles as our pilots gain experience! comfortably. At the completion of the tow, the driver pulls over and the pilot releases from the line by simply Most of the Class I tasks can be achieved flying at pulling on the tow yoke release. From 1000+ feet with Packsaddle. However, our students are taught flat-land thermals lifting off, the thrill of cross-country lures. the towing to complete their tasks for a Class I-Basic rating.

Why towing? Ever been to Texas? The fact that we call So who's behind all this fun in Austin? Nancy Stana 400 foot hill a mountain should give you a clue ... flat ford and Marie Osowski. We are paraglider pilots who land, tow roads and small airport runways are abunlearned to fly in the United Kingdom while working as d::mt! computer consultants. Ok so how did two computer geeks decide to start a paragliding business?

Hill Country Paragliding uses a full size van with a Skylaunch Systems payout tow winch mounted just First, it was stunt kites. While holding the wind

24

Paragliding, The Magazine

THE SKIES OF TEXAS

on two stacked flexfoil kites, Nancy experienced her first t-aste of flight. The first time she saw a paraglider (in a magazine article), it looked like a giant flexfoil kite ... and was immediately in love! Ayear later, we saw our first real paragliders while skiing in Verbier, Switzerland. Paragliding is as popular in Verbier as the skiing. Every 7-lOth person on the lifts was carrying a backpack instead of skis, setting up on the snow and launching. The sky was filled with floating color. We could not resist the adventure and turned in our skis for a day oflessons! After that we were hooked.

In England, we learned with several schools and instructors (Gerald Williams, Mike McMillan, and the folks at Sky Systems). We were having so much fun that we began to develop a keen interest in getting into the business. After experiencing the popularity of paragliding in England and Europe, we were eager to help paragliding grow in the USA. Since returning to America last July, we've soared in Texas, Utah and California. Our towing expertise stems from training with Texas Paragliding in Houston.

addition to some great California pilots, we were in the company of world-class hang glider Brian Porter and paragHding original Andrea Kuhn. Our examiners were also an impressive group: Claudia Stockwell, Ed Pitman, and Norma Jean Saunders. The information exchange throughout the four-day clinic from all the attending pilots was excellent.

Hill Country Paragliding is committed to promoting safe paragliding in Texas and to the development of new sites. We are currently manufacturing towing accessories and can provide instruction and experience in flat-land towing. So next time you find yourself humming "The Eyes Of Texas", come down and ride the thermals in the Skies of Texas!

In mid-April, we attended the APA Instructors Certification Clinic in San Francisco. What a trip! In

Paraglldlng, The Magazine

25

1~ Northern California

by Claudia and Fred Stockwell

W e set out for the Shasta lake Clinic with high hopes and enthusiasm. Driving through Nevada all day Friday through the rain didn't dampen our spirits because it was blowing away from California. Saturday morning was overcast. We met for breakfast at the Days Inn, Redding. What a crowd, 37 participants, 6 instructors and 12 "VIP's" representing most manufacturers and distributors in the U.S. also all of the clinic organizers and various co-op club members. It was an impressive group. Following breakfast, Jim and John Yates of yates gear and distributors of Pro Design and paragliders, did introductions and told us about the clinic. Armin Graf - the designe(for Pro Design and Wills Wing, discussed what we would be doing at the clinic. He explained the program of teaching maneuvers in a step by step manner. While we all pondered our immediate future Tony Dominico showed some videos of reserve chute deployments. So all informed and as ready as we could be we headed out.

The river trip tour bus was the designated shuttle vehicle for moving pilots, gliders, and stuff and things to the lake. We loaded up in the hotel parking lot. It's about a 20 minute drive from Redding to Shasta Dam, a very lovely place. We gathered at the dam parking lot and shuttled up to launch, or some to the boats for water retrievals.

The sky was still overcast by midday, and there was virtually no wind. The launch is 1700 ft above the lake, and with no lift you get to the water at about 800 ft above. Armin was stationed in a ski boat near the LZ to instruct maneuvers via radio. Pilots wore radios in water proof bags in case of water landings. We all wore Itta jackets.

The maneuvers which had to be performed in sequence were:

to simulate extreme conditions. While being thrashed they tried to deploy their reserves, sometimes unsuccessfully. Rob Kells of Wills Wing (who has had occasion to use his reserve in hang gliding) explained the deployment sequence and why practice should mimic an actual problem situation, rather than throwing a chute from a glider in normal flight.

Sunday evening brought all the hungry pilots together at the home of Liz Hern for a fantastic BBQ. The Shasta Paragliding Co-op did an exceptional job on the dinner and all weekend.

They were kept busy organizing rides and providinifood, drinks, boats and gear, and they kept smiling through the 11 O temps.

During the BBQ, Monte Bell, Maria Katana, Rich Vossler, Joel Parker and Eric Trammer showed up with grins from ear to ear. They couldn't wait to tell everyone about a new pastime, pioneered by Monte, he called it "Para-Plunging". Those wild Aspen and Telluride guys did It again. Well we all thought they were pretty crazy "ParaPlunging" launching from 100' - 150' flying over the lake to full stall or negative spin on purpose with no hope of recovery, then splashing in. What a way to treat your wing! Paul Hamilton had captured it all on video so we all packed into Liz' front room to see. It did look fun ...

Monday morning was a repeat of Sunday. A few of the more optimistic types went up to check out launch. Most of us waited at the dam parking lot, while we waited Ed Pitman took Fred Stockwell's new Para-motor for a spin. That drew a crowd. The plan "B" for the day was to try to find a flyable site on an island in the lake.

So we all piled on the patio boats and cruised to the island.

It's difficult pleasing pilots when the wind won't work - the island wasn't soarable, and the hills weren't high enough for altitude. After testing out most of the available launch sites several pilots succumbed to the temptation of the lake and did some para-plunging. The great boat retrievals made it a lark to sled out, spin, splash and shuttle back to the beach.

The first day most everyone flew at least once and managed to get through 1 to 4 of the tasks. We were all hoping for soarable conditions on Sunday so we could gain altitude and get more radical. That was the plan.

Sunday was a beautiful blue sky hot day with a brisk 10-12 mph wind blowing downhill! All the disappointed ground pilots hung out till mid-afternoon then adjourned to Ed Pitman's shop to practice reserve chute deployments. Ed has an impressive set up in Redding with lots of inventory and a large loft for repairs.

Ted Strong from Strong Enterprises in Florida used the loft to demonstrate how his new cut away system works. This system uses some skydiving technology to cut away the pilot with reserve from the malfunctioned main.

Pilots were hung in paragliding harnesses and flung around

I watched the pilots plunging all morning. Again and again, Monte and Rich tried to achieve a full revolution in a spin before splash down. Finally, I was hot enough and bored enough to try it for myself. It is fun and with a Itta jacket and helmet on, it's pretty safe. (Althou_gh some pilots got quite close to the rocks):

Tuesday morning - no luck with the weather today. It was just as hot, sunny and beautiful as Sunday and Monday - great wind in the wrong direction.

Armin held a pilots meeting in the dam parking lot. Sort of a debriefing and discussion on the importance of understanding non-flying characteristics of paragliders.

j PHOTOS: Armin Graff explaining some maneLNers; Ed Pitman getting ready for take-off; Pilot heading for LZ; Nearly everyone; Full stall, no recovery - Photos by Fred Stockwell j

26

Paraglidln;, The Magazine

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 19 51, 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.

Black Magic - ha/led 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.

The . . .

Naturepr conservancy - -

-

Conseroation Through Private Action PACIFIC AIRWAVE Original concept courtesy of Lewis & Pa rtn ers, San Francisco

P.O. Box 4384, 5allnas c.allfomla 93912 USA

<408) 422·2299

fax, 758·3270

s

H A

s

T A

Northern

Callfomia

21

SHASTA LAKE MANUEVERS CLINIC Jeff Greenbaum talked about flying in traffic and dangers of mid-air collisions.

Ken DeRussy showed up hoping to fold up his wing and John Dunham of Second Chantz was there to do a reserve deployment, but the weather wouldn't cooperate.

We spent the morning visiting and enjoying the commraderie of pilots. Slowly some of headed for home and others went water skiing.

We want to commend Jim and John Yates and all the organizers of the Clinic.

No one can be held responsible for the weather this year! It was a great party!

SHASTA LAKE SAFETY CLINIC PILOT LIST PILOT

GLIDER

PILOT

Paul Obester Stuart Pollack Larry Friend Dick Stark Granger Banks RegisAubent ToddBlbler John Hubbard Gaver Spiegler Julie Spiegler Brian Scott Tom Switzer Dexter Hale Jan Ala Rich Vossler

Conado 12 Corvette25 Corvelte25 Chalenger 23

KenlGdgg

LarryValle

Johnlyddon Joel Part<er Eric Trommer

Corwlle25 SaphlrMust ITV Meteor

Chalenger 23

Airbow ComatC>C25 NovaTrand

GLIDER

Paulo,g..

Slallar/Corwtte

John Tholvalclllan 1<81,yWld JohnWld

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JaySdlunal Tom Gia\ BruceScott John ......

DllvldSahr JeffWlllmn8 Koiy BlanHlm

Slalllm PalQI

Chalenger 25 Conado

JodyLucas Marek KMlauaka Dlwe Brldgae

Stellar

JoeOmnlllt 1a1S1nlng

NAME JOHN YATES ARMIN GRAF PAT BLACKBURN JIM YATES TODD LARSON KAREN BOBLING/LIZ HERN

VIPUS1 VIP#-NAME 4 f2'vifi'=M\Ui.: FMMitTON 42 VIP - JOHN HIENEY 43 VIP - ROB KELLS 45 VIP - ED PITMAN 46 VIP - TED STRONG 47 VIP- KEN DeRUSSEY 48 VIP · TONY DOMINICO 49 VIP· FRED STOCKWEU 50 VIP - CLAUDIASTOCKWEU 51 VIP - TIM OOMINICO 53 VIP · MONTE BEU 54 VIP - JODY LUCAS 55 VIP - RICH VOSSLER

APA IIISl'RUC1IR UST INSTRUCTOR NAME 381 • JEFF GREENBAUM 391 -

soon AMY

401 • KURTIS WOODMAN 51 • GRANGER BANKS 321 • KORY BRANHAM 521 - DON MILLS

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Canopy Custom Sails - Alien Pilot Clearing Wing Tip Canopy Pro Design - Corrado

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Canopy - Atelier De La Glisse Canopy - Bull Ball II Canopy - UP Katana

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PHOTOS

taken by Fred Stockwell

Canopy - Falhawk Canopy - ITV Saphir Canopy - Pro Design AirBow

All These Maneuvers Are Pilot Induced (Big Ears)

*

Except - Top right corner A Symetrical Fold.

Paragliding, The Magazine

NEWS+ & + NOTEWORTHY BIG AIR IN BIG SUR Many baby-boomers hear the name Big Sur and instantly evoke an image of majestic mountains looming over the rugged coast of California and feel a nostalgic twinge of an era of peace, love, and harmony. For some of us, that nostalgia is renewed by an occasional 75 mile ride up the twisting ribbon of the Pacific Coast Highway that leads to Carmel from San Simeon.

For paraglider pilots, Big Sur has come to represent a place to escape from the crowds and relax, flying in big ocean air.

Two years ago, heading up the coast on a flying tour with Chris Bolfing and John Heiney, I stopped at the Pacific Valley Center and met Fran and Harry Harris. The Harris's are owners of an inviting roadside restaurant and general store that includes 160 acres of totally launchable, soarable, and landable mountain side, half an hour south of downtown Big Sur. Harry made us welcome and, finding out we were

pilots, further rolled out the red carpet by inviting us to hike up the hill to demonstrate what on earth a paraglider was. Fran looked on cautiously from the front door of her gallery/gift shop.

Thus began the infamous "Harry's Hippies on Hankies". fve seen the far-away look in too many eyes not to recognize Harry's immediate infatuation with the concept of entering the "realm of birds", as John puts it. He watched us step silently into the air from the steep grassy slope 700 feet above his front door and I think something changed in Harry's perception of the universe.

Sand Dollar Beach, a mile or so south of Harry's, is acrescent shaped coastal bluff roughly 75 feet high and hundreds offeet long, and soarable in about 100 degrees of the com pass rose.

Two years later, after several coaching sessions from John and I, Harry has become one of the most enthusiastic supporters of paragliding in the country. Flying a bright pink Pro Design glider into the landing zone in front of his restaurant, Harry makes text book landings for the entertainment of happily surprised tourists dining on the deck nearby.

When Peter Zimmerli and I discussed the idea of having a meeting/fly-in for the entire membership of the APA and in-

The Forest Service has printed maps that explain where park property differentiates from private property and where the existing hang glider launches and LZ's are.

The terrain at most launches is flat and grassy with steepening drop-offs ideally suited for beginners and up.

Mid-day, the mountain meadows let off some fat lazy thermals that wind their way up the canyon allowing hours of soaring with room for hundreds of pilots. In the landing zones 100-200 feet from

terested parties, we couldn't imagine a more spectacular or user friendly site than Harry's Hill.

So I'm delighted to announce the First Annual American Paragliding Festival to be held September 27-29, 1991. The site consists of miles of3500 foot mountains facing the ocean with launches at 700, 1000, 1200,2400,3000, and 3400 feet.

Harry soaring the front ridge ( Plastic Creek Ridge) launch from 2300'. PHOTO by Scott Gressitt.

32

the surfbreak, the wind is cool and steady and landings are easy, with several hundred acres of obstacle free cow pasture. Watch those meadow muffins, though.

Sunset flights are dramatic, flying thousands of feet above the crashing surf and watching the day end from a most ethereal attitude. The days flying is relived over a fantastic home-style meal at the Pacific Valley Cafe, located at the LZ. TheAPAhasdesignedthe Festival to have an atmosphere free of competition and politics, and encourage pilots to meet one another to share ideas, flying tips, and folklore. A number of very talented pilots will be on hand to run short clinics for the edification of newer pilots and in general the activities will be centered around aspiring pilots.

Ken Baier, Ed Pitman, and John Yates are just a few of the pilots who have volunteered to teach a clinic and the door is open for others who will contribute their expertise. A costume party, bomb drop, spot landing contest and duration event are some of the activities planned. We would like to hear from those of you who have ideas for other fun tasks.

A large number of manufacturers, dealers, and schools have sponsored the Festival with products and services that will be auctioned off to raise capital for the APA General and Site funds. Those of you who have not been contacted yet, consider this an invitation! A fifty dollar ($50) minimum donation to the APA is requested for the participants in this three day event and the APA is asking for volunteers for a number of duties during the Festival.

Your participation is anticipated and will be an important factor in the advancement of paragliding in America. If you plan to attend, please call Peter Zimmerli at 718-698-5738 or Scott Gressitt at 619-6327762 to make a reservation and receive the Festival Kit which includes information on housing, camping, direc-

Paragliding, The Magazine

High Performance Paragliding •

••

As easy as

One Two Three

or...

Two Two Three!

or...

One Two One!

Steve Pearson pull s up the Wills Wing AT 123 Photo by Mike Meier Helmut Walder soars the Wi lls Wing AT 223 Photo by Aki Kibe Linda Meier flies the Wills Wing AT 121 Photo by Mike Meier

or... Two Two Five! or... One Two Five! or ...

Wills Wing has brought true high performance to the entry level and intermediate soaring pilot with the AT SERIES ONE line of paragliders . (AT 121 , 123, and 125) Special ly designed for the more demanding conditions of U.S . flying , the Series One paragliders feature speed range and glide performance previously unavailable in a Level One canopy , wh ile reta inSPECIFICATIONS ing the forgiving stability and recovery characteristics that Model AT 121 AT 123 AT 125 inspire your confidence as an advancing pilot.

27 .2 ft 30 ft Span 32 .9 ft Area 257 sq ft 315 sq ft 282 sq ft The Wills Wing AT SERIES TWO paragliders offer a A.R. 2.9 3.2 3.4 competitive level of soaring and cross country performance 14.3 lbs .

13.2 lbs .

Weight 15.4 lbs . for the advanced (APA I USHGA Class II) pilot in a well 21 23 Cells 25 mannered Level Two canopy that is a joy to fly! (AT 223 and 120 - 155 165 - 210 Pilot Wt. 185 - 240 225) Class 1 Class 1 Pilot Rating Class 1 All Wills Wing paraglider models are tested to SHV certif ication standards prior to shipment of the fi rst production Model AT223 AT225 unit, and each canopy is manufactured of the finest mateSpan 31 .3 ft 34 .2 ft rials , carefully inspected , line tested , li ne spec'd , and fac Area 255 sq ft 282 sq ft tory test flown prior to shipment to the dealer for delivery to A.R. 3.8 4.1 the customer. Wills Wing paragl iders are backed up by Wil ls We ight 15.4 lbs.

16.5 lbs .

Wing's eighteen years of experience in serving the needs of Cells 23 25 foot launched soaring pilots throughout the world . Contact Pilot Wt .

130 - 200 165 - 220 Wills Wing for the dealer nearest you to arrange a demo Pilot Rating Class 2 Class 2 flight , and discover the Wills Wing Experience!

1208 H. East Walnut • Santa Ana • CA• 92701 • Phone (7 14) 547 1344 • FAX (71 4) 547 0972

Dealer Inquiries Invited

tions, and an itinerary.

This will be a weekend of good fun, happy memories, and great action! The sharing of information will hopefully lead to an improved safety consciousness in the sport, thus expanding the acceptance by the public, the media, and land owners on whose property we will someday be flying. Support the APA and meet us at Big Sur!

September s. a, 1991 The Aspen Air Force, Parapente Aspen, and the Aspen Paragliding School cordially invite Class I and II pilots to attend a weekend of mountain flying, challenging tasks, and social gatherings.

Just following the Willow Creek Fly-In and the Dinosaur APA sanctioned competition, and preceding the Telluride Hang Gliding Festival, the Aspen Fly-In is scheduled September 6, 7, and 8. Several local sponsors will support this prestigious event, assuring sufficient benefits to encourage all who need a road trip to top off a summer of home-grown excitement.

Thurs. - Fri: Registration at the Aspen Paragliding School/Shop... the comer of Durant and Spring (one block from the Gondola on Aspen Mountain).

Friday 4:00 pm: Meet to fly Ruthies Ridge ... Sponsored Class I pilots or Class Il pilots only.

Friday Evening: Bar-B-Que at the Dew Drop Inn (aka The Yukon).

Saturday 7:00 wm Meet to fly Walshes ... Class I tasks and games with second flights shuttled to the mountain ASAP. Gondola access available after 9:15. Class II pilots attempt cross-country flights along Richmond Hill to Ashcroft... late morning.

Saturday 4:00 pm: Meet to fly Ruthies ... checkpoints

EWS+

OTEWORTHY

along the 'ridge', Smuggler Mountain, Red Mountain, and spot landings at the Walshes LZ ... or just have fun flying the ridge!

Saturday Evening: Party sponsored by the Flying Dog Brew Pub. Sunday 7:00 am: Meet and fly Walshes until conditions blow out ... followed by brunch at the Walshes LZ ... all friends and family invited and welcome! Class II cross-country flights attempted once again ... with awards for performance and stories.

Sunday 4:00 pm: Meet to fly Ruthies ... modified tasks and checkpoints based on conditions.

For those who enjoy hiking to gain acoess to a great launch site, a trip to Ashcroft Mountain will be scheduled for one of the afternoons of the FlyIn., .. check at registration for details!

All rides up the mountain will be charged per ride ($3.00). Registration fee includes the social events (Bar-BQue, brunch on Sunday, and the Saturday night Brew Pub Party), T-Shirts, and organizational costs. Registration foe is $10.00 Checks can be sent to Aspen PamgUding, P.O. Box 2432, Aspen, Colomdo 81612. Or call Dick or Jan for information: (303) 925- 7625.

mph winds before they could build any further.

"There is certainly something decadent about opening and eating a granola bar at 13,000 feet with both arms crossed. I wish more of my hang gliding XC's had been so comfortable and relaxed".

On the day of the eclipse, July 11, 1991, Bob England eclipsed his personal best paragliding distance record by flying 102 kilometers from Horseshoe Meadows to Bishop, in Owens Valley, California.

Conditions were slow with a light west wind cutting off most of the thermal activity at around 13,500 feet. Maximum height gain was 14,600 feet at around the time of maximum turbulence, which, in the classic tradition, was vario pegging and wild. A building south wind in the valley prevented crossing over to the whites at Big Pine, so he continued north to Bishop, landing in the 20

APCO's enthusiasm for supporting cross-country flying is represented by an offer of $2,500 to anyone beating the US record of an APCO paraglider. A distance exceeding 200 kilometers would be further rewarded by $10,000.

All flights must be verifiable, so a barograph is recommended.

All along these routes you will find all kinds of flying sites designed by nature to meet everyones dreams and satisfaction.

Price includes: A) All transfers + transportation by air conditioned buses.

B) Half pension at 3-4 star hotels or holiday villages.

C) Entrance fees to museums and parks.

D) Tour guide fees.

E) Professional paraglider guide fees.

F) Transport to the take-off points (when necessary by 4X4 vehicles).

G) Radios, insurance.

Prices do not include airfare, lunches.

FLYING ROUTES: We have 8 different flying sites on this route, where the altitudes differ in range of900 mt. to 1900 mt. you will be flying over antique theaters, ancient cities, volcanic mountains and fascinating Ihlara Valley. Landing areas will be fantastic beaches of the Mediterranean Sea. We will send, upon your request, the detailed tour program and information about flying sites. The routes generally start from Istanbul or Izmir.

PRICES: 15 persons - 7

days: $465; 10: days $627; 14 days: $865. 25 persons + - 7 days: $414; 10 days: $575; 14 days: $784.

Special prices applied for the tours combined with trekking and climbing; Mount Ararat and other high country expeditions.

1 free for 15 persons, 2 free for 25 persons+.

Please inform us about your commission before selling the tour.

The prices are valid until April 1992.

Flying season is unlimited in Turkey.

Sea season lasts until late October.

We have a special training site at the south of Turkey which could be arranged for schools.

Hang Gliding/ Paragliding Trade Fair The first and most traditional trade fair of drachenflieger magazin for hang glider and paraglider pilots, managed by drachenflieger-magazin, which always takes place in autumn for the past five years, was given a name: INUGA. The abbreviation stands for: International Drachen - und Gleitschirm - Ausstellung.

This year the event will be held Sept. 28th and 29th, 1991 at Lenggries (about 60 kilometers south of Munich).

All major manufacturers of hang gliders, paragliders, and ultra-lights will be present at the exhibition. Tost flights, a private occasion market, a paraglider contest, Delta-ballet and aerobatics demonstrations, demo flights of motor paragliders, a movie show in the evening, panel discussions and more attractions will be offered to the visitors.

Furthermore, the victory ceremony and the autumn meeting of the German Hang

Paragliding, The Magazine

25.0 1 sq. meters

3.79 31 65-84.5 kg

NEWS• & • NOTEWORTHY Gliding League will be held at the above mentioned fair.

The glider was in a pink and black bag with black shoulder straps. The words RADICAL SPORTS are printed on the outside of the bag. The glider was manufactured by FUN & FLY. The model is a GALAKTIKA but this does not appear anywhere on the canopy harness or bag. The canopy is normal rip stop material in pink and blue panels. It has a straight leading edge with oval shaped trailing edge. The leading edge has small plastic ribs sewn into the panel mouths. Each wing tip has the words FUN & FLY in large black lettering.

Contact Phillip Symons ( 407) 396-8408.

September 28-29, 1991 'lb all interested pilots, there will be a paragliding competition at the Currituck County Airport. All flying will be tow launched and there will be tasks consisting of open distance, duration, and spot landings. Entry fee will be $25.00.

On the 27th a tow seminar will be held to train anyone who does not already know how to tow a paraglider.

All pilots must have their own equipment including reserve parachutes and he!mets. 'lbw bridles will be supplied. At least two tow trucks

36

will be used, and a possibility of a third truck.

The current records for the airport are 3500' altitude gain and approximately 8 miles cross-country.

Should be a spectacular time!

For more information contact Roger at Kitty Hawk Kites (919) 441-4124.

See you in the air!

2nd Annual Blackcomb Paragliding Meet Whistler, B.C., Canada Results: 2 tasks were completed.

1) first flight: estimated flight time and target landing 2) second flight: touch and go and target landing. A total of 100 points were possible: 1) David Sarkany, Whistler, Canada - 55 points.

2) Philippe Brodard, Verbier, Switzerland - 45 points.

3) Lionel Stauffer, Buchillon, Switzerland - 40 points.

4) Richard Auer, Killer Whale Best costume: The costume category was a real success - almost all of the 20 pilots participating flew in disguise- and estimated time was an incredible three way tie, actual flight times all being within one second of estimated flight times on the 300 meter vertical drop in 7th Heaven!!!

In the annual awards competition, a local record was established, as 20 paragliders (with 21 pilots under them,) simultaneously took to the air. The whole day was captured by CHEK TV for a program called Western Living to be aired next January.

On Sunday, July 7, 1991 Sean Dougherty (29) of Calgary, Alberta, Canada and

Chris Muller (15) of Cochrane, Alberta, Canada flew a distance of 101 km on paragliders from Mt. Seven, Golden, B.C. Both pilots carried cameras and barographs and filed for the following records: WORLD RECORD CLAIM FLIGHT TOA DECLARED GOAL - Juniper Heights, Inverrnere, B.C. 101 km. Notification has been sent to the FAI in Paris of this dual record application.

Complete documentation packages will be sent to the FAI within the next two weeks. Both pilots will also file for the following Canadian Records: OPEN DISTANCE - FLIGHT TO A DECLARED GOAL. Up until this time, no Canadian Paragliding Records have been filed, so if the documentation is accepted these will be the first Canadian Records. At this time no records have been filed for the World Record flight 'lb a Declared Goal. The World Record for Open Distance in a paraglider is 150 km flown by a French pilot, in Africa in December 1990 off tow. A third pilot, Willi Muller flying an APCO Hilite III-26 also completed the task however, he did not file for a record nor carry a barograph.

Kazuyuki Takashashi of Tokyo, flying an Edel 32 flew 96 km to land 2 km South of Radium for a new Japanese Out-of-Country Record.

Chris Muller flying an APCO Hilite III-24 completed the task in 4-1/2 hours. Sean Dougherty flying an APCO Hilite III-24 completed the task in 5-1/2 hours. Willi Muller completed the tasks in 4-1/2 hours.

Prior to these flights all Canadian Records had been unofficial: July 21, 1990, Sean Dougherty of Calgary flew 57.5 km from Mt. Seven, Golden in 3-1/2 hours. June 23, 1990, John Bbouchard of the US flew 64 km from Mt. Yamaska, Quebec. July 2, 1991, Chris Muller of Cochrane flew 72 km from Mt. Seven, Golden in 4 hours.

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Paragliding, The Magazine

COMET ex II

Performance That Grows With The Pilot The most expensive aspect of paragliding has always been the that pilots· skills outgrow their wing and the switch to more performance was quite costly. We have solved this with the CX II. The standard configuration that the CX II is sold in is a stable Class II. This allows the pilot to gain the skills and experience under a forgiving canopy.

As your skills grow and you demand more performance out of your wing , we can give you some trim changes over the phone that bring you closer and closer to competition trim . You can make these changes in a few minutes. This also gives the pilot a better understanding of the performance changes that take place.

With a change of lines and risers it becomes the same competition paraglider that is flown by Ed Pitman in World Competition . Class Ill in every aspect.

For safety reasons we strongly recommend that all lines on all paragliders be changed annually!

COMET USA Division of Mariposa Sports, Inc. 2649 Park Marina Drive Redding, California 1-800-SKY-PILOT Fax: 916-245-0738 Ed: 916-245-0736

Paragliding, The Magazine

37

i

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I

,·~/

A Word From The President Dear Fellow Members, I am please with all the activities, events, fly-ins and competitions going on this summer. Let me thank all the pilots and paragliding enthusiasts that are putting their time, knowledge and energy into these events. Your attendance will be most appreciated. All this activity is a sure sign of a growing sport. Paragliding has also received coverage in a few magazines in the past months.

Headquarters felt it in additional injuries. It is sure encouraging and promising for paragliding.

I was happy seeing a division ofletters to the editors in the magazine. I enjoyed reading all the letters. It is each member's right to express his or her views, concerns, and suggestions to improve the APA and paragliding community. The market and membership survey is analyzed and the results are published in this issue.

Some interesting results can be drawn from it. It is clear that you want more educational programs. The APA has to address it, but also instructors will pick up on it and offer specific advanced courses. We also have a more precise idea of what we the APA have to provide for our membership. I am in favor of an all-service oriented organization for the paragliding community. So please forward your ideas, suggestions, and criticisms towards all of us at the helm of the APA. Micheal Bellik from South Lake Tahoe and Dean Gingrich from Anchorage have won a one year membership for returning the questionnaire. Congratulations guys.

Some of our members and other paraglider pilots are heading out to set new records. I heard UP is out in New Mexico and accomplished 50+ mile flights. John Bouchard accomplished a 40 mile flight in Canada. And at this writing, Ijust received the unconfirmed news that two Canadian pilots set a new world record on Declared Goal Task of 100+ km in the Canadian Rockies. All this will boost our reputation to the other parts of the world.

Upon request from Northeastern pilots, flights of APA pilots made in Canada are eligible for the 1991 APA XC Challenge, You may have also noticed that it was extended until the end of October, so flights from the Nationals can be submitted.

Despite all the good news, we have lost 3 fellow pilots during the past three weeks and we express our deepest sympathies to their families and friends.

A while before these fatalities we recognized an increasing rate of accidents. Any accident is disturbing.

However, some of the reports indicate an increasing number of"experienced" pilots involved. It indicates the

Paragliding, The Magazine

"Intermediate Syndrome" has taken over. The reports also indicate that the pilots used high performance gliders.

Most accidents are not the fault of the glider equipment, it indicates only that the pilot's skill was not adequate enough to handle that specific situation. Gliders that are sold today are safe if they are certified by any of the the three European agencies, ACPULS, SHV and DHv. Otherwise, they would not have been certified.

Specific skill and knowledge is required to fly gliders that are rated higher than level l. Flying safely is simply and interaction of the three corner points: PILOT SKILL - GLIDER PERFORMANCE WEATHER CONDITIONS 'Iwo conditions are unchangeable and the third has to adapt to the other two: 1) Glider performance cannot be changed.

2) Weather conditions exist and cannot be changed.

So what is left is pilot skill that must adapt to the given conditions as to how the glider handles in certain weather conditions.

In a straightforward conclusion of an accident, it indicates that the pilot's skill was not there to handle the specific situation. Some pilots are just lured into flying a higher performance glider with the desire for longer and further flights. A dangerous situation is when the desire for great flights is influenced by a glider's performance rather than pilot skill, concluding that no the glider, but the pilot is dangerous, These are facts that Europeans have already experienced.

For $10 you can order the test requirements of the ACPULS and the current list of certified ACPULS and SHV gliders. This information helps you understand tho certification level of the gliders.

If we as paragliders are unable to avoid accidents and react to any trend, then we will begin to lose some of our precious assets, our sites. We also face the possibility of much more restrictive regulations from the FAA. Most damaging, however, would be a hazardous reputation associated with paragliding.

I urge you to be careful out there, enjoy your flights and have the desire to have many more of them tomorrow, next week and next year. Don't let an accident lot your paragliding career stop because of just one more flight.

Peter Zimerli, President

3!ll

AMERICAN PARAGLIDING ASSOCIATION, INC. The following companies are APA company members supporting the paragliding community with ther membership. While the ~A takes no position on the value of equipment offered by these members it is important to remember and recognize that they actively s*pport and promote the sport of paragliding and the APA.

OREGON PARGLIDING ASSOCIATION, INC.

LAMINATED PRODUCTS

MARIPOSA SPOR'JtS INC.

LIMITED

1012 N. W. Wall St., Bend, OR 97701 Phone:(503)389-5411, FAX (503) 398..SOlO Comprehensive Program Available, Lessons, Tours & Instructional Video, New and Used Equipment. No Sales Tax.

17/F, Unit C, Block 1, Tins Center, 3 Hung Chung Road Tun Mun, NT. Hong Kong Phone:011-852-466 0208 Fax: 011..852-456 1266 Manufacturer; Canopies, Harnesses, Accessories

2649 Park Marina Dr., Redding, CA 96001 Phone:(916)359-2392, Fax:(~16 )359-2397 Importer; Loft Comet, lnferho, Edel and Para-Delta Canopies, Hirnesses, Reserves, Accesso~ies

K & C HIGH TECH, INC. 6299-7 Powers Ave., Jacksonville, FL 32217 Phone:(904)739-0042 Importer; Alti Plus Varios

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

FIREBIRD USA P.O. Box 12343, Boulder, CO 80303 Phone:(303)440-0803 Importer, Distributor; Firebird Canopies, Harnesses, Flywear, Accessories, Emergency Canopies

KITTY HAWK KITES P.O. Box 1839, Nayes Head, NC 27959 Phone:(919)441-4124 Sale, School Canopies, Harness, Instruments, Accessories

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

GLIDELLLTD 555 Bryant Street, Suite 256 Palo Alto, CA94301 Phone:(415)424-9704, Fax:(415)424-9704 Importer, Distributor, Sale, School Canopies, Harnesses, Instruments, Flywear, Accessories, Media

ABOVE & BEYOND 3314 West 11400 South South Jordan, Utah 84065 Phone:(801)254·7455, Fax:(801)254-7701 School, Sale, Canopies, Harnesses, Instruments, Accessories, Media, Specializing In Instructions, Clinics, Towing

UP INTERNATIONAL 4054 West 2825 Ncirth Mountain Green, UTt84050 Phone:(800)COME ~UP Fax:(801)876-3003 Manufacturer; UP C8inopies

PERFORMANCE DESIGNS PARAGLIDING 12650 Softwind Or., Moreno Valley, CA q2388 Phone:(714)924-5229, Fax:('1'14)242-4 718 Manufacturer, Importer, Distributor, Sale, School, Loft Excalibur <il!anopies, Harnesses, Instruments} Flywear, Accessories, Meqia

PARA-FLITE,

'

me.

5800 Magnolia Ave., Pennsa~ken, NJ 08109 Phone:(609)663-1275, Fax:(~09)663-3028 Manufacturer; Ilirdwin~ Qanopies, Specialized In High Quality Products, Workmanship And Other Cuptomer Service

CALENDAR OF EVENTS 1991 Mar 1 • Oct 31: APA 1991 XC Challenge. Contact APA Headquarters. Registration fee$ 25 pe~ submitted flight. Cash prizes and Ball M22 Instrument Panel. ;

Aug 18 -19: Regional Competition in Ellenville, NY. Student and rated pilot competition. B~Q on Saturday and much more. Contact Brad Whitemore (201) 703-0404 or Bill Guida (718) 852-5713. .

Sept 1 ·22: World Paragliding Championships in France.

Sept 28 • 29: Fly-In and APA Fund Raiser, Big Sur, California. Contact Scott Gressitt (619) 632-7762.

Oct 5 • 13: Paragliding US Nationals, Owens Valley. Organized by Mark Axen. Class II pilpts only. ; t\

Oct 12: APA General membership meeting, bishop, California. Contact APA headquarters.

Oct 16 • 17: APA BOD meeting Salt Lake City, Utah.

Oct 18 • 20: USHGA BOD meeting in Salt Lake City, Utah.

Paragliding, The Magazine

APA INSTRUCTORS 357 • Alan Chucuiate Box 83305 Fairbanks, AK 99708 (907) 455-6379 10 • Clark Saunders P.O. Box 1887 Palmer, AK 99645 (907) 745-3097 74. Norma Jean Saunders P.O. Box 1887 Palmer, AK 99645 (907) 745-3097 111 • Mark D. Axen P.O. Box 1632 Bishop, CA 93515 (619) 873-8367 782 • Kevin Klelnfelter 5201 Westeridge Rd, Rt. 2 Bishop, CA 93514 (619) 387-2673 661 • Kari Castle Star Rt 1, Box 188 Crowley Lake, CA 93546 (619) 935-4815 Scott Allen Amy 15 Seaview Drive 1 Daly City, CA 94015 (415) 992-7369 142 • Fred Lawley, Jr. P.O. Box 1226 Del Mar, CA 92014 (619) 481-7400 232 • Scott Gressltt 639 Camino El Dorado Encinitas, CA 92024 (619) 943-0274 236 • Asher Leeson Kaiser 647 Arden Dr. Encinitas, CA 92024 Colin C. Perry 41695 Arden Dr. Fremont, CA 94538 (415) 438-0480 334 • Jack Hodges 190 Coral Reef Half Moon Bay, CA 94019 (415) 728-0938 268 • Marcus Salvemini 425 Bonair St., #4 La Jolla, CA 92037 (619) 454-0598 165 • Curtis Woodman 332 Richardson Dr. Mill Valley, CA94941 (415) 381-4414 161 • Anthony Domenico 12650 Softwind Dr. Moreno Valley, CA 92388 (714) 924-5229

423 • Mark Wright 12662 Softwind Dr. Moreno Valley, CA 92388 (714) 485-2620 Christian Walk 23229 Hlmlock Ave. Moreno Valley, CA 92387 408 • Bradley J. Heinz.en PO Box 522 Moss Beach, CA 94038 (415) 726-7459 119 • Andrew Whitehill 488 Manor Plaza Pacifica, CA 94044 (415) 359-6800 Don Mills 17591 Yellow Pine Rd. Redding, CA 96003 (916) 275-4535 276 • Ed Stein 653 Oak Parkway Redwood City, CA 94062 (415) 367-8245 128 • Jeff Greenbaum 463 Silver Ave. San Francisco, CA94112 (415) 759-1177 651 • Cary D. Mendes 1271 Avd. Floribunda San Jacinto, CA 92383 (714) 654-8559 Michael W. Meler 13381 Bow Place Santa Ana, CA 92705 (714) 731-1656 Robert M. Pelletier 1202 "M" E. Walnut Santa Ana, CA 92701 (714) 722-9133 400 • Ken Wayne deAussy 613 N Milpas St. Santa Barbara, CA 93103 (805) 965-3733 Ed Pitman P.O. Box 188 Shasta, CA 996087 (916) 359-2392 242 • Bob England 12701 Gridley St. Sylmar, CA 91342 (818) 367-7210 Bill c. Anderson P.O. Box 10514 Truckee, CA 95737 (916) 582-0527 71 • Jan Stenstadvold 116 Free Silver Aspen, CO 81611 (303) 920-2449

136 • Dick Jackson Box819 Aspen, C081612 (303) 925-7625 351 • Granger Banks 770 Morgan Dr. Boulder, CO 80103-2611 (303) 494-2820 551 • Regis Aubert 770 Morgan Dr. Boulder, CO 80303 (303) 444-7533 630 • Ronald O. Wilkinson 3509 Summer Breeze Dr. Colorado Springs, CO 80918 (719) 594-0498 ClrcToepel 29007 Richmond Hill Dr. Conifer, CO 80433 (303) 670-0301 162 • Steve Byers PO Box 213 Crested Butte, CO 81224 (303) 349-5961 670 • Robert R. Wardlow PO Box 1871 Crested Butte, CO 81224 (303) 349-6384 332 • Patrick Sugrue P.O. Box 655 Eagle, CO 81631 (303) 422-7200 114 • Hans Hub Box 1094 Sun Valley, ID 83353 (208) 726-4774 9 • Chuck Smith P.O. Box 815 Wellfleet, MA 02667 (508) 349-2561 Philippe Villard RR #1 Wellfleet, MA 02667 (508) 349-9377 214 • Dale Covington P.O. Box 7843 Missoula, MT 59807 411 • Jeffrey T. Nicolay RFD 2 Box 109 Claremont, NH 03743 (603) 542-4416 4 • John Bouchard P.O. Box 1100 North Conway, NH 03860 (603) 356-6907 Ray Leonard 3680 #6 Research Wy Carson city, NV 89706 (702) 588-4030

66 • Peter Zimmerli 25 Goller Place Staten Island, NY 10314 (718) 698-5738 175 • Phil Pohl P.O.Box812 Bend, OR 97709 (503) 389-4086 Nancy Jo Stanford 1262 Andromeda Cove Austin, TX 78727 (512) 836-3858 Marie K. Osowski 12602 Andromeda Cove Austin, TX 78727 (512) 832-0516 263. Charles Fontenot 1437 Waseca Houston, TX 77055-4411 (713) 973-9546 12 • Jay Hauth 1130 East 4045 South Salt Lake City, UT 84124 (501) 268-9369 101 • Dr. Kory Branham 715 E. 3900 S. Suite 109 Salt Lake City, UT 84107 (801) 268-8090 726 • David Frank 55 Hartwell Ave. Salt Lake City, UT 84115 (801) 484-7565 1 • Fred Stockwell 3314 w. 11400 s.

South Jordan, UT 84065 (801) 254-7455 11 • Cl11udla Stockwell 3314 w. 11400 s.

South Jordan, UT 84065 (801) 254-7455 599 - Michael E. Eberle Box4 Ellensburg, WA 98926 (509) 925-5565 652 • Mark A. Chirico 2442 NW Market St. #31 Seattle, WA 98107 (206) 467-5944 72 • Kurt Kleiner P.O. Box 3707 Jackson, WY 83001 (307) 733-3896 James Yates 2765 Bechelli Lane Redding, CA 96Q02 (916) 222-4712 Klaus Schweiger Rupprecht Sir. 4 D-8958 Fussen

The following Directors and Instructors signed new members up in the period of May 1, to June 30, 1991 Steve Byers, Peak Performance Paragliding . . . . . . . . . . .

Mike Eberle, North American Paragliding . . . . . . . . . . .

Claudia Stockwell, Above & Beyond . . . . . . . . . . . . . . . . .

Ed Pitman, Ed Pitman's Paragliding School . . . . . . . . . . . .

Jan Stenstadvold, Aspen . . . . . . . . . . . . . . . . . . . . . . . . . .

Greg Pujol, A Place of Wings . . . . . . . . . . . . . . . . . . . . . . .

Ken Baier, Airjunkies . . . . . . . . . . . . . . . . . . . . . .

Scott Gressitt, Skydance South Paragliding . . . . . . . . . . . .

9 7 4 4 2 2 2 2

Granger Banks, Parasoft ................. , . . . . . . . . . 2 Ray Leonard, Adventure Sports . . . . . . . . . . . . . . . . . . . . . 2 John Boucahrd, Feral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Kurt Kleiner, Jackson ........................... .

Dick Jackson, Aspen ............................ .

Curtis Woodman, Mill Valley ................... .

Mark Wright, Moreno Valley ...................... .

David Frank, Salt Lake City ........................ .

AMERICAN PARAGLIDING ASSOCIATION, INC.

PRESIDENT Peter Zimmerli 25 Goller Place Staten. Island, NY 10314 (718) 698-5738 VICE PRESIDENT Ken Baler 151 Tamarack Carlsbad, CA 92008 (619) 720-9775 TREASURER Jay Hauth 1130 East 4045 South Salt Lake City, UT 84124 (801) 268-9369 SECRETARY Ed Pitman P.O. Box 188 Shasta, CA 96087 (916) 359-2392 REGIONAL DIRECTORS Region 1 ·AK Clark Saunders

PO Box 1887 Palmer, AK 99645 (907) 745-3097 Region 2 • Southern California, HI Ken Baier 151 Tamarack PO Box 400 Carlsbad, CA 92008 Region 3 • Northern California Gregg Pujol 1484 Falcon Ct. Sunnyvale, CA 94087 (408) 736-1222 Region 4 • OR, WA Phil Pohl PO Box 812 Bend, OR 97709 (503) 389-4086 Region 5 • UT, ID, NM, MT Fred Stockwell 3314 w. 11400 s.

South Jordan, UT 84065 (801) 254-7455

Region 6 • CO, WY, ND, SD Steve Byers PO Box 213 Crested Butte, CO 81224 (303) 349-5961 Region 7 • TX, LA, OK, MO, KS, NE,IA Richard Johnson 919 Pecore St NJ, Houston, TX 77009 Region 8 • OH, IL, IN,WI, MN, Ml Vacant Region 9 • WV, VA, KY, TN, AL, MS, GA, FL, NC, SC Roger Coxon PO Box 1839 Nags Head, NC 27959 (919) 480-1835 Region 10 • ME, NH, VT, MA, RI John Bouchard PO Box 400 North Conway, NH 03860 (603) 356-6907

NEW RATINGS 174 • John Markstelner Killeen, TX 4/4/89, Germany 819 • Christian Walk Moreno Valley, CA 4/21/89, Germany 81'1 • Ronald P. Witek Stuart, FL 4/1 /91 , Austria 806 • Joe Greblo Tujunga, CA Class I, 1/24/91, C. Stockwell 800 • Michael W. Meier Santa Ana, CA Class I, 4/6/91, C. Stockwell 582 • Seth A. Foerster Irvine, CA Class I, 4/12191, A. Domenico 819 • Christian Walk Moreno Valley, CA Class I, 4/14/91, C. Stockwell 759 • Colin C. Perry Fremont, CA Class I, 4/14/91, C. Stockwell 744 • Richard Bodony Oakland, CA Class I, 4/20/91, S. Amy 527 • Mark Harrah Los Angeles, CA Class I, 4/21/91, B. England 794 • David P. Bridges Lake Arrowhead, CA Class I, 4/23/91, M. Wright 805 • WIiiiam H. Zeliff Ill Jackson, NH Class I, 4/30/91, C. Stockwell

42

525 • James Miller Juneau.AK Class I, 5/1 /91, A. Chuculate 804 • Steve W. Stromlng Seattle, WA Class I, 5/5/91, M. Eberle 814 • Bill R. Belcourt Oakview, CA Class I, 5/5/91, K. Baier 501 • Robert Banks Rennick Helen, MT Class t, 5/5/91, D. Covington 803 • Susan D. Stromlng Seattle, WA Class I, 5/6/91, M. Eberle 1117 • James E. Ellis IGO,CA Class I, 5/9/91, E. Pitman 855 • Roland Sesselmann Boulder, CO Class I, 5/11/91, G. Banks 745 • Timothy W. Hunt Issaquah, WA Class I, 5/13/91, M. Chirico 826 • Bruce Davis Redding, CA Class I, 5/15/91, E. Pitman 834 • David s. Edwards South Lake Tahoe, CA Class I, 5/15/91, R. Leonard 422 • John Thorvaldson South Burlington, VT Class I, 5/18/91, J. Nicolay 828 • Wolf von Bismark 0-2305 Heikendorf, Germany Class I, 5/19/91, D. Frank

160 • Liz Byers Crested butte, CO Class I, 5/20/91, S. Byers 847 • James L. Wing Cheyenne.WY Class I, 5/23/91, G. Banks 482 • Barry Levine san Francisco, CA Class I, 5/28/91, J. Hodges 858 • William J. Gordon Hood River, OR Class I. 5/28/91, C. Stockwell 410 • Steve Arden Corvallis, OR Class I, 5/30/91, K. Baier 848 • WIiiiam F. Kraus San Diego, CA Class 15130/91, K. Baier 797 • David s. Huber Houston, TX Class I, 6/1/91, C. Stockwell 839 • John W. Tabor Venice, CA Class I, 6/2191, M. Wright 644 • David L. Barlla Studio city, CA Class I, 6/4/91, B. England 641 • Mike G. Christmas Long Beach, CA Class I, 617/91, J. Glozinski 867 • Roderick I.N. Newall London, England Class I, 6/9/91, S. Gressitt 643 • Robert A. Ost Pescadero, CA Class I, 6/11/91, J. Greenbaum

Region 11 • CT, NY, N~, PA, DE, MD ; Peter Zimmerli · 25 Goller Place ; Staten Island, NY 103i4 (718) 698-5738 1 Region 12 • AZ, NV Walter Benoit 4185 Christy Way Reno, NV 89509 (702) 747-0683 ; DIRECTORS AT LAR~E Ed Pitman PO Box 188, Shasta, 96087 (916) 359-2392 Curtis Woodman 332 Richardson Dr. Mill Valley, CA 94941 (415) 381-4414 Tony Domenico 12650 Slftwind Dr. Moreno Valley, CA 92388 (714) 924-5229 '

' 340 • Robert L. Glass ; Topanaqa,CA : Class I, 6/13/91, B. England 866 • Valerie A. Cerroll · Draper, UT Class I, 6/14/91, C. Stockwell 822 • Richard Stark San Antonio, TX Class I, 6/15/91, N. Stanford 824 • Kenneth L. Davis Hayward, CA Class I, 6/16/91, S. Amy 661 • Gary s. Supllck Newark, CA Class I, 6/19/91, C. Mendes 760 • Brian Porter · Brisbane, CA Class II, 5/11/91, E. Pitman 445 • David G. Wholey : Salt Lake City, UT !

Class II, 6/8/91, C. Stockwell 448 • Tim Brewer · Murrieta, CA .

Class II, 6/18/91, K. Baier 582 • Seth A. Foerster Irvine, CA Class II, 5/13/91, A. Domenico 818 •Andrea Kuhn : CH-7515 Sils/Segl Baselqia, Switzerland 4/30/86, Switzerland

Paragliding, The Magazine

APA 1990 ACCIDENT BEPOBTS submitted by Mark W. Shipman, M.D.

APA Accident Chairman

APA 1990 ACCIDENT SYNOPSIS Total number of reported accidents .......................................................•.... 17* Total number of participants ..................................•............................... est. 800 Accidents resulting in hospitalization ....................................................•...... 1O Fatalities ..•....•........................................................................ 1 Accidents involving low time ( less than 40 flights) pilots .....................••..................... 10 Accidents Involving students in a class ..........................................•......•..•.... 3 There were no reported towing accidents or tandem accidents.

• There is a serious lack of accident reporting to date among paraglider pilots in the U.S. We guess that probably less than half of the accidents that occurred in 1990 got reported. We believe (hope) that the percentage of accidents that is being reported now is greater. Data collection will be kept "open" so that if accurate information becomes available about previously unreported accidents, that information will be added to the appropriate statistics.

TYPES OF INJURIES Total number of injuries - 27 Head ........

Face ........

Neck ........

Paragliding, The Magazine

Chest ....... 1 Back . . . . . . . 6 Abdomen . ... 1

.

Shoulder . .... 0 Arm . ........ 0 Elbow . ...... 0

Forearm ..... 0 Wrist . ....... 1 Hand ........ 0

Pelvis ....... 2 Thigh ........ 0 Knee . ....... 1

Calf ......... 1 Ankle ........ 7 Foot ......... 5

99

E

p R

s

submitted by Mark W. Shipman, M.D.

APA Accident Chairman

ANALYSIS OF AMEBICAN PARAGLIDING ACCIDENTS 1990 1) Greenhorn Gulch near Ketchum, Idaho, January 6, 1990. A 37 year old self-taught pilot with approximately 30 previous flights launched an advanced (Class II) glider into winds of 5 mph gusting to 15 mph and at approximately 50 ft. AGL stalled the canopy to the ground when he turned into a gust. He had mistakenly excessively shortened the brake lines prior to the flight.

The pilot suffered severe spinal cord injuries at the level to T-12 with resultant disability for many weeks.

Analysis: A. Pilot error in judgement· launching into erratic winds.

B. Inappropriate adjustment of glider.

C. Beginner pilot on advanced glider.

D. PIiot not seeking appropriate instruction.

2) Ono Training site near Redding, California, March 30, 1990. A 38 year old pilot with 60 previous flights suffered a rotor induced partial collapse near his intended landing. He suffered only contusions.

Analysis: Any turbulence near landing either thermal induced or caused by obstructions is especially dangerous.

3) Thorten Beach/Fort Funsten near San Francisco, California, April 20, 1990. A 33 year old student under instructor supervision, with previous "instruction" and a confident attitude turned down wind and then extended his turn Into the cliff suffering a compression fracture of L-4 and injury to his foot.

Analysis: The student had "fooled" his instructor into thinking the student's skills were beyond what they really W\jre. The instructor should have a cautious view of a student's level of knowledge until it has been demonstrated in a careful stepwise fashion.

4) lookout Mtn near Golden, Colorado, May 20, 1990. A Class I pilot launched into mild conditions and then was hit shortly thereafter by the edge of a storm with 35 mph winds; causing him to have to spiral down to an alternate LZ. Ultimately he landed on a rock outcropping down wind and broke both ankles. There were no reported canopy collapses. Flight Service had predicted afternoon thunderstorms, though there was no indication of such visually for the thirty minutes prior to launch.

Analysis: A. Miscalculation of a landing is more likely in an emergency situation.

B. Perhaps a call to Flight Service might have dissuaded the pilot from flying that afternoon?

5) Slnlahekin Valley near Conconully, Washington, May 26, 1990. A 42 year old experienced pilot with 462 flights in gentle conditions, spun to the left and then had a complete collapse from approximately 160 ft. He did a PLF but suffered a compound tib/fib fracture and multiple fractures of the opposite foot. He hit his head extremely hard as well but was wearing a motorcycle helmet with face protection and did not suffer head injuries. His older model glider had been retrofitted with a steering seat, but this was not considered to be a factor in this accident.

Analysis: A. Although one could guess at several possible causes for this accident, the real cause remains a mystery.

B. More importantly, a well executed PLF and a good helmet probably together saved the pilot's life.

6) Near Orofino, Idaho, May 30, 1990. A 41 year old pilot with 28 previous paraglider flights, in light conditions; fell from 25-30 ft without glider collapse (Deep Stall?). He suffered a severe lumbar fracture requiring surgery, as well as fractures of both feet. No PLF was attempted.

Analysis: A. The cause of this accident is unknown.

B. The PLF should be second nature to all paraglider pilots.

C. Beginning paraglider pilots continue to be at the highest risk for accidents.

7) Near Twin Peaks Ranch, Salmon River Valley, Idaho, June 2, 1990. A 35 year old student on her 2nd flight ever was launched into a 5 mph lull In winds to 20 mph. She was instructed by radio to flare and stalled the canopy from 15-20 ft. (Her landing instructor could not see that she was still 15-20 ft AGL) landing on her buttocks, suffering a compression fracture of T-12.

Analysis: A. Instructors not APA certified; APA guidelines for instruction not followed.

B. Winds too erratic.

8) City of Rocks near Almo, Utah, June 20, 1990. A 29 year old Swiss pilot with 30 previous flights launched into gusty conditions (5 mph with gusts to over 20 mph) suffered a major collapse of his canopy at approximately 150-160 ft from which it never recovered. The pilot died on impact. Though he flew with a reserve, It is felt he had insufficient time and experience to deploy it. Though he had very little experience, he was quoted as having said that he only flew when conditions were soarable.

Make and model of canopy are unknown. Cause of death was a transected aorta, and it was felt that he probably also has a fatal head injury.

Analysis: A. Low time pilots remain at the highest risk for accidents.

B. Flight conditions were too gusty for safe paraglider flight. [continued]

Paragliding, The Magazine

1990

E submitted by Mark W. Smpman, M.D.

APA Accident Chairman [continued] 9) Winter Ridge, near Summer Lake, Oregon, June 30, 1990. A 35 year old pilot with 35 plus flights was in his 7th day of lessons when he suffered a partial collapse shortly after launch and did not correct as he should have. He fractured his heel and bruised his face. His footwear was felt to have been inadequate according to the reporter.

Analysis: A. The need for rapid correction may be especially important after launch.

B. Inadequate footwear.

10) Morningside, New Hampshire, June 1990. A 22 year old pilot with a total of about 30 flights on paragliders (with a Hang Ill rating) launched an advanced glider into an exceptional strong thermal. There was a collapse, a surge, and a spin into the hill.

The pilot suffered two broken ankles.

Analysis: A. Inexperience.

B. Beginning pilot on advanced glider.

C. Launching Into strong conditions.

11) Chelan Butte, Washington, September 6, 1990. A 44 year old experienced pilot suffered a partial collapse during slow flight in thermal conditions near landing. He had low back pain for months thereafter but did not seek medical care.

Analysis: Flying in thermal conditions is inherently risky. Slow flight can add to those risk:s.

12) Pevine, Nevada, September 13, 1990. A 45 year old beginning pilot (approximately 20 previous flights) partially inflated his canopy in an attempt to launch, and was dragged to the side into brush suffering two fractured ribs.

Analysis: Inexperience.

13) Hatcher Pass near Palmer, Alaska, September 16, 1990. A 28 year old pilot with only 4 previous flights attempted a O wind launch on a steep boulder strewn hill, crashed into a boulder injuring his knee while still attempting to launch.

Analysis: A. No training.

B. Improper footwear.

14) Mt. Jumbo near Missoula, Montana, September 20, 1990. A 26 year old experienced Czechoslovakian pilot suffered a partial collapse which Initiated a spiral dive. The pilot "froze" taking no aggressive action, fell about 50 ft., did not attempt PLF; breaking his pelvis, a lumbar vertebra, and rupturing his bladder. He reported unusual glider instability prior to the collapse and had been attempting to lose altitude. The glider was an uncertified Czechoslovakian model. The pilot was also reportedly light on the wing.

Analysis: A. Uncertified, untested glider (stability?).

B. Possibly Improperly light weight of pilot increasing likelihood of collapse.

C. No aggressive action to correct collapse.

D. No attempt at PLF. 15) Curtiss Canyon near Jackson, Wyoming, August 22, 1990. A 31 year old instructor suffered a sprained ankle while demonstrating ground handling technique in gusty winds. He attempted to drop the canopy by running toward it and pulling on a single break line.

Analysis: A. Even ground handling on flat ground may be dangerous in gusty conditions.

13!. Improper technique; use both risers to "kill" a sail during ground handling.

16) Saboba Mt. near Hemet, California, October 5, 1990. A 30 year old advanced pilot flying in thermal conditions broke his wrist while landing under partial collapse.

Analysis:Details not well enough known.

17) Lake Elsinore, California, October, 1990. Inexperienced ground crew continued to hold onto pilot after launch causing radical turn into the hill. The pilot was hospitalized with foot and ankle injuries.

Analysis: Inexperienced ground crew; Improper instruction of ground crew.

Respectfully Submitted,

Mark W. Shipman, M.D. 1518 First St., Wenatchee, Washington 98801

Paraglidlng, The Magazine

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Insurance Information The cost of insurance is included in the full membership fee with the member as additional insured. APA provides a Combined Single Limited Bodily Injury and Property Damage Liability Master Policy in the amount of $1,000,000 per claim which covers all recreational flying. APA's insurance is valid ONLY while flying in the U.S., U:S. Properties and CANADA.

AMERICAN PARAGLIDING ASSOCIATION 25 Goller Place, Staten Island, NY 10314, (718) 698-5738 Office Hours: TUE. & FRI. 12:30 pm, WED. 9:00 am - 3:00 pm ET, WEEKDAY EVENINGS 8:00 pm - 9:00 pm ET ©1991 American Paragliding Association • July 21, 1991

Paragliding, The Magazine

FREEDOM ~ RULES T h e freedom of the individual in the air space ends where he hinders or endangers others.

Even the in the air freedom is not without boundaries. The heavier the air traffic becomes, the more discretion one must use with regard to one's fellow flyers and the more precisely the rules for right of way must be observed. In order that the enjoyment of the flight proceeds uninterrupted and with unnecessary stress points, a flight partner should be able to recognize early the need to prepare to yield space.

Generally, the same right of way rules apply for paragliders that apply to all aircraft. Non-motorized flyers have priority over motorized flyers. The person coming for the right also has just as much right of way as the one who has the slope to the right. Whoever is circling in a thermal enjoys the right of way over those who have just flown into the thermal. The first person in the thermal determines the turning direction for everyone else. If the person below is rising faster, the person above must yield.

In generally however, the smartest person yields.

Overtaking on a ridge between the slower craft and the ridge.

Head on collision situation break right.

Q

=='.>[ - ::.;

c-, <

/

~ -

.. ~,

f

Converging - the craft on the right is in the right, the other must take avoiding action.

o~['\\, (([1\u ,, \

\.., '" -

<.-'"\ r- 1

I /

r_=-:.~:.,'

I

Entering an 'occupied' thermal - tum in the same clrection.

BEYOND FAR-103, THE ETIQUETTE OF RIDGE SOARING There are rules, those of man and those of physics. The latter can hurt when broken. Then there are ways to politely and safely share the ridge with your fellow pilots. Merely following the rules won't keep you out of potential mid-air situations, nor will it necessarily endear yourself to others on the ridge. The following is a humble attempt to express some of those concepts of the ridge etiquette.

1. Clear your turns, look BEFORE you start to turn.

2. Never demand or expect the right-of-way, least you become dead right.

3. Make eye contact with other pilots so you know they see you. Make clear and definitive motions, so that your intended flight path is clear. The hallway shuffle routine it totally uncool.

4. Pilots on landing approach ALWAYS have the right-of-way over EVERYTHING else. When coming in to land, loudly yell your intentions to those below. They can't yield they don't know you are there.

5. Pilots launching have the secondary right-of-way. It is totally uncool to fly in front of launch when someone else is taking off. If you HAVE to come through the launch window, be sure to yell a loud warning of "Coming Through" or (my favorite) "OUT OF CONTROL".

6. It is totally cool to relinquish your right-of-way to another pilot who is having difficulty staying in the Int band. If I am 50 feet above someone who is struggling at ridge level, I can easily go around them rather than forcing them to go out of the Int to adhere strictly to the FAR. If I am On the fast-beat in marginal Int conditions approaching a friend head-on, I could pass on the left and be out of lift for much less time than he would be had we followed rules as written. All of these deviations DEMAND thatthe two pilots are in eye contact and comfortable with the situation. See "rule 3" above. · 7. It is totally uncool to yell obscenities and shake fists at other pilots who you believe to be flying in a reckless manner. Recall the canopy colors, then after landing, calmly discuss the situation. One catches more flies with honey than with vinegar.

8. Flying is not boating! While it is my responsibility to avoid hitting you with my wing, it is your responsibility to deal with my wake. However, it is definitely not cool to maliciously and intentionally intensify and direct your wake at another pilot (unless they be total jerks). And don't ask my advise as to how one would intensify and direct one's wake, when you are ready to know I will discuss it with you.

- Colin Perry

n

These rules are designed to help others. We also help ourselves by observing a sensible attitude on site. For example • • • •

Do not leave equipment in the landing area.

Make sure everyone knows the site rules.

Offer to help to act as anchorman for other pilots.

Do not launch if the sky is crowded.

Paragliding, The Magazine

• • • •

Always do a pre-flight check.

Only fly if you are in good health.

Wear a suitable helmet.

Have the relevant qualification for the flying you are undertaking.

47

•

Ii

I From the beginning, one of the main objectives of the ACFPULS was to find a means to quantify the reliability and safety of paragliders while simultaneously allowing them to improve in performance.

One can easily understand that the faster a car is the more its steering and braking have to be reliable, the better it has to hold the road, and the more safety features it needs. It should be the same with paragliders.

The first idea was to use the testing procedure of general aviation - the safety of a sail was either sufficient or not and it was either certified or not.

The necessity of an agreement with other countries like Germany brought with it in the early days the use of two levels, PA or PE, and then after agreements were reached with Switzerland and the UK, three levels.

In this system all the gliders receiving a certification satisfied the associations criteria for safety based on three levels. In effect, the evaluation was based on a series of maneuvers which took the glider outside its normal operating range. If normal flight was regained spontaneously without pilot intervention in less than four seconds, the Maneuver was rated level i. If a special input was required by the pilot, described in the flight manual by the manufacturer, which returned the glider to normal flight in less than four more seconds, the Maneuver is level 2. More than 3 level 2 maneuvers and the glider was level 3.

Unfortunately in the attitude of many, including some manufacturers and official organizations, the interest of classifying a glider as a training glider, and intermediate glider, or an advanced glider overcame the simple evaluation of glider reliability and safety. The perversion of the system rapidly transformed the certification level to the flying abilities or particular levels of pilots. This did a grave injustice to the creators of the tests who from the beginning wished to separate twitchy gliders by requiring that level 2 maneuvers be those normally found in normal everyday flying by normal pilots whatever glider they were flying.

Also appeared the idea that it was impossible to obtain both high performance and safety and reliability. Competition gliders, being designed for top level pilots, were felt to be acceptable at level 3 which further confused the notion to test level and that of pilot skill level.

Contrary to these ideas, in practice, certain gliders

with a level 2 rating showed themselves to be excellent training gliders while other level 1 gliders were too sensitive or high performing for this use. Beginners, if they are properly supervised, always fly in relaxed air conditions on sites which are well known to hold few surprises. this is rarely the case for top level pilots.

The obvious goal of most manufacturers then, not counting the financial success, is to design and manufacture the safest possible gliders - level 1 being the recognition of their success.

We have to get used to seeing that the most important performance feature of a competition glider is the level of safety because the most serious flights, those in competition or searching for records will .be with these gliders. For example, a pilot has to be able to let go of the controls to take a turn point photo even in difficult conditions.

None the less it is necessary to respond to the demand of certain schools or businessman who wish to obtain a classification for gliders as to whether they are for beginners, intermediates, or experts.

These two concepts are essentially different.

Afterthe last meeting for European normalization, it was decided to eliminate the levels of gliders. It is the responsibility of the manufacturer or perhaps that of an evaluation panel of instructors, to determine which gliders are best suited for beginners, intermediates, etc. The criteria for these judgements are too subjective. The trade-off is that objective test results are just that and cannot be argued.

Now each Maneuver will be judged on three levels according to how the glider regained normal flight (with or without rotation, with or without exceeding a certain angle on the horizon for the surge, with or without pilot intervention, etc.). The test results Maneuver by Maneuver will be printed on a label which must be affixed to each glider.

Clear objective information for the user is the only purpose of the tests. The criteria for rejection are still the same as they always have been, unless the glider has the sticker affixed on it, it should be considered as not having passed the test.

The desired goal of all this is twofold: 1) To allow the pilot to choose his glider with full knowledge of its flight characteristics. 2) To eliminate dangerous gliders from the market by their lack of affixed stickers.

Paragliding, The Magazine

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3) Supports low back fatigue.

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For Paraglider Pilots

by Janet Moschard

If you want to get to know your limits as a pilot (as well as those of your paraglider) and happen to be planing a trip to Switzerland this year, try to fit in a "Cours de Securite", (literally translated, "Safety Course") run by paraglider manufacturer Ailes de Kand held at Sonchaux, 700 meters above the Lake of Geneva. The two-day course costs 400 Swiss Francs and is aimed at certified pilots with a reasonable amount of experience who want to improve their skills by provoking a series of radical maneuvers in a controlled situation.

To begin, the objectives of the course are explained and the participants are reminded of a few usually foggy theoretical notions, such as the polar curve and its relation to what you are about to do. Videos of the various exercises are shown in the sequence they are to be performed.

Outfitted with the wet suits and life jackets and with a rescue boat waiting on the lake, the performers wait on take-0ff, weakkneedandconcentrated. Thefoglifts,anditbecomesobviousthat most of them have forgotten how to launch. In fact, some are already packing up their paragliders and making excuses. L€sson number one on your limits as a pilot has been learned. Stick to calm conditions with a safe, reliable paraglider and none of what you saw on the video should happen to you! An expensive but essential lesson, as there are no refunds!

The first night is meant to be relatively relaxing and

familiarize you with the site - and the landing field" - which in summer is systematically the lake - but in spring and fall can be the tiny grassy area beside the public swimming pool in Villeneuve. The most accentuated pitch and roll movements you can make, and a series of the tightest 360 degree turns, a glance at the view, and its time to land. On to parachutal stalls, full stalls and smooth recoveries, as many as you can fit in. More dropouts, as the full stall proves to be quite a physical violent maneuver. Then on to provoke a series of lateral and frontal closures, counteracted and not. And finally, if you haven't already done them by mistake, an introduction to negative spiral dives and stalling to recover. Each flight is filmed and analyzed with your instructor. Our Ailes de K Genair 24 and 26 paragliders reacted to all of the induced situations a healthy manner, inspiring confidence on our choice of an all-round paraglider that performs - "safely."

The practical part of the course is complemented by an evening lecture on meteorology, and the need to provide continuing education for certified parapilots is emphasized. There were far too many paragliding deaths in Europe last year. The fact remains that the best cure for many of the situations simulated is prevention - choosing a paraglider that is compatible with your ability level, accurate analysis of flying conditions, rehearsing quick counter-reactions. It is one thing to react to a massive closure when you are expecting it, and high above a body of water, it is another story when you are close to the trees in lee-side thermals!

For rrwre infonnation on this year's course dates, contact Janet or Joris Moschard of Parawest Paragluling. Box 1097, Whistler; B.C. VONJBO, Canana. (604) 932-7052. Advance reservations are sys-

tematically required.

Air® jun ® Ides 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!

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REPORT OF FATAL PARAGLIDING ACCIDENT submitted by Wills Wing DATE AND TIME: July 14, 1991, approximately 12:30 pm. LOCATION: Near Punaluu, Oahu, Hawaii. CONDITIONS: Wind 10-15 mph. No significant turbulence reported. PILOT EXPERIENCE: Student pilot with seven days flying experience. Pilot had previously demonstrated big ears maneuver and near frontal collapse using A-risers. Alleged to have also had some skydiving experience. EQUIPMENT: Wills Wing AT 123 paraglider and Wills Wing paraglider harness. No reserve parachute. Canopy and harness were six months old, canopy had 15 to 20 hours airtime.

SYNOPSIS OF EVENT: Pilot was soaring for about 30 minutes following a successful tow launch. One of two eyewitnesses was a hang glider pilot in the air nearby. Another was a pilot driving on a road upwind of the flying site. Both eyewitnesses report first seeing the paraglider in normal flight.

After that, the eyewitness reports are inconclusive and somewhat contradictory, but among that which was reported was the following: 1) A steep banked, diving spiral. 2) A severe oscillation, and collapse of the canopy. 3) The pilot falling into, through or past the canopy from above to underneath. 4) Sudden re-inflation of the canopy. 5) The separation of the pilot from the canopy, and the pilot falling to the ground.

FACTS OF WHICH WE ARE CERTAIN AT THIS TIME: 1) The pilot separated from the canopy in flight as a result of the failure of all lines on the canopy. 2) The risers, harness, large diameter brake lines and brake handles remained with the pilot to impact. 3) The canopy sustained only very minor damage. The harness sustained some significant damage, but was intact and fully attached to the pilot. The risers were intact including the carabineers and rapid links.

RESULTS OF THE ACCIDENT INVESTIGATION TO DATE: A number of lines had been removed from the canopy and tested. The average failure strength of these lines, if taken as representative of all lines on the canopy, would indicate that the total combined strength of all canopy lines would be 4482 lbs. This is more than 20 times the maximum recommended pilot weight. (Certification tests which were performed on the 123 required that the canopy be able to support a load of 600 kg, or 1320 lbs, during both statistically and dynamically (suddenly) applied loads. This represents 6.3 G's for a 210 lb pilot. During these tests, the canopy successfully withstood the required dynamic load of 600 kg, and a higher static load of 800 kg.

It is not known by Wills Wing at this time what total combined line strength is required to meet the minimum 600 kg certification requirements, but it is believed to be well below the estimated 44482 lbs total line strength of the canopy involved in the incident.)

ANALYSIS OF POSSIBLE ACCIDENT SCENARIOS: A pilot free falling over a distance of 40 feet, such as from full line extension above the canopy to full line extension below, would achieve a maximum speed of approximately 34.5 mph. If the canopy configuration on re-inflation corresponded to a normal 1 G flying speed of 15 mph, a maximum resulting aerodynamic load of approximately 5.3 G's would be expected from this event. Base on testing and historical experience, and on the computed estimated total strength of all canopy lines, this scenario would seem to be inadequate, by itself, to explain the failure of all canopy lines.

During our investigation of this incident, we have looked at another analytical perspective of the event which does suggest a possible scenario in which, given the total line strength of 4482 lbs or indeed even a substantially higher strength, all lines could have been broken. In this perspective, it is assumed that the canopy has significant mass, by virtue of the mass of the canopy itself, and the mass of the volume of air contained within, and surrounding and "attached to" or controlled by the canopy.

In this analysis, the system is then seen as a system of two masses, connected by an array of lines. The event is seen as the mass of the pilot, falling in free fall past the essentially stationary floating mass of the canopy and the associated volume of air. When the pilot reaches full line extension below the canopy, his mass has a given downward velocity while the mass of the canopy and associated air volume has zero velocity.

Therefore, over a very short period of time, the pilot mass must be decelerated while the canopy mass must be accelerated downwards until both masses have the same velocity. The only force available to provide these accelerations is the strength of the lines, and by assuming some maximum line strength we can compute the notions of the two masses and the time interval over which the accelerations take place and the speeds are equalized. We can then also compute the distances traveled by each mass during this interval, and since each mass has a different initial velocity, these differences will be different. Therefore, the lines must be able to stretch elastically without failure by this difference in the distances traveled, otherwise the lines will break.

The required amount of stretch can be converted to a percentage of elongation before failure based on the total line lengths, and the lines can be tested to determine whether they are capable of this degree of elongation. (In reality, the required elasticity pertains to the total system, and whatever elasticity is provided by the other components of the system will produce the amount of stretch required by the lines themselves. However, the essential principle remains in force.

The amount of required stretch depends very much on the value chosen in the calculation for the total mass of the canopy and its associated volume of air, what we might call the "apparent" mass of the canopy. This value may be very different in different situations, depending on the configuration of the canopy when the pilot mass reaches full line extension. There are ways to roughly estimate the value of the apparent mass, and a relatively conservative estimation of its possible value along with tests we have done of the percentage elongation to failure of lines subjected to a shock load have suggested that this mechanism is a possible scenario for what happened in this accident. We are unable, however, at this time to determine whether or not this effect was, in fact, involved in the incident. The calculations and tests done this far do indicate that a pilot free falling for a significant distance past a canopy of significant apparent mass (controlling a significant volume of air at the moment of full line extension) may well be able to cause enough load to break simultaneously a complete set of lines with a total combined strength of 6000 lbs or more.

The investigation of the accident is continuing. Further tests are planned to investigate the actual apparent mass of the canopy in a variety of possible in-flight situations, the minimum total combined line strength required to meet the certification testing requirements and the validity of the current certification testing methods as they relate to possible in-flight situations. The analysis of this accident as an interaction between the mass of the pilot and the apparent mass of the canopy suggests that a shock absorbing system of progressive partial failure could be built into the canopy riser system to reduce the probability of such a shock load failure of the lines. Wills Wing is developing such a system, and should subsequent testing prove the system to be functional, we will make it available to all pilots of Wills Wing paragliders.

FOR THE PRESENT TIME, WILLS WING MAKES THE FOLLOWING RECOMMENDATIONS: 1) All pilots flying at any significant altitude should wear a reserve parachute, and should have received training in its deployment. 2) All Wills Wing paragliders are placarded for a maximum pitch angle of 25 degrees, and a maximum bank angle of 45 degrees. These operating limitations should be adhered to. (The only exception to this would be during the deliberate execution of specific canopy control maneuvers, either by a pilot experienced in the maneuver or while under instructor supervision while training in advanced canopy control maneuvers. If performed properly, such maneuvers will not require the pilot to significantly exceed these operating limitations, and will never require or result in the pilot being above the level of the canopy). Under no circumstances at any time should a pilot ever allow the canopy to pass below the horizon relative to the pilot, nor allow the canopy into any attitude or position which would allow the lines to go slack while the pilot develops a high rate of speed relative to the canopy. Pilots must realize that Wills Wing paragliders are not designed for the loads incurred during sudden inflation in free fall. 3) Pilots should maintain their equipment carefully, inspect it regularly, and have their canopies factory inspected on a regular basis. Wills Wing will, as of now, strongly recommend that all Wills Wing paragliders be returned to the factory on an annual basis (or every 50 hours, whichever comes first) for an airworthiness inspection. Canopies will be placarded with this recommendation, and will be signed off after inspection by the factory. It will be the factory's recommendation that canopies which are "out of annual" be assumed to be not airworthy, and that they not be flown.

NOTE: THIS IS NOT AN OFFICIAL APA ACCIDENT REPORT AND DOES NOT NECESSARILY REFLECT THE VIEWS OF THE PUBLICATION

52

P~ragliding, The Magazine

To The Editor I have just returned from the California Fly-In at Point Sal. I would like to take a moment to thank the organizers for promoting this event. It was definitely more of an event than a contest.

Surprisingly, there were three injuries, one which was very serious. I strongly feel the event itself had nothing to do with these injuries. I will not go into how or why these unfortunate situations came about. The APAAccident Chairman would be best suited to review the reports and come to a conclusion .

I became involved in the rescue operation for a pilot who collapsed his canopy and crashed hard into the surf. Enough people had already started running down the cliff to the beach. I saw only one person attempting to contact the outside world using a hand held radio. He appeared to being having no immediate luck.

I jumped in my jeep and headed up toward launch where the night before I had found a spot from which my cellular phone worked. On my way up I saw Ed Pitman. We didn't have to signal each other to stop, we both knew establishing communications was essential.

We stopped. I shouted "Did you call?" He clearly shouted back "No". I said "He went in hard and was in the surf - I'm heading to the top where I know my phone works." He said "OK". I reached the spot. The first three tries to 911 produced busy and no cellular service signals from the phone. The fourth try got the Californian Highway Patrol (CHP). They explained where we were to wait for an air rescue. We all knew the long bumpy drive back wasn't for a spinal injury. The beach people persuaded the ground ambulance to wait. After the chopper was already in route, Ed verified information to the chopper. The chopper landed and picked up the injured person and sped off to the hospital.

I believe our enfant industry needs to promote "How to prepare for an emergency" to would-be contest/event promoters.

Also let's have an established well planned rescue procedure before every event. Phones, phone numbers, radios and much more.

Bob Evans SKYWALK

Paragliding, The Magazine

53

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Pilot Profiles MITCH MCALEER· APA CLASS II Mitch started hang gliding in 1981 . By 1983 he was on the aerobatics circuit. 1984 he took 2nd place at the Telluride Aerobatics Meet. By 1990 he had 4 1st place finishes inciuding another 1st place at Telluride, a 2nd place at Alpago, Italy and 1st place in llinx, Mexico. D.Jring 1988 he started work at UP International in Elsinore, California and was designing hang gliders. Also during 1988 Mitch did 40 consecutive loops in a hang glider. Mitch started paragliding in 1990. He entered the Sobboba Paragliding Meet and led the field but lost due to camera problems.

1991 he entered the Sun Valley Competition and finished 4th overall.

JAN STENSTADVOLD • APA CLASS II INSTRUCTOR Jan placed 3rd at the 1990 USNDTL Salt Lake City and also finished 3rd at the Torrey Pines 199 Meet He has been paragliding for :l-112 years . At this time he is the general importer for Nova USA and the co-Director of Aspen Paragliding.

COLLIN ZINK· APA CLASS I PILOT Collin zink has been flying for 18 months with a total of 58 hours flying time. Sun Valley was his first competition and his best distance to date. He added some extra excitement to the competition with an impressive tree landing . Fortunately he was not hurt. Collin says he will spend more time to get more experience with cross-country flying and competitions.

LEE KAISER· CLASS II INSTRUCTOR · USHGA HANG 5 Lee started hang gliding 15 years ago and has been flying paragliders for the last 2-1/2 years. He flew both Salt Lake City competitions in 1988 and 1989 and the Sobboba Meet in California. Lee took 1st place at Sun Valley, Idaho and is a member of the US World Team .

PAUL POTTER · APA CLASS I INSTRUCTOR Paul has been flying Sun Valley for over 2 years and was very instrumental in setting up the Sun Valley Paragliding Club and at this time is the president of the dub. He has a 9 mile cross-country flight and 65 hours flying time. Paul was the wori< behind the Sun Valley Competition and did a great job of organizing it THANKS PAUL. He hopes to fly at the ONens Valley Nationals this year.

CHUCK SMITH • APA CLASS II INSTRUCTOR Chuck, age 28, started paragliding 4 years ago. In 1988 he took 1st place in the US Nationals at Utah and was a member of the 1989 US World Team. He spent 2 years soaring the sand dunes of Cape Cod , Massachusetts where he runs his paragliding school Aviatricks. He nc:N/ lives in Utah and works for UP international as Assistant Manager and factory pilot.

JOHN BOUCHARD • CLASS II INSTRUCTOR John has been flying paragliders for 6 years. He started in Chamonix, France with some dimbing buddies. He flew in the Verbier competition in 1987 and also flew in his first US competition in Levingworth, Washington. Ed Also placed at the Salt Lake City Competitions. He took 1st place in the US Nationals in 1989 and finished 2nd at the competition in Coussan, France March, 1991. John headed the US Team for the first World Meet in 1989 and will again head the US Team in the 1991 World Meet, France.

GREG SMITH · APA CLASS II INSTRUCTOR Greg has been flying paragliders for the last 4-1/2 years and also has a USHGA Hang 3 Rating . He placed 1st at Levingworth Competition, Washington in 1988 and attended the 1989 World Meet. He also attended most meets in the US. Greg comes from a background of ciimbing and has ciimbed in the Alps and Andes . He operated a paragliding school in Reno for 2 years and was the US Distributor for Condor. At this time Greg is the General Manager for UP International. He is involved in sales promotion, design, product testing and was involved with the design of the Katana and the Stellar. During the summer Greg flew 65 miles at Hobbs, New Mexico, setting a US record (FAI pending).

TODD BIBLER· APA CLASS II PILOT Todd has been flying for 3 years . He competed at the 1990 Salt Lake City Competition and the 1990 Sobboba Competition. At the 1991 World Training Camp in France, he took 1st place. Todd has been mountain climbing for 22 years including 11 Himalayan expeditions to heights of 27,500 ' without oxygen. He also has a solo ciimb of Pumori 23,500'. He is a member of the 1991 World Team USA. ED SIMON· APA CLASS I Ed has been flying at Sun Valley for 2 years. Before he started paragliding he was skydiving. Ed was the Meet Director at the Sun Valley Competition. Thanks for the hospitality Ed. ED PITMAN· APA CLASS II PILOT INSTRUCTOR Ed has been flying paragliders since 1986. He has flown in most of the major US competitions and consistently finished with high points. At the 1989 world Championships he finished in the top third . He has also flown at competitions in Austria, Switzerland, Japan, Italy and France. At this time Ed is running Mariposa Sports, the first paraglider school in Northern Calilornia. Ed is also a member of he US World Team.

ED STEIN· APA CLASS II PILOT INSTRUCTOR Ed has ben flying paragliders for over 2 years. He attended the 1990 Salt Lake City Competition, the Sobboba Meet, the 1991 (Category 8) Meet at Digne, France and also competed in LeRevard, France 1991 (Category A) . Ed also competed at Sun Valley, Idaho 1991. On his travels he has flown in Italy, Switzerland and Brazil. Ed will be representing the USA at the World Meet 1991 France.

Photos taken by Fred Stockwell at the Sun Valley, Idaho Regional competition.

Photo of John bouchard by G. Callaghan .

56

INFERNO

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Dear Readers & Pilots, In taking on the job of providing a magazine about paragliding for pilots, I have had the opportunity to get to know the majority of people who make paragliding their business. On the whole we are a good lot who share common desires and goals. I think we will all agree that our number one priority should always be pilot safety.

In this issue there are several articles relating to the subject of flying safely. fd like to add that it is my belief that the concepts of safe flight should begin at the beginning - with professional schools. To date the APA has sponsored 9 instructor clinics attended by 99 participants. If you include the Wills Wing Clinic the number would be 128 participants who have attended instructor clinics either to get a rating or just improve their knowledge.

In the early days of the APA we began the instructor clinics to educate pilots who wanted to instruct. Now the time is approaching to upgrade our requirements. The emphasis should be on choosing the best most qualified applicants. In a high risk sport such as ours, we need dedicated professional instructors. Our schools should teach in the proven steps to build solid pilot skills andjudgement. That is the way to keep the sport growing, stay in business, and stay selfregulating.

Obviously if you run a business you need to make money. But sometimes a quick buck can come back on you. You don't need to be an instructor to run a paragliding business. There are lots of instructors you can hire. The same goes around the other way, you don't need to be a good business man to teach people how to fly. Many good instructors have a low key home based school.

The basics of a good school are the ability to: 1) Teach people to be pilots. 2) Provide (sell) equipment for entry level pilots including literature, videos, and all other educational aids. 3) Provide maintenance of equipment repairs, parts, etc.

4) Provide upgraded service for pilots' skills as well as equipment.

As our sport continues to grow in america we all need to keep abreast of the changes in equipment and technique. I feel this is part of my job as editor, and within the paragliding community there are several hard working individuals who have made this a priority.

It is my goal to print material about paragliding that is relevant, factual, informative and positive. In this way I hope the pilots reading the magazine will benefit from the information and the paragliding community will prosper. We all need to stress the positive aspects of the sport we all enjoy without ignoring the mistakes from which we learn. Learning is not a task to be completed but a process to be continued.

Cheers, Fred Stockwell - Editor

Paragliding, The Magazine

59

CLASSIFIED • ADS TO PLACE A CLASSIFIED AD: send tenet and $10 per ad, per issue to: 3314 West 11400 South• South Jordan , Utah 84065

MUST SELL Aires 23 (135-165 lbs.) . Excellent condition, excellent deal. Harness, backpack, (control seat optional).

Rated ACPUL 2 . $900 080. Dave 503-344-2372.

ITV Saphir 100. Good condition $1500. ITV Saphir Must 265 like new $2000.

Call Todd (303) 447-351

Excaliber 27 Cell - size 244.

Mint condition, less than one hr air time , custom colors - teal/pink in symmetrical pattern , $1 ,050.

W/harness. Dav id Behr 406-586-9336.

WILLS WING AT 123. WI deluxe harness and speedbar. New May '91 . Financial problems, must sell. $2700 080. Carl Zapffe (503) 5442615.

GLIDERS FOR SALE Katana 22. Latest model.

Excellent condition, less than 10 hours. $2400/offer.

(415) 489-2320. Can leave message. Hilite II 23. Excellent condition, Less than 10 hrs, 3 mo.new. $2000/offer.

John or Kathy 415-489 2320. leave message.

FOR SALE - "FIREBIRD TWIST 25" with Firebird supine harnesses and backpack. One yr old, excellent condition, no tears.

Light pink. $1850 080.

Call Wess (303) 923-6643.

ITV METEOR 97. Blue/ pink, speed seat and bag . $1400. Jack 415 - 728-0938.

FIREBIRD F1 - 21 sq.m. High performance paraglider for lightweight (110-150 lb.) pilot.

Green and yellow. $2100. WI harness and bag. (619) 2741948, (615) 641 -75-39 (hm), (415) 476-05-25 (wk) .

FOR SALE Kestral 248, pink W/Yates harness and pack. 50 flights $1300. Tom (415) 474-6864.

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Must Sell. Harness $2600.

Also paragliding towing systern. Tows to 2000'. $4950.

(602) 992-7243 eve.

FOR SALE - Wills Wing AT 123. Six flights, less than 1 hr, most on European grass, w/accelerator. $2700. 1991 ITV Meteor Gold 28. Less than 20 flights, 3 hrs. New ITV weight shift harness. $3000. 1990 Pro Design Airbow 23, 40 flights, 7 hrs, $2000. Call David Masuda 208-263-0035.

ITV METEOR 105. Like new.

Purple/pink, approx. 30 hrs use, integrated seat, pack $1500. John 408 - 732-2775.

Comet CX-21. Perfect con dition, includes backpack, $2100 . Condor SP - 10 w/backpack and harness $1100. Joel (303) 728-3293.

1990 Pro Design Kestral 204.

20.4 m, blue w/neon. Incl.

Yates harness and pack. Exe. cond. $1600. Reid (602) 8817300, 299-9704.

AIRBOW 23 - 3 hrs air time $1800. Dexter 406 -4532841 , 406- 727-7418 (wk) .

FOR SALE - 1990 STV CometCX-25,32sq. m. 150400 lb wt range, Class I, less than 25 hrs, exc. cond. $2400 080. Jay 801-566-2551 .

ar ey 1te 28 w/harness $950. Harley Mag ic-9 $650. Firebird Cobra 24, new condition $1300. 406728-2876.

95 Meteor - Pink/purple/white.

Never towed , w/reserve $1600 nego. Call Dana 512 472-6679.

FOR SALE - Yellow Comet 24 CXA $1800. Good condition, all new lines, 50 flights.

Peter 303-925-5718.

FOR SALE - Comet CX-21 . complete w/ harness $1500.

(415) 713-8936 - ext. 893, leave message for Uwe.

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