USHGA Paragliding December 2000

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744 70 90977

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PARAGLIDING • DECEMBER 2000

AIR MAIL

DIXON'S NOTES

UPDATE

CALENDAR OF EVENTS

COMP LINES

INCIDENT REPORTS

PRESIDENT'S CORNER

SNOWBIRD X-C COMP 2000

by Ken Hudqnjmgen:sert, phptos by Kevi1J-Jlernicki

PILOT REPORT: THE GIIS .·B,A:NDIT © 2000 by Alan Chucufa:t_e, phutos by M1;uy Hobson

CLASSIFIED ADVERTISING

PARAGLIDING OAHU - E~TICKET RIDES byfi,mir,y Hall photos by Stefanie Brend[ andJimmy Ha(l Sea to .Sliy J!r-r,ductiDt4

COVER: Flying beautiful Oahu, Hawaii. Photo by Stefanie Brend!. See story on page 32.

DECEMBER

2000

THERMALS: COLLECTORS, WIC!x:S AND TRIGGERS

by Will Gadd, illustratiomJJy Tex Forrest;

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Gil Dodgen, Managing Edito1/Editor-in-Chief Steve Roti, Contributing Editors Dave Pounds, Art Director Will Gadd, Dennis Pagen Staff Writers Office Staff

Jeff Elgart, Advertising, jjelgart@ushga.org Joanne Peterson, Member Services, rjpeterson@ushga.org Sandra Hewitt, Member Services, slhewitt@ushga.org Natalie Hinsley, Member Services, njhinsley@ushga.org USI-/GA Officers and Executive Committee:

David Glover, President, david@davidglover.com Mark Ferguson, Vice President, mark@ballvarios.com Russ Locke, Secretary,russ/ocke@juno.com Bill Bolosky, Treasurer, bolosky@microsoft.com REGION 1: Bill Bolosky, Steve Roti. REGION 2: Jamie Shelden, Ray Leonard, Scott Casparian. REGION 3: Ken Baier, John Greynald, Gregg Lawless. REGION 4: Mark Ferguson, Jim Zeiset. REGION 5: Frank Gillette.

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

REGION 8: Doug Sharpe. REGION 9: Randy Leggett, Geoff Mumford. REGION 10: David Glover, Matt Taber. REGION ·11: Kent Robinson. REGION 12: Paul Voight. DIRECTORS AT LARGE: Ed Pitman, Paul Rikert, Dan Johnson, Jan Johnson, Dennis Pagen. HONORARY DIRECTORS: G.W. Meadows, Bob Hannah, Randy Adams, John Harris, Steve Kroop, Larry Sanderson (SSA), Chris DuPaul, Gene Matthews, Lars Linde, Ken Brown, Rob Kells, Michael Robertson, Liz Sharp, Russ Locke. EX-OFFICIO DIRECTORS: Art Greenfield (NAAJ. The United States Hang Gliding Association Inc. is an air sports organization affiliated with the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FA!), of the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAl-related paragliding activities such as record attempts and competition sanctions.

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

PARAGLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. PARAGLIDING editorial offices: 31441 Santa Margarita Pkwy., Suite A-256, Rancho Santa Margarita, CA 92688, phone (949) 8887363, fax (949) 888-7464, e-mail: GilDodgen@aol.com.

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

PARAGLIDING (ISSN 1089-1846) is published monthly by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903-3657 (719) 632-8300. FAX (719) 6326417. PERIODICAL POSTAGE is paid at Colorado Springs, CO and at additional mailing offices.

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

DECEMBER

2000

VOLllME

NOTAMS AND HANG GLIDING/PARAGLIDING Dear Editor, I have had several conversations with local hang glider and paraglider pilots, the local sheriff's office, the local FSDO (FAA) and several other people. I want to take this opportunity to remind everyone that according to FAR 103.20 we (as ultralight aircraft operators) are subject to Notices to Airmen (NOTAMs). It is our responsibility to seek out these NOTAMs. Some of the cases in which they occur are in the event of a forest fire, because they want to restrict any flying that might inhibit effective slurry bombing. Note that even if you stay clear of a restricted area, the spotting personnel may not interpret it that way. You may inadvertently be the cause of a fire damaging peoples homes due to slurry bombing being halted because of the appearance that you are in a restricted area.

Remember that perception is usually reality. Let's stay completely clear of restricted areas (especially in NOTAMs) and keep our sport thriving and self-regulated. Thanks.

Mark Ferguson USHGA Vice President

TWO CENTS WORTH Dear Editor, I want to say how glad I am that we have guys like Chris Santacroce and Dixon White working for us. However, after reading their letters in the Airmail sections of my August and October issues of Paragliding, I'm left wondering.

Chris starts out with things like how cool it is to throw the round out there when necessary, and then moves on to this bombshell when he says, " ... steer and clear is no longer the best ... " Dixon comes back and says we should neither, "overcontrol the glider nor sit back and wait for it to self-correct."

First, when all hell is breaking loose I really don't like the sound of the sit-back.and-wait thing. When the proverbial poo

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hies the radiator fan I want to do something, so I'm with Dixon in that situation.

However, I'm one of those guys whom you'll hear say from time to time, "Let's do something, even if it's wrong." Wrong when flying paragliders can mean you end up making tight little circles while going backwards. Chris's point is well taken: No one ever spun or stalled a glider with "their hands up and their head back."

And, the fact is, four of my friends this past flying season spun or stalled their gliders and either hit the ground or threw out the round parachute. In addition, I observed five different helicopter rescues (in the U.S. and Europe) and in the majority of these cases the original mistake had to do with "overcontrolling the glider" by overreacting to something bad.

After rereading Chris's letter, all he is really saying to do in that hellish moment is, "Lean back and wait for a moment." In other words, stay cool and go to a neutral corner.

Although I do agree with Dixon I'm not sure how realistic he's being in the real world. Yes, in a perfect world we do things perfectly, not too much and not too little. However, there is a major scarcity of perfection in the real world.

Also, I've heard this argument before, the one Dixon makes about (DHV?) testpilots and us mere mortal pilots taking safety courses over water, and the selfinduced "asymmetric folds" we produce as not being the same as, " ... real-life asymmetries." (You will hear Steve Rori champion chis position any time a discussion regarding "safety clinics" takes place.)

What throws me off here is in Dixon's very next paragraph where he states that a pilot can "train yourself to react without overreacting ... " and you do this not by flying but by standing on the ground, wing overhead, and "face forward as you would be in the air. .. " apparently inducing imperfect "70% asymmetries" and then reacting. Am I reading this right, large asymmetric collapses (or "folds" if you like that term better) induced by DHV test-pilots (among others) are less likely to produce desired effects than are pilots standing on the ground kiting a wing that is of necessity only partially

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loaded?

I know that Dixon is a stickler about terminology. He insists on words like "fold" over "whack" or "reventilate" over "reinflate." And, once again, I agree with his points about watching your words. So, when he says, "be very active ... " and I think of terms like "active flying," I can also see the point Chris is making. The word "active" comes from the same place the word "action" does, and both notions have very little to do with "leaning back and being cool," especially in the face of an in-progress emergency situation. What I'm realizing is that going hands up and head back may be, in reality, the act of not overacting.

The controversy is not simply "steer and clear" versus "hands up, head back."

As I see it, it has more to do with those of us who are less than perfect. Sooner or later we are going to screw up. We are either going to pull too hard or not hard enough. Apparently, as per Dixon, not pulling hard enough can lead to terminal spirals, and as per Chris, pulling too hard can lead to stalls and/or spins. Pick your poison. In my experience there have been a lot more spins and stalls that resulted in a bad outcome than spirals, but that's my limited view.

In the end, an old skydiving mantra comes to mind, "\Xfhen in doubt, get it out." So, I guess in an imperfect world full of imperfect pilots, ultimately Chris's first point stands true. It is cool to choose the round over the ground. But then, you'd better do a perfect PLF.

gusty conditions and SIV courses. Richard says he sees pilots overcontrol into spins, but there are some folks who undercontrol into spirals - seems like 50%-50%, which I know both Chris and 1 are concerned about.

The "best" solution is for newer pilots (maybe those who average less than five hours per month and have a total ofless than I 00 hours) to spend much more time in simple air and kiting. Flying in dynamic/turbulent air is a big deal, and even after loads ofpractice a newer thermal pilot should seek focused guidance from an instructor who's used to giving radio instruction to thermaling pilots.

Dixon White

HELP NEEDED Dear Editor, We need support for a club we would like to put together for the pilots of Long Island and the New York City area. We need all the help we can get from anyone to preserve an air-base flying site, have access to it as a club, and not let a golf course and homebuilders get their claws on it. It may not work but it was going to, and it would be an unbelievable flying site for the northeast coast. We live in the middle of one of the most populated areas in the U.S. where most of the money is too (the Gold Coast).

Grumman (the airplane manufacturer)

has sold the place to the town of Riverhead ( the east part of Long Island) for one dollar. The town is hurting for money and is trying to get people on the air base to generate revenue. But many people want to keep it as it is now and for what it was built for, aviation.

We just joined the effort to preserve the air base. Former Grumman workers and local town folks do not want to transform even more the already overdeveloped Long Island area. The eastern section (Suffolk County) has all the farm land and this is where Long Island wines are making headway in the world market.

It is a beautiful area and the potential for paragliding and hang gliding towing and powered paragliding is very real.

We are asking pilots to send e-mails of support for the preservation of the air base and to open it to a general aviation club. Send your e-mails to me at supair@macconnect.com. I will collect them for our future proposal to the town.

Be specific in your e-mail and only mention paragliding, motorized paragliding and hang gliding, not airplanes because of the tendency for people to think of aviation as big and noisy, and this is not what we want either, just quiet, non-polluting, beautiful, slow-flying wings.

Philippe Renaudin

Richard Thompson

Become "one" with your glider and the air and you'll hear/feel/sense the glider and air starting to get strange and then be more responsive with better inputs. Too many pilots are diving into big air without developing a real integration, which talm time and practice. (Rob Whittal once told me he thinks it takes about 500 hours.) The practice should include accurate (and safe) landings, which prove glider energy management, forward-facing ground handling in

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TORREY PINES GLIDERPORT TEAM EXTREME VIDEO

T

orrey Pines Gliderport is pleased ro announce their new Team Extreme video which has just been completed. le is a 25-minuce, action-packed aerobatic flying experience featuring cwo of che world's best Arco pilots, Felix Rodriquez and David Euruad, performing in che spring life ac Torrey Pines Gliderporc.

Concacc: Torrey Pines Gliderporc, 2800 Torrey Pines Scenic Drive, La Jolla, CA 92037, (858) 452 9858, fax (858) 452 9983.

NEW VIDEO RELEASE PARAGLIDER GROUND HANDLING AND THE ART OF KITING Paraglider Ground Handling and the Art of Kiting is che latest paragliding adventure film from Paul Hamilron and Adventure Productions. You will learn techniques and tips for easy ground handling with this instruc tional program, get in tune with your glider and improve your fl ying skills while on the ground.

Light, moderate and high-wind conditions are covered with the successful and proven industry-standard techniques of Dixon White, Master pilot, USHGA Examiner and Paragliding Insrrucror of che Year. Dixon comments, "We present techniques chat scaciscically work best for glider management on che ground, facilicacing easy and successful launches whil e building active piloting skills."

"Pilots have been asking for a ground handling video for years. I am so glad ro finally gee chis o ur for chem," comments Paul Hamilron.

"Now anyone can be the master of their paragl ider and be che best on che

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hill. This is a m use-have for all paraglider and powered paraglider pilots ."

Paragliding Ground Handling runs for 44 minutes and is available for $36.95 plus shipping ($4 USA/Canada/Mexico, $10 for all other countries) from Paul Hamilron, Adventure Productions, onl ine secured 24/7 ar www.advencurep.com, (775) 747-0175, pau.l@adventurep.com, 6553 Srone Val ley Drive, Reno, NV 89523. Its also available from Dixon W hi te, www.paraglide.com, (520) 526-4579.

INDUSTRY EXPERTS VISIT THE U.S.

D

uring the past six months a whole host of industry experts have made special appearances in the Western U.S. Gin Seok Song, world-renowned des igner (Gin G liders) , visited both Salt Lake Ciry and Searcle in June. H e visited with local pilots, gave lectures and held question and answer sessions ac each location. In July, Rob Whittall of Ozone came ro Red Bull Wings Over Aspen and chen continued by rouring che western U.S. with srops in Salr Lake Ciry and Seacde. Rob wowed audiences every step of the way wich his slide show of flying in che Himalayas and with rhe new aerobatic maneuver called che SAT. Mose recencly, DHV/SHV/AFNOR test pilot Alain Zoller volunteered his time ro judge the Second Annual Seaccle Aero-Barde.

He also rook tim e ro give an evening of theory at Chirico's American Paragliding Academy. Alan's visit represents che first time char a DHV/SHV/AFNOR rest pilot rook rime ro offer such an informative session in rhe United States. The information he presented was very revealing. Most interesting were some of the answers chat he delivered during che Q and A session. Rarely, if ever, did American paraglider pilots have such an experienced, knowledgeable and objective professional paraglider pilot at their disposal .

Each of these sessions was sponsored by Super Fly, Inc. as a service ro rhe paragliding co 111111 Ul11 ry.

CRITTER BACKPACK AND PARAGLIDING PRODUCT NEWS

C

ritter Mo untain Wea r's new d uffel bag/backpacks are now available. They are a huge 16" x 16" x 35" (8,960 cu. in.)

and big enough co either use as a pack by itself or as a backpack cover. Ir is made wirh eight-o unce Spectra mate rial char is less expensive, lighter and more puncture resistant than ball istics cloth . In addition, the black and whi te ripsrop Spectra looks very avant-garde.

Some of the features include padded back, srowaway shoulder straps, handles on four sides and compression scraps. There is also a removable, padded bottom piece char provides extra protection and support.

T he Dirr Bag and Sky Trek paragliding backpacks from Criner are now available in five d ifferent sizes of suspension, small thro ugh do uble extra large. The backpacks fit pilots ranging from 5' 6" and 90 lbs. ro 6' 5" and 350 lbs . Shoulder strap, hip belt and rorso sizes can be combined to assure optimum sizing. Since rhe rorso-ro-hip belt measurement is critical in backpack sizing, rhe packs bring a new degree of comfort ro hiking wich a glider. By building each backpack on a custom basis, che "one size fits mosr" problem is eliminated.

Paraglider backpacks have traditionally left a loc co be desired. They are usually coo smal l, poorly designed and made from inferior materials . Designs for Critter Mow1rain Wear products can1e from the backpacking and mountaineering markets, and involve a simple philosophy: no compromises and build ir right so ic will lase forever.

For more information contact: Critter Mountain Wear, P.O. Box 975, Crested Burce, CO 8 1224, 1-800-6869327, cricrer@cresredburce.net, www.cricrermounrainwear.com.

AIRPLAY PARAGLIDING TO BE FEATURED IN SMITHSONIAN AIR AND SPACE MAGAZINE

D

ixon White informs us that

Smithsonian Air and Space magazine

sent a reporter and photographer co Airplay Paragliding for a week, and a lengthy story about paragl id ing is d ue co appear in che D ecember 2000 issue. The article should include many great photos and add ress paragliding in a very positive light. They even leased a helicopter co do air-co-air sh ors!

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

It has It a ll; speed. g lide sink rate, great handling, light brake pressure. excellent thermalling characteristics. quality of materials and workmanship, as well as superior stability.

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

Wally Anderson Merlin Flight Sch ool

'I found the performance and flying enjoyment of Swing's new ARCUS beyond my expectations Swing's ARCUS has raised the bar with this newly r e leased entry level g lider All the speed, performance and looks of a performance gilder, in a DHV 1 paragllder Any student choosing this glider will likely wear it out, rather than sell It off for greater performance as they progress down the line Advanced p ilots w ill rediscover the sheer fun of safe flying without feeling overly r estricted.

My DHV 2·3 Is going to have to share a ir time with the ARCUS as I ended u p b u y ing one for myself · Rob von Zabern Paraglld lng Magazine. July 99

"I never expected a beginning paraghder could have such a fantastic combination of great thermalllng performance. eye-watering speed capability, rock-solid stability, and carefree maneuvering. The ARCUS is my idea of a fly ing dream come true."

Mark "Forger'' Stucky Paragliding Magazine, July 99

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until the wind has picked up and the lead gaggle is specked out. I like to figure the time it will take to get geared up, launch and top out the lift before the start tarp opens. Some pilots find extra time waiting for a scare tarp relaxing, while others would rather wait on the ground. I once watched 'fomas Suchanek repeatedly climb through the gaggle to the top, fly out and spin back down before the start tarp at the '95 U.S. Hang Gliding Nationals.

poor planning, but it docs occasionally happen. The most dangerous thing in this situation is to spiral or B-line down toward an unsuspecting gaggle of pilots below. It is safer to take a GPS heading toward the closest edge of the cloud and hold the heading, though this is easier said than done. Upon popping out, fairness demands a descent back down to cloudbase before continuing on. Of course, it is best to stay away from the middle of a sucking cloud and avoid the whole issue.

Flying Too Fast or Too Slow

Common Beginner Mistakes In Competition

by Josh Cohn ile this laundry list of pitfalls is aimed at competitors, many will also apply it to cross-country flying. If you are really creative, you may even figure out how to apply some of it to setting the clock on your VCR. In an attempt at organization, the mistakes are grouped under judgment, flying skills and mindset.

JUDGMENT

A Snap Decision Bad decisions are often made in a rush or without conscious thought, so think ahead and plan the next move before topping out a thermal. While gliding to what you think will be the next lift, have a Plan B in case it's not there.

Launch Timing The usual mistake is waiting too long,

DECEMBER

2000

You have to be prepared to shift gears, perhaps several times during a flight. Flying fast is not so much about stepping on the speed bar all the time as being discriminating about which lift one circles in.

Sometimes the winner is the one who first realizes that it is possible to glide straight to goal. Then again, sometimes the one who flies conservatively and stays up is the only one to make it. It's a matter of reading the area and the day's conditions.

Pushing ft loo Far Gliding in to Goal Paragliders are more prone to deflations at higher speeds, with more loss of altitude and time spent recovering to be expected.

It is tempting to come charging in to goal at full speed, but unless the air is smooth and one is high, it's not a great idea.

How worthwhile it is to take the risk of being slowed down by a deflation depends on the scoring system. If there are place points, it may be worth taking a little risk to get there before another pilot. But if there are not, beating someone by less than IO seconds usually only gets you a few points. On the flip side of this, I heard about one meet in which Kari Eisenhut and Steve Cox, two of the top Swiss pilots, were gliding in together to goal. Steve got a deflation and lost a few seconds. Kari, like the good guy he is, waited for Steve and they crossed goal together. Kari learned a lesson when Steve ended up winning the meet three points ahead of him.

Descending At Cloudbase When a gaggle gets to cloudbase, the pilots glide out on course, pulling ears in as needed to avoid getting sucked up. Getting sucked into a cloud is generally a result of

FLYING SKILLS Gaggle Etiquette Competition gaggle flying is like urban clriving. It may seem crazy to those not used to it. But along with the increased closeness and aggressiveness, there is a high level of attention being paid. Most of the top pilots realize that they will climb best if they do not get in each other's way, and that it's very hard to make goal while tangled up in a midair.

I assume you know the basic thermaling right-of-way rules: right of way goes to the glider in the thermal first and the one climbing up from below. But there are some finer points of rhermaling etiquette.

Given the above, it follows that when joining pilots in a thermal, you should slow down, speed up, or turn wider to yield the right-of-way. In rough air, flying directly above someone else is risking a midair, besides which they may not see you. My most common comment in thermal clinics and flying with newer comp pilots is "turn tighter." This can, of course, be taken to an extreme. Nevertheless, it is mildly annoying to get stuck behind someone turning wide circles. It is not necessarily rude to turn inside someone in this situation. If it is done right, so as not to push the other pilot out of the thermal, there is no problem.

Several times I've flown with apparently self-taught paraglider pilots with experience in other soaring aircraft. They tend to know what and where a thermal is very well, but may be lacking in the glider control department. It is especially tricky tryContinued on page 21.

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Marketing Paragliding

by USHGA President David Glover everal days ago I sent a long overdue e-mail to our esteemed president, David Glover, to thank him for the good job he is doing, and to tell him about an idea that's been rattling around in my head for a while. The idea was to adopt corporate partners like the U.S. Ski Team has done so successfully. In order to get paragliding in the public eye, where it belongs, I thought we could identify official products. For example, the Chevy Suburban might be the official 4WD of the United States Hang Gliding Association. Of course, there are many companies that have a natural association with paragliding, but currently they hardly know we're here. I thought Dave could get some of the USHGA marketing team going in that direction, and see where it takes us. This is how I learned my first lesson, we don't have a marketing team, but he said he would give me his column space this month to get out my message.

The good news is that Dave's been tossing around similar ideas and was glad to get a call from a sucker like me. He appointed me as Director of Marketing, and asked how USHGA could help. This is when I learned my second lesson. What 1 thought was sort of a novel idea is actually a mature industry. There are companies and websites out there that exist for this purpose. The marketing folks at major companies like GM get hundreds of letters like mine every month.

However, I think we have several advantages over many of the groups that approach them.

First, we are involved in the most exciting sport there is. We do what most everyone dreams about. Freedom and excitement is apparently the message the truck companies are trying to get across in their TV ads, and we can help. In addition, we're a national organization, and we are there to be spoken for. Finally, we're not asking for tons of money. If we simply get companies that want to be associated with us, and use us in their TV, radio and print ads, we're way ahead. Of course, we'll ask them to take out ads in

S

12

our magazines, sponsor contests, provide equipment, etc., but this is small potatoes to them.

What we don't have is a list of influential contacts at these companies. This is lesson three. While I admittedly don't know anything about marketing, I've got friends who do, and they all tell me the same thing. Getting a personal referral to the right person makes all the difference.

This is where you come in. Among the members of this organization I'm sure there are people who can get us into just about any company out there. I am asking (begging) any of you to contact me with such references. Go to your club meetings and ask there too - please. If I can use your name, great. If not, I can still use the name and address of the CEO, VP of Marketing, advertising execs, and whatever else you have. E-mail me at rick@ushga.org.

Here is a brief list of the areas we've thought of so far in seeking corporate sponsors. Maybe you have some ideas of your own. Let me know.

•

4WD (Chevy, Ford, GMC, Toyota, Mitsubishi, Subaru, Isuzu, Dodge, Nissan, etc. Who puts trucks to better use than we do?)

• GPS (Garmin, Trimble, Magellan, etc.)

• Roof racks (Yakima, Thule, etc.)

• Tires (Goodyear, Firestone, etc.)

• Airlines (United, American, Southwest, TWA, Continental, Northwest, etc.)

Rental car (Hertz, Budget, Avis, etc.)

• Hotels (Ramada, Sheraton, Westin, Holiday Inn, Day's Inn, Marriott, etc.)

Hydration systems (Hydra Pak, ?)

Energy bars Soft drinks (Coke, Pepsi, Red Bull, etc.)

• Sports drinks (Gatorade, Powerade, etc.)

• Ham radios (Alinco, Yaesu, Icom, etc.

I think we're the only ones who really put them to good use.)

Sunglasses (Revo, Oakley, etc.)

• Goggles • Timepieces (Swatch, Casio, Timex, etc.)

• Camera (Canon, Kodak, etc.)

Flying/hiking boots • ISP's etc. (Earthlink, AOL, MSN, Yahoo, Google, etc.)

•

•

Phone companies/ cell phone companies (Nextel, Pac Bell, Sprint, MCI, etc.)

Long Distance providers (10-10-220, 1-800-collect, etc.)

Electronics (Sony, Sega, etc.)

I'm sure you can think of others as well. Let me know.

There are other possibilities too.

Images of certain paragliding aerobatics displays like Red Bull Wings over Aspen and the Seattle Aero-Battle are made for TV. Our Competition Committee Chairman, John Borton, has done an astounding job of turning speed gliding into a mature form of competition that is ready for prime time. I don't know how many of you have seen the video of the speed gliding events in Austria, Greece and Aspen, but they are something else.

I've been fortunate enough to work on the X-Games productions several times, and now 1 have something to show them.

1 intend to offer ESPN an exclusive for USHGA speed gliding comps. John Borton has committed to produce the comps. He will get the athletes, find a site, set the course, deal with local officials, and generally create a top-notch national competition when and where it is needed if we can just get the sports broadcasters to show up with cameras.

Paraglider pilots with ideas along this line, please get a hold of me. When you consider how much of this work is done

by ESPN for all other X-Games events, this seems like a no-brainer. With any luck we can even bring a sponsor with us (Red Bull?). If ESPN isn't interested, there's still the Gravity Games. If we offer an exclusive we can help the broadcaster do what they want more than almost anything, to distinguish themselves from the other guys. So who out there has connections at the Gravity Garnes?

I'll close by repeating my shameless plea - send me your contacts. I'm sure someone out there was a fraternity brother of the director of marketing for Intel, or flew radio-controlled airplanes with a VP at United. E-mail me at rick@ushga.org. Thanks. I look forward to hearing from you.

Ifyou have other ideas that you can help out with please contact USHGA President David Glover, (706) 657-8485, david@davidglover.com. • PARAGLIDING

I

Some Inspiring Memories From This Past Year

by Dixon White erry Christmas and Happy New Year! Here are some inspiring memories from this past year...

We had three students in their 70's (all from different areas of the country, all at different levels of skill, and coincidentally flying on the same day this past summer) grace us with the broadest, most infectious smiles after each flight. Gary landed right near the cone and simply laughed as the other pilots, many at least half his age, gave him congratulations. John had the longest flight of the day, even flying farther than Mark Telep, "That Speck," on an X-C flight from Chelan (with an unforgettable moment when Mark bowed deeply with respect for John). Joe spent the early morning hours knocking large, truck-pitching rocks off our access road and, for even more exercise, then carried his glider pack to the flying area.

All three fly in perfect form, do their homework, and have a deep love for paragliding. All three of these gentlemen shared stories that kept us mesmerized stories ranging from one being a smokejumper in the l 940's, to another being an Air Force fighter pilot and instructor, to another being an intermediate hang glider pilot. The entire class was beaming, excited and energized. These guys were the real thing. We younger folks found ourselves humbled. The unasked question, which would be impossible to answer, was whether or not any of us would be as "capable" when we, hopefully, found ourselves at their age. Some may have wondered how they could be as talented at their own current age!

How easily they have become solid pilots. Gary showed up on his second day of class with the entire week's homework finished and a complete weather briefing, which sure wide-eyed the other, younger students. Gary's smile was continuous as DECEMBER

2000

"Flight offers us the stuff of which dreams are made. We are so very lucky to live in these technological times, that there's the USHCA to offer guidance and structure for our sites and training, and that we have the time and means to pursue the sport.

11

we suffered through difficult training weather. He simply relaxed by telling stories, playing with the kitties and reviewing his lessons, and in the end he completed his Novice course with ease. He inspired the other students to respect the weather and to appreciate our fortune when it blossomed into a flyable day.

John hadn't flown since spending three weeks in Flagstaff, Arizona six months earlier. John also showed up each day with a complete weather briefing and racked up more X-C miles in that clinic than any of the other, younger students. John was proud of meeting his goals - he got high, stayed high and flew far. John wasn't afraid to pursue every little detail, often with questions he thought were nit-picky, because he was determined to fully understand what we instructors could share. He inspired others to be patient with their timing on launch, making the most of the thermals and then gliding thoughtfully.

Joe has been flying the longest of the three, but knew he was behind the curve with currency last summer, so he asked for help without any ego-related concerns.

He simply said that he wouldn't want to burden Susan, his wife, with an injury

from an unnecessary accident. Within a few lessons Joe proceeded to make the flights, once again, without instructor aid.

Joe flies so smoothly you'd swear he was a seasoned pilot - turns that are graceful, landing approaches that are perfect and style that many a young person would love to have.

We spoke with a talented X-C pilot in Chelan who told of an experience in Europe a month earlier. He had run into an American woman, probably in her late 40's, who pretty much out-flew everyone, everywhere she traveled. He told of her careful analysis of the conditions, timing on launch, and reasons for continually modifying her flight plans when necessary. He was thrilled with her infectious enthusiasm for flying. We knew who he was describing and we weren't surprised.

What he may not have known was how hard this pilot has worked to develop her competence. She has taken clinics in everything from many different instructors, and generally two or three times.

Aviation, both academically and athletically, were tough for her. Unlike our threesome mentioned above who arrived at their first class with a "sense" of aviation, she had had no previous experience that was remotely similar. Although she is well-coordinated, her knees were shot, which made her very cautious. Her passionate love of flight gave her the determination and energy to overcome any obstacle. When we caught up with her this fall she was overflowing with happy stories of her flying trip to Europe. She was taking full advantage of having finally moved her last kid out of the house.

There are so many stories and so little room here. The themes are similar; maybe yours are also. Flight offers us the stuff of which dreams are made. We are so very lucky to live in these technological times, that there's the USHGA to offer guidance and structure for our sites and training, and that we have the time and means to pursue the sport. The key thing that's prevalent in all four of the folks mentioned above is how appreciative they are of everything. Appreciation produces respect which leads to success and all the more happiness. •

13

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

COMPETITION UNTIL DEC. 31: The Michael Champlin World X-C Challenge. No enuy fees or preregistration requirements. Open to paragliders, hang gliders, rigid wings and sailplanes.

For more details visit the contest's Web site at http://www.hanggliding.org or contact: John Scott (310) 447-6234, fax (310) 447-6237, bretto nwoods@ernail. rnsn. corn.

CLINICS/MEETINGS/TOURS OWENS VALLEY 2000: Fly with r1 World Champion, l 0-time National Champion and X-C world record holder Kari Castle as your guide in the Owens. Private one-on-one or group instruction available. Further your flying education. Contact: Kari Castle (760) 872-2087, karicasrle@relis.org, www.northwesroutdoors.com/fly I. FEB. 1-28, 2001: Brdzil Paragliding Tour 2001. Warm X-C flying in the middle of winter! Experienced U.S. instructors guide you to one of the premier flying sites in Brazil. Governador Valadares, north of Rio, is a popular site for world-class competitions.

Mild thermal conditions, light winds and gentle terrain allow magnificent flying from morning until dusk. Fly X-C or locally; the best mid-winter flying anywhere. Hospitable city, pleasant entertainment and dining are abundant. Transportation to launch and

retrieval available. Lodging and two meals per day provided. $1,200 for any 12 days.

Contact: Adventure Sports, (775) 883-7070, www.pyramid.net/advspts.

JAN. 7-28, 2001: Prmzsoft Pamgllding 7th Annual !vfexico Tours to lgualla, a 2,800' drive-up launch in central Mexico. Perfect safety record, flying every day with no injuries. Eight-day clinics for novice and intermediate pilots to improve therrnaling and cross-country skills. Par,isofr meets you at the Mexico City airport and covers transportation, hotel and instruction for eight days. Granger Banks will offer a new trip to Valle de Bravo, Pueblo, and the volcanoes for advanced pilots only, Jan. 21-28. Visit http://parasoft.boul der. net/ WinrerF!ying.hrml.

FEB. 9-11, 2001: USHGA Board ofDirectors meeting; Indianapolis, Indiana. Contact: (719) Ci32-8300.

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Some ofthe competitors waiting on Baldy Launch.

Top ofthe tram, Hidden Peak Launch.

16

e chose a different format for this comp in an attempt to make it more fun, safer, and to test a wider spectrum of the skills that a good X-C pilot needs. The open format with no goals (other than fly as far as you can), leaves the pilot in charge of more X-C skill decisions, such as when to launch, what direction to go, which route to take, and when and where to land. We chose this open-distance X-C format with no start tarp or turn points because of the requests of many pilots. And so far the pilots love it. The following is a brief account of what transpired during this year's competition.

DAY 1 - TASK 1 (SITE: INSPIRATION POINT) Todd Bibler went out when no one else was willing to launch in light conditions, made a low save while setting up his landing approach over the normal landing zone, and squeaked out 15.7 miles to win the day with Bo Criss close behind.

Everyone stayed below 10,000 feet MSL for their entire flights, and 800 fpm up was the max lift. We were all surprised to get a valid task out of the light conditions.

.

DAY2 Blown out. We had a fun wait. It did get lighter but too late in the day for a task.

DAY 3 - TASK 2 (SITE: INSPIRATION POINT) We had generally light lift with a few stronger pockets that required patience to get to 11,000 feet. After a few relaunches almost the entire field had good distances and Todd won the day again with 26.2 miles, and Dale Covington was second with 20.8 miles. Max altitude was 11,500 feet and l ,200 fpm up.

DAY 4 - TASK 3 (SITE: SNOWBIRD) It started out a bit windy at Baldy. Only two people were willing to launch into the early windy conditions. Most pilots waited until later in the afternoon to fly when the wind started dying down. We did eventually get a bit of distance with Bill Belcourt doing 48.5 miles as he "frisbeed off into the sunset," getting greater distance over the ground than altitude above it with each circle. Bill took first place and DECEMBER

2000

Snowbird Cross-Country Comp 2000 September 9-16, 2000

by Ken Hudon.Jorgensen, photos by Kevin Bernicki

Last year we came close to beating the Utah X-C record o/90 miles previously set by Todd Bibler and Bill Belcourt. This year we smashed it and set new US. and North American foot-launch records.

Todd Bibler was second with 18.3. This was a fairly turbulent day with max altitude of 15,000 feet and max lift was 1,200 fpm.

Robby Whittall put on a fantastic slide show this evening at the Super Fly party.

Thanks go to Jeff Farrell and Chris Santacroce for hosting this event. The show gave us a small taste of the flying adventure chat Robbie, Bob Drury and Peter Brinkeby had while in Nepal. Two things impressed me: the incredibly large adventure that it was and the strength of the mountain people of Nepal. These people lead such different lives from our own. They lead a simpler, poorer (financially) and more labor-intensive life. Great presentation Robby!

DAY 5 - TASK 4 (SITE: SNOWBIRD) Two pilots went east-northeast past Park City. The rest headed southeast to Heber. Bill Belcourt won the day again, flying to Strawberry Reservoir for 28 miles. It was a very slow day and up to three hours on course. Most pilots averaged well under 10 mph with max altitude 16,200 feet and 900 up.

The chase crew pickups were great!

Jason and Tom Moorhouse were the first chase crew out on this day, and I therefore sent them to go after Bill who was at the head of the pack. By the time they got to Heber, Bill was at Strawberry Reservoir.

Off to Strawberry they went. Upon arrival they called me again and I told them to keep driving east on Highway 40 looking for a glider in the air. They never did find one and stopped alongside the road some miles later and called again. I told them to go a little bit farther, to keep looking and call me again. Still unable to spot a glider in the air, they stopped and we were once again on the phone discussing the next strategy. All of a sudden, out of what appeared to be "nowhere," Bill came

in and landed right next to their vehicle.

Bill asked if they were chasing for the competition and Jason and Tom said, "Yes, as a matter of fact, we are." Needless to say, all were impressed and surprised.

The chase crews did great all week.

DAY 6 - TASK 5 (SITE: SNOWBIRD) Strong dust devils were popping off Hidden Peak all day. This was a good task day for all competitors because they got off early enough. On most days the dusties can get too strong if you wait around too long. Then, it either gets too strong for launching or there is such strong lift chat the pilots can't get their wings over their heads. The entire peak is in shadow, behind the lip, with dusties off the middle that sometimes snake up for thousands of feet. Max altitude was 16,600 feet and 1,400 up.

Chad Bastian won the day and set a new Utah State Distance Record of 91.4 miles. Todd Bibler was second with 87.6 miles. Chad launched at 12:30 PM and was still able to get back up to 16,000 feet at 6:30 I'M, and he and Todd landed at about 7:00 PM. Check out Chad's website for his story and some great photos (www.flyaboveall.com)!

DAY 7 - TASK 6 (SITE: SNOWBIRD) As we looked at the weather in the morning, most pilots were quite apprehensive about the strong winds aloft. Bill Belcourt and I assured people that they needed high winds aloft to get good ground speed and distance. We had good launching conditions for about an hour and a half before the wind picked up.

Most of the competitors chose not to fly early, even though three wind technicians got way up fairly easily before the dusties started. It is recommended to fly this site in the early part of the day. As we were watching conditions I ribbed Chad about

17

Snowbird Cross-Country Comp 2000 Weather Analjrsis The following is a comparison between the predicted conditions from the National Weather Service and the actu:al tneAAfrf~~cJf\'dii!~~(brth~'WJgh~r Service or by us). I believe it is important for us to take note of these comparisons so we can more accutatelyinietptet,th~epl~~tfonsfor otti-ip&,,1t0f course, there are many factors co consider, these are just a fow. The best days during this comp tended to be a press;renear\30.~tfr~i;h:, a t~rne~r.trttrq ~eread of 28 to 38 degrees and an instability index near zero at lau11ch. I usuallycount 011 the top of the lift bel11g Z;OOOfeet a~b~e rlielr;j)'v~tilftrc5n; !~n'letiinisit{s much more, ve1y seldom less. The maximum actual lift normally ends upbei11g two to four times greater than pted;lti:ea /<\1:~8.~'<t>(th:,tee~t~es),JffegµfailY find that the higher the prediction, the more accurate they become for both top of the lift and max lift.

Sat 9/9/00 PREDICTED SOARING FORECAST Longest flight distance Top oflift Maximum fift Pressure Wind 6000 ft

Day 1 Task 1 ACTUAL

18

Day3.Task2 ACTUAL

5200 ft 94 ft/min 29.96

9800ft 329 ft/min 30.09

26.2 miles 11500ft 1200 fr/min 30.09

280 d@28 lus

270 d@2lkts

290 d@ 17kts

275 d @ l.Skts ·

8100 ft

T1t!lit~t:1~fQq.

'

p~~l~~F:)} .SO~tNG,'

15.7 miles 10000 fr SOD ft/min 29.98

SOARING FORECAST Longest flight distance Top oflift Maximum lift

Mon 9/11/00 PREDICTED SOARING FORECAST

4Z}fti~tt., i·i,3,QJ

SOARING FORECAST 28.4 miles 16200 ft

8800ft

91 . 4miles 16600ft

PARAGLIDING

being from out of state, and that "we only allow out-of-starers to have the Utah X-C record for one day." We all laughed because it was setting up to be the best day yet.

Once again the pilots who chose to launch early found it easier to launch. The longer the pilots waited, the more difficult and dangerous the launch conditions became. The windsocks and streamers were often blowing up - and I mean up, not in - on all sides of the peak at the same time. It was pretty easy for pilots to get up if they could just get launched. Bill Belcourt launched earliest and had the easiest launch and climb-out sequence.

Only four pilots launched early enough to take advantage of this great day. Bo Criss launched later with only half a wing into exceptionally strong conditions and pulled it off beautifully. Getting up and out of the canyon was not easy for those who launched later, and was impossible for those who waited too long.

At 3:30 PM Todd Bibler radioed that he was near Kemmerer at 11,000 feet, passing 91 miles. That is averaging 30 miles per hour for three hours - smokin' for a paraglidcr. Bill reported a ground speed of 60 miles per hour at nearly 18,000 feet.

For most of the flight their downwind averaged 30 to 38 miles per hour. The max altitude reached was nearly 18,000 feet with 1,400 fpm up. The average distance recorded by the pilots who flew on this last and sixth valid task of the comp was 119 miles. All four pilots who flew this day had personal bests!

Chad got to keep the Utah record for 22.5 hours. Dale Covington landed at 5 :30 P\1 the following day, near Kemmerer, Wyoming with 100 miles.

Dale held the Utah record for 20 minutes.

For the newer Utah and U.S. foot-launch distance record, Todd Bibler landed at 5:50 I'M past Fontenelle Reservoir, Wyoming with 150 miles and held his record for 15 minutes. Bill Belcourt then landed at 6:05 I'M with 154.1 miles in Eden, Wyoming for the newest Utah, U.S. and North American.foot-launch crosscountry record' It thrills my heart to be around a group of pilots who know how to share the record! These guys obviously not only attended kindergarten, but also passed with flying colors. CONGRATULATIONS to Chad, Dale, Todd and Bill.

Rick Burnett was right there to pick up DECEMBER

2000

Bill (who in gratitude donated his secondplace prize of Crispi Airborne Boots, donated by Aerolight USA, to Rick), but finding Todd who landed out in cougar country was an ordeal. Even with his GPS coordinates they weren't able to locate him until after 9:00 PM. The dirt roads and trails were unmarked and quite random in their directions.

All of the other competitors deserve congratulations as well for achieving either personal bests with distance, altitude and/or flying safely. For more details on the comp visit our website at www.twocanfly.com.

DAYS After nine pilots had racked up a total of 1,288.3 miles in six tasks, and seven pilots had put in personal bests (six distance, seven altitude), this day started with most pilots not wanting another task because they had had enough flying and were tired.

Wouldn't that be great if we could get in too much flying all the time? The wind and turbulence were too strong at Hidden Peak, so we went to Inspiration Point and found it to be too strong there as well.

Those pilots got their wish. I was also pleased to call the competition complete.

It was a great and long week of flying!

The awards gathering that evening at Woodie Beardsley's (thanks) was a lot of fun even though Todd Bibler could not attend. Bill Belcourt did a very funny rendition ofTodd accepting his first-place trophy along with the first prize: a Su unto Altimeter watch donated by T&T Bike and Ski Service.

Bill (after accepting his second-place trophy) then took us all to school for an hour or so, talking about his 154-mile flight and competing strategies, and how the route they took works and doesn't work. We were all glued to his account as he pointed out aspects of their flight on the large, raised topo map. Another record flight and personal best was described by Dale Covington after he accepted his third-place trophy (an engraved wooden bowl made by your author). The first- and second-place engraved bowls were made by Dale (thanks!) and third prize was a Gin Flight suit donated by Super Fly, Inc. We have much to be grateful for. The weather was great for us, obviously. Most

1111

of the pilots were picked up quite promptly and retrieval was provided for every pilot on every task. Many pilots had their drivers waiting and watching them land.

Great job, drivers! The pilots flew well and stayed safe even through some very big conditions, and as great as the record-setting was, the fact that everyone stayed safe while having a wonderful time was the best.

Thanks to Kathy McKay and Mark Gaskill for their organizing skills and to my wife Janet for the huge amount of time and effort she put into making this whole thing work. Many businesses donated raffle prizes to the event. Our deep appreciation goes out to these folks: Adventure Productions, Aerolight USA, Aerosports/Thermal Tracker, Airplay Paragliding, Dennis Pagen, Flight Connections, Flytec USA, GMI/SupAir USA, Hall Brothers, Hawk Watch (thanks for bringing two hawks to the party), Mojo's Gear, North American Paragliding, Snowbird Ski and Summer Resort, Soaring Center, Super Fly, Inc., T&T Bike and Ski Service, Two-Can Fly Paragliding, Wills Wing and Women Fly. A special thanks also goes to Bo Criss for his awesome T-shirt designs (two years in a row). Thanks Bo. A huge thanks to Snowbird Ski and Summer Resort for providing us with one of the best X-C sites in the U.S., as well as awesome facilities to make it all happen.

Other volunteers who assisted with the booth, registration, Ken's helper, etc. you know who you are. Thanks! •

SNOWBIRD COMP 2000 RESULTS The first table lists the number of miles each pilot flew each task day. The second cable lists the number of points each pilot received for the number of miles flown. It must be noted that the point system is recorded according to overall task results. It is not point/mile. Therefore, the results for Tables 1 and Table 2 are not and will not be directly proportional in their computations.

Competition Mileage Results Place Pilot Name

Total

Miles 1 2 3 4 5 6 7 8 9

Bibler,Todd Belcourt, Bill Covington, Dale Criss, Bo Bastian, Chad Gillette, Frank Biernacki, Kevin Cappelli, Louis Curiy, Cliff T oral mi/task

312.8 279.3 186.6 156.1 130.5 72.6 56.3 37.5 56.7 1288.4

Task 1 9/9/00 15.7 DNF 11.4 13.6 6.4 11.4 4.5 1.5 1.5 66.0

Task2 9/11/00 26.2 12.8 20.8 19.0 15.3 18.7 12.3 10.3 4.4 139.8

Task3 9/12/00 18.3 48.5 DNF 1.5 J.5 1.5 1.5 DNF 74.3

Task4 9/13/00 15.0 28.4 17.4 14.0 15.9 12.0 13.9 13.9 2.1 132.6

Task5 9/14/00 87.6 35.5 37.0 36.0 91.4 27.5 24.t 10.3 48.7 398.l

Task6 9/15/00 150.0 154.1 100.0 72.0 DNF 1.5 DNF DNF DNF 477.6

Task2 9/11/00 900 480 774 722 583 708 456 360 127

Task3 9/12/00 357 763 DNF 88 88 88 88 88 DNF

Task4 9/13/00 613 900 671 580 639 479 577 577 46

Task5 9/14100 874 485 499 490 900 387 339 133 578

Task6 9/15/00 515 524 355 245 DNF 5 DNF DNF DNF

1.5

Competition Results Using the GAP Formula Place Pilot Name

2 3 4 5 6 7 8 9

Total Points Bibler, Todd 4045 Belcourt, Bill 3152 Covington, Dale 2903 Criss, Bo 2834 Bastian, Chad 2530 Gillette, Frank 2271 Biernacki, Kevin 1697 Cappelli, Louis 1254 Curiy, Cliff 847

Task 1 9/9/00 786 NYP 604 709 320 604 237

96 96

DNF" did notlaunch NYP " not yet processed During this competition we set four new Utah records, broke the North American record once and the U.S. record twice. Can it get any better than this? We'll see next year.

Pure

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PARAGLIDING

Ill

Crmt1n11cd.from pt1ge I I.

ing to out-climb someone who is pitching and rolling wildly, on the edge of deflations, but miraculously going up pretty well. While keeping the glider stable overhead may not be the only way to go up, it is certainly safer and more considerate.

This is probably a more rare phenomenon as the importance of professional paragliding instruction has become increasingly clear.

While pushiness may occasionally be effective, it docs not go unnoticed. When the leaders strike out in from, they take a risk ( of finishing slower or sinking out) in return for the chance to win. But that risk is greatly reduced if two or three go together. Are you more likely to gaggle with the pilot you enjoy flying with, or the rude one?

A trick for dealing with being cut off is to aim your glider at the trailing edge of the other glider that is on a right-angle closing course with you. This is the flip side of"leading" a moving object to hit it: "'frail" it to miss it.

Flying Alone While flying alone is excellent practice for being in the lead, there is usually no advantage to it unless one is in the lead.

It's hard to beat a good, fast gaggle.

Following Following is excellent practice at first, but must be outgrown at some stage to progress. If you blindly follow, you will eventually either get left behind or stuck in "gaggle drag" with a slow, overly conservative gaggle. Also, should you find yourself in the lead, you may be at a loss for what to do. Chronic following can be seen as rude. Then again, if someone is following you and keeping up, you are probably flying too slowly.

It can be comforting to be high above a group of pilots groveling low. If they find something and get up, you are sure to be able to use it. However, if you divert course from a distance to glide over them and they are still below you when you get there, you may very well be groveling or landing with them.

DECEMBER

2000

Ir's usually best to avoid the temptation ro hop back and forth between neighboring cores. You usually lose height doing this, unless you have switched to one rising significantly faster. In addition, rhc other core will often come to you if you arc patient. This can create difficulties if there arc two gaggles turning opposite directions.

A Glider Too Hot While prototypes these days do outperform serial gliders, the benefits only become apparent at speeds over one-third speed bar, and are probably less than l 0% there. If you are too scared to push the speed bar on a comp glider (or a DHV 2-3, or whatever), rhen you lose all of the advantage and then some.

MINDSET

Negative Attitude I have sat on launch with another pilot before and we talked each other out of flying the day's task, even though it turned out to be okay. A few hours of wind or a few days of rain can get people into a "this sucks" mindset, which makes good performance unlikely.

Say you have a terrible day on the first task of a meet (see my experiences at the Europeans, October's column). Do you take it as evidence that you'll never be any good, or as an opportunity to practice flying faster, since you've got nothing to lose?

Nerves This goes away somewhat with time. Bm then find yourself leading a meet for several days for the first time and it comes right back. Avoiding stimulants before flight may be a good idea; save the energy drinks for the party later.

Thanks to Windtech, Airplay, Serengeti Eyewear, Starkhealth.com and Ball Varios. Questions, flames, job offers, but no chain e-mails may be sent to josh_cohn@hotmail.com. •

PILO'TREPORT

The

Gin © 2000 by Alan Chuculate, photos by Mary Hobson

This review ofthe Gin Bandit is the eighth article in a series ofrecreational paraglider reviews. The first section ofthe lead review, which appeared in the November/December 1998 issue ofthis publication, provides a preview to this series and is recommended reading ifyou missed the first installment.

Photo 1: Bandit bottom surface showing planform, "gull wing"pattern, center-cell marker and spanwise load tapes.

T

his is the first intermediate glider I have reviewed. Most pilots will likely move up from their first wing into this category of glider, so the question arises as to when to do so and how large a step to make. (See the sidebar titled "Moving Up.") According to the owner's manual, the Bandit was designed for pilots who fly more than 25 hours per year. The product brochure recommends 20 to 50 hours per year with two or three years of flying expenence.

THE GIN GLIDER LINE In 1997, designer Gin Seok Song, for

22

whom the company is named, left Edel as their designer to start his own paraglider business, also in Korea. The Bandit filled a void in the Gin product line. The Bandit is their first D HV 2 glider.

Model

SIZING The Bandit is available in four sizes: extra small, small, medium and large. I flew three sizes of the Bandit, all but the extra small. At my hook-in weight of

Certifica.tion

DHV

AFNOR

Bolero

Standard

Bandit

Standard

Bonanza

Performance Competition Bi place

Boomerang Bongo

none 1-2

Notes

XS size not DHV certified XS size not DHV certified

Table 1.

PARAGLIDING

SPECIFl<:A:TIONS

P;r~Je?t~d

~t;raSmall

·Small

Medium

Latge

~5;.80 l4'S·176

78-92 172-202

87-105 191-231

100~120 220-264

22;9 ,Z0.7

24.9 22.5

27.0 24.4

29.2 26.4

10,7

11.2 9.6

11.6

10.0

12.l 10.3

7.27 6.97 6.3/13.9 5.8/12.8 19.t3 8 G's ~ maximum weight

7.58 6.8/15.0

7.88 7.2/15.8

none Standard

2

2

WhttSf:A#(m)

fll~F

9,2 5.014.1

Pf~J~ted Atprtf!ft~tip

(Fta.t!J(r;t>/~ct~d)

Hitigff:('ffll

Gl{dtt.Weig~t (~lbs) Numb~"' ofc?ils

Loadlating Cer#flftcttfqn

.OHV{GH. lw.rness).

AF~€Ht

2

approximately 200 lbs. (90 kg), I'm best suited to the medium size according to the specifications listed in Table 1 for the four available sizes.

A WORD ABOUT WING LOADING Having flown three different sizes of the wing, I found chat there was more of a difference in handling than in performance.

The small was certainly faster and more responsive than the bigger sizes, and the large kept me aloft longer in lighter lift, as you would expect. What was surprising was the excellent sink rate I experienced with all three sizes. Even on the small wing I could get up to the top of the stack and either remain there or even dive out and climb back up in the lighter lift below.

CANOPY Gin uses British Carrington NlOSO ripstop nylon fabric with a weight of 42 g/m 2 for the Bandit canopy. This is a slightly lighter cloth of the same type that has been chosen for use on other manufacturer's wings for its low air permeability and high durability. The Bandit uses V-ribs (diagonal ribs) to control the airfoil shape internally, thereby reducing the parasitic drag with fewer external lines. The V-ribs are located along the three front rows (A, Band C).

Gin describes the Bandit as having a triplecell, fully diagonal rib structure as dia-

DECEMBER

2000

Figure 1. The bandit rib structure. gramed in Figure 1.

Nylon reinforcement tapes on the bottom surface are placed in an alternating spanwise pattern between the attachment points and are used to hold the tension load between the load ribs. These load distribution tapes take a concentrated load and distribute it across the cells, so like the V-ribs they allow fewer attachment points.

This more uniform distribution of load also keeps the bottom surface flat in flight for improved aerodynamic efficiency (less drag and more lift) which translates into increased performance. These tapes can be seen in Photo 1 along all four rows (A, B, C and D).

The profile reinforcements on the lead-

.........................................................................................................................

Photo 2: Big ears ine with finger loop Velcro and pulley, sister clips accelerator connectors, separate A-riser and B-riser accelerator lines. ing edge of every load rib (every third vertical rib) hold the air inlets open to make low wind inflations easier. These rib stiffeners are made of polyester scrim (thin Mylar sheet). The standard top-surface colors for the Bandit are white, yellow, blue and parma (light purple). The bottom surface color is white in all cases with the standard Gin red gull wing pattern along the leading edge. The center cell marker is the black and red Gin logo as seen in Photo 1.

All lines are made of Japanese Teijin aramid fiber (like Kevlar). The pink stabilo line (stabilizer) is attached to the B-riser, but otherwise there are three color-coded lower lines per riser. The A-lines are pink, the B-lines are yellow, the C-lines are purple and the D-lines are blue. Each lower line has only a single cascade point so there

24

are no middle lines, only upper and lower.

Like the V-ribs, fewer lines result in less drag with a corresponding improvement in every aspect of performance (minimum sink rate, maximum glide ratio and maximum speed). According to the owner's manual, the lines are cut to length under load. I interpret this to mean chat preloading provides better line length precision and therefore improved smoothness of the aerodynamically sensitive top surface contour. As is standard in the industry, the lines vary in diameter for drag and cost savings. The line diameters are 1.2 mm, 1.5 mm, and 1.8 mm with breaking strengths of 80 kg, 120 kg, and 180 kg respectively.

RISERS AND ACCELERATOR The Bandit has four black risers that are each 50 cm long. The A-riser is distinguished with red tape reinforcement. The

toggle retainers are round button magnets.

Unfortunately, the button socket can become clogged with iron oxide particles present at some flying sites here in the desert southwest (and perhaps elsewhere), which undermines their otherwise effective functionality. Use of a more powerful magnet may be effective for cleaning them, but I didn't get to try chis.

Gin has improved on their excellent big ears line and pulley system by adding a finger loop to this line. The pulley provides low-tension actuation while the finger loop allows easy access and rapid deployment.

The finger loop has Velcro for mating the line to the riser for secure positioning and to reduce line flutter at higher speeds. This is the best configuration I've seen and I hope all other manufacturers will soon follow suit.

The accelerator connection (see Photo 2) uses sister clips which are becoming the industry standard because they are the quickest to attach and detach, and they're also the shortest-length connectors available. The length of the connectors is only a facror if, during accelerator application, the connecrors reach the upper pulleys on your harness before rhe accelerator system reaches its full range of travel. This would prevent you from using all of the increased airspeed that the accelerator offers.

The Bandit has separate A-riser and B-riser lines, with the former using a single pulley for 2: 1 leverage, and the latter using two pulleys for 3: I leverage. This causes changes of 16 cm, 13 cm, and 7 cm for the A, B and C risers respectively. The speed bar travel is relatively short (32 cm/ 1 ft.) and requires more force than other wings which use a 3: 1 A-riser pulley configuration. I prefer this short stroke because it eliminates the complexity of multi-step ladder stirrups. According to the owner's manual, at full deflection, the Bandit speed system provides a 14 km/hr. (9 mi./hr.) boost.

HARNESS ADJUSTMENT FOR COMPATIBILITY Adjusting the spacing between your carabiners effects a trade off between ease of weight-shift steering when loose and seat stability when eight. Another way of viewing this is as a tradeoff between having a feel for the air when loose verses a lack of sensitivity when tight. Gin uses 42 cm (17 in.) between the center of the carabiners for glider testing, and suggests that in moder-

PARAGLIDING

,•

Figure 3. Tying a bowline /mot.

ate thermals a looser chest strap may be desirable, and in rowdier conditions a tighter strap may be preferable. Pilots should make this adjustment in-flight according to their comfort level and changing conditions.

Some harnesses allow for an adjustment of your hang height, the vertical distance between a carabiner and the seat plate. As your CG (center of gravity) is lowered, a looser chest strap may be appropriate. The inverse also applies; if the CG is raised, a tighter chest strap can compensate for an increased feeling of instability. Gin uses a hang height of 40 cm (16 in.) for glider testing. I didn't explore this variation because my harness doesn't allow for hang height adjustmem, and yours may not either. However, you can use different height carabiners to accomplish small changes in hang height.

GROUND HANDLING The Bandit has a relatively short wing span in all four sizes, so it's not surprising chat a horseshoe layout is not necessary for successful low-wind inflation. Also, because of its corresponding small wing area in all model sizes, the wing comes up quickly during inflation with no tendency to hang back. The Bandit can be inflated easily with no hands in either forward or reverse wind conditions. The wing can surge quickly in response to a gust, but otherwise it will remain overhead with no pilot input.

BRAKE LINE LENGTH Like a beginner glider, the Bandit has long brake travel, making it forgiving for the heavy-handed pilot who may be prone to stalls and spins. The owner's manual rec-

DECEMBER

2000

ommends flight testing any brake line length changes in 2-cm (0.8-in.) increments, and using a bowline or a double sheepshank knot for securing the brake line. I prefer the bowline because it is simpler to tie, and it's also an easy knot to undo for adjustments after the knot has been tensioned (see Figure 3).

IN-FLIGHT HANDLING One of the Bandit's best attributes is its handling. One local pilot who test-flew the Bandit described its handling as "more nimble" than his DHV 2 wing. The light brake-line tension coupled with the small size gives the pilot a solid feel and the ability to carve turns. A pilot who is moving up to the Bandit from his first wing will enjoy how the glider rolls crisply into turns. It can also be turned very flat by slowing down and applying some outside brake.

Some caution during the transition is advised if you are moving up to your first intermediate wing. Any intermediate-level wing will have lighter control forces than a more dampened beginner-level wing, so wing responsiveness is much greater. The Bandit feels fast, but when you learn to adjust to its speed, you will settle comfortably into its rhythm.

REAR RISERS I found the use of rear risers on the Bandit to be especially responsive with respect to roll control, but in contrast, the pitch control felt mushy. The rear risers were effective for canopy deflation on the ground.

These two latter attributes of the rear risers together suggest to me that if you used them for a landing flare, they would produce an abrupt stall. I didn't try it.

PERFORMANCE As was listed in the sizing of Table 1, Gin designed the Bandit for a constant aspect ratio independent of size. I speculate that this scaling method is intended to make all sizes perform comparably. I found this to be true. I was very impressed with the Bandit's sink rate. Even when flying the small size overweight, I was able to soar at the top of the stack. There was no indication in the owner's manual, but I suspect that the Bandit is trimmed to fly at the speed for maximum LID (lift to drag ratio) as are most modern wings. This is equivalent to the maximum glide ratio in still air.

My airspeed measurements suffered from position error because of proximity to the risers and pilot, so I can't provide flight measurements. The values in Table 2 are from the owner's manual and they may vary by+ or-1 km/hr. depending on wing loading.

As is typical with higher-performing wings, the ears will stick (remain closed) after the finger loop is released. This contradicts the owner's manual, but I prefer

Table 2 - B:µ1dit Airspeeds

Airspeeds (km/hr. I ml.lhr. :.Small, Medium and Large) 22/14 Stall 36/22 Trim 48/30 Maximum this behavior because the wing tips don't need to be held closed so you can use your arms to augment weight-shift steering. If slow or partial braking is used for recovery, the opening of the wing tips will be delayed, reinflating in a slow progression. A very firm and positive pump of the brakes will pop them out quickly. When combining big ears with the accelerator, either can be initiated first without complication. I found the combination effective for exiting from cloud suck. I was climbing at the rate of 4-5 mis (13-17 ft.ls or 800-1,000 ft./min.) in smooth lift, a few hundred feet beneath a gray-colored, flat-bottomed cloud when I leveled off and headed back to launch because I was cold and underdressed. The accelerator allowed me to move out of the strongest lift while the ears

Photo 4: A-risers released after inducing a fall frontal stall.

26

kept me from climbing into the cloud while I scooted across beneath it.

When inducing a B-stall, the Bandit initially rocks backward, then forward, where it remains until it surges upon release.

There was no tendency for the glider to enter parachutage. I was surprised that the large-size Bandit with my light wing loading didn't enter parachutal stall, even when I deliberately released as slowly as possible.

The surge occurred, as it should upon recovery, whether I released while it was rocked forward or backward.

SPIRAL DIVE The Bandit can achieve a descent rate of up to 20 mis (66 ft.ls or 4,000 ft./min.) in a spiral dive according to the owner's manual. It also cautions that most paragliders will lock into the spiral when the sink rate is greater than 15 mis (49 ft.ls or 3,000 ft.lmin.). The manual adds that the Bandit will recover without pilot input when the descent rate is less than 14 mis (46 ft.ls or 2800 ft.I min.). I found the Bandit to spiral easily, and to recover predictably, but I

Photo 5: Parachutal stall with ears tucked after full frontal. Notice the canopy is behind the pilot during descent and "hands-up" pilot

PARAGLIDING

never approached the extremes specified above. l advise the recreational pilot to limit him or herself to the easy recovery range and leave the extreme realm to the aerobatic pilots. The Bandit does retain its momentum, so big pendulum swings are possible if your recovery is too abrupt. Gin recommends initially slowing the wing by applying outside brake for a rotation or two before recovery to lessen this potential problem, and l found this to be effective.

COLLAPSE RECOVERY The Gin philosophy for Bandit collapse recovery is to let the glider fly, meaning to let the brakes up, which would then allow the glider to surge and regain airspeed. The dynamic pressure from the airspeed then reopens the closure. This hands-up approach to collapse recovery is also being advocated by competition pilots. This laissez-faire philosophy may be most applicable during a cascade of events because overcorrection (excess braking and ill-timed braking) can be much more problematic for successive incidents. The four great potential hazards from overcorrection, particularly during a sequence of problems, are

spin entry, cravatte, riser twist, and falling into the canopy. While testing the recovery characteristics of the Bandit, I could always reopen the wing more quickly by pumping out the closure, so my personal approach will remain one of active recovery until my experience suggests differently.

ASYMMETRICS I was surprised to find that the recovery of the Bandit following asymmetric collapses was independent of wing loading. All three sizes recovered approximately the same in terms of time, rotation and altitude loss, regardless of wing loading. There was a non-linear relationship between the magnitude of the asymmetric and the amount of rotation. A 50% collapse recovered in about 60° of rotation, but a 60% collapse rotated about 120°. So a small increase in collapse percentage resulted in a large increase in the amount of rotation, and with correspondingly larger increases in altitude loss and recovery time. By contrast, I experienced two 30% asymmetries on the large-size Bandit in thermal conditions.

One occurred on the outside wing while circling but reinflated automatically without alcering my bank angle. The second occurred when applying full accelerator for fast gliding upwind. Again, there was no induced turn. I promptly and fully released the accelerator, pumped out the collapse, then continued on my way using full accelerator.

FRONT TUCKS

Photo 6: Parachutal stall just after pumping open the big ears and just prior to surge. Note canopy position behind pilot during descent and deformation along C&D rows showing aft loading.

DECEMBER

2000

The Bandit exhibited an unusual characteristic following a full frontal that I've never seen with any other paraglider.

Rather than surging for recovery, it entered parachutal stall with the ears folded in. (See the revealing series of Photos 3, 4, 5 and 6.)

While recovery was easily accomplished by pushing on the A-risers, applying the accelerator, B-stalling, or even deep pumping of the brakes, this behavior contradicts the owner's manual, which indicates that the Bandit will come out promptly without pilot input. I couldn't get the small size to stick in constant stall because of the higher wing loading, though the recovery was delayed. I was also surprised that the large size entered deep stall intermittently, despite my lighter wing loading. While I don't consider this to be a safety problem, a defensive posture may be best for prompt recovery from parachutage following a full

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situation in the air, because the loading on the wing is less. It's merely an exercise in becoming familiar with where you grab and how you move.

FULL STALL The owner's manual cautions against the use of brake-line wraps for inducing a full stall. It further recommends that before releasing the stall, to raise your hands slightly and evenly to fill the glider with air.

I didn't have the opportunity to perform a full stall so I cannot comment on these methods.

MAINTENANCE AND INSPECTION

Figure 2 ~- The accordion glider folding method. This method requires two people, one at the leading edge and one 1lt the trailing edge, folding in unison. The key is to pile the Mylar profile reinforcements onto one another, then fold the leading edge down at the point where all the Mylar will lie flat. frontal collapse. When soaring amidst sharp boundaries of lift and sink, keep your feet on the stirrup with your knees bent, ready to promptly apply full accelerator, since this will produce the quickest surge for recovery.

SURGE TENDENCIES One word of caution with the Bandit is its propensity for rapid surge, if it gets behind you such as during a collapse recovery, or when exiting sharp lift into strong sink and you allow it .to accelerate.

When I first performed a full frontal on the large size, it didn't enter a parachutal stall as the medium size had done consistently, but surged with minor delay. On my next frontal when I induced a much larger tuck, it first pitched back, then reinflated, and with my hands up (brakes off) it surged suddenly and extremely quickly. The suddenness and speed of the surge surprised me. I was able to stop the surge almost as quickly as it occurred, but not before it pitched more than 60°. Caution dictates that Bandit pilots need to be prepared to counter surges in the above two cases.

SEARCHING FOR PARACHUTAGE USING BRAKES A lighter wing loading makes a glider more subject to entering a stable stall, but even while underweight when I was flying the large size Bandit, I couldn't get the glid-

28

er to enter a parachutal stall using the brakes. I fully extended my arms without any wraps on the brake lines and only noticed an increased sink rate toward the last portion of brake travel. This resistance to inducing a deep stall using the brakes is consistently true for all modern wings I have flown.

CRAVATTE A cravatte is an asymmetric collapse in which the stabilizer portion of the canopy becomes entangled in the lines and remains in an asymmetric form. According to the owner's manual, the primary recovery technique is to pull down on the stabilo line (the pink and outside line on the B-riser quick link) until it is tensioned, then use this line tension to draw the wing tip out from between the entangling lines.

If this is unsuccessful, a full stall is the next step, but only if you have sufficient altitude and are familiar with the procedure.

Alternatively, the best solution may be to deploy your reserve. Cravattes are relatively rare and are more likely with an advancedlevel wing because of the higher aspect ratio (longer and narrower wing rips). I have never experienced a cravatte and I would only advise practicing this recovery technique while kiting. Remember that techniques practiced while kiting, such as big ears, B-stall or cravatte recovery, do not provide an accurate simulation of the same

A soft sponge, lukewarm water and a mild soap are recommended for cleaning the canopy. The owner's manual cautions against the use of strong detergents or abrasive implements. It further states that if it is immersed in salt water, to soak it in fresh water immediately. The Bandit manual is the first I've seen which comes forward and warns that maneuvers like spirals, B-stalls and even big ears can reduce the life of a glider. I would add ovenowing (towing at high tensions and steep angles as is sometimes done at safety clinics) to this list because of the increased loading and subsequent stretching which increases the porosity. Gin recommends packing the wing using the accordion method to preserve the rigidity of the profile reinforcements as depicted in Figure 2.

OTHER FLIGHT MODES

Towing The owner's manual states that the Bandit is appropriate for tow-launched flight, and the DHV reports concur. I did not have the opportunity to tow-launch the Bandit, but I wouldn't anticipate any particular problems, because during inflation it comes overhead promptly rather than hanging back.

Motor Flight The Bandit is not specifically certified for motoring but the owner's manual indicates its compatibility for use with auxiliary power, which my experience confirmed. I flew only the large-size Bandit with a motor and I experienced no stalling tendencies when performing left-hand, climbing, 360° turns under full power with my tandem thrust machine. I also found the

PARAGLIDING

rear risers to work well for turning as they did unpowered. The big cars finger loop made big ears accessible, which usually is not possible with my J-bar machine configuration (in which the riser attachments are above the shoulders) unless a glider is fitted with short risers for motoring. l would recommend one minor change for motoring with the Bandit. I would remove the plastic insert on the quick-link of each A-riser so chat the tip of each index finger can be inserted into each Ii nk. This is my standard forward inflation technique when motor launching to complete the inflation and bring the canopy fully overhead to avoid a parachutal stall on launch.

During my no-wind inflation with the large Bandit I applied full throttle immediately :ifter the canopy rose above the propw:ish. The canopy never came fully overhead but I lifted off and climbed out without any problem. With the subtle control afforded by the single finger inserts, I could have applied about 1 in. (2 cm) of downward tension on the A-risers to accelerate the canopy fully overhead before committing to liftoff.

SUMMARY Of the new breed of intermediate wings I've recently sampled, I like the Bandit best. The mher wings felt slippery and less firm. The Bandit has nimble turning yet a solid feel. All the pilots who have flown it with whom I've spoken have received Gin's new wing very well. The performance is impressive to both those flying it and those flying with it. In moving up to an intermediate, a pilot will get better performance, but at the price of increased risk with respect to turbulence-induced collapses and recovery complications. Though it can surge quickly, I would characterize the Bandit as a safe intermediate glider with a manageable margin for error.

ABOUT THE AUTHOR: Alan Chuculate has been paragliding for nearly 11 years and hcmg gliding for 26 years. He has provided training for pilotsfrom beginners to instructors for both types of wings including the use ofauxiliary power. He is currently working on the development ofa powered hang glider trike for use as a paraglider aerotug. Ifyou have questions or comments regarding this article you're welcome to contact him directly by e-mail at g_achucu@qualcomm.com or by telephone at (858) 292-1552. • DECEMBER

2000

MOVING UP

W

hen is a recreational pilot ready to move up to an intermediate glider, and how large a step should be made?

Most pilots make this step prematurely and often pay a price later on because of it. I've provided my conservative, suggested answers below in a checldist form.

You're fully prepared to move up when you're both comfortable and proficient in nearly all aspects of flying skills and safety matters, including: • You're able to launch consistently, both forward and reverse, without problems or delays.

• You're comfortable with both the communication and coordination when being anchored for an assisted windy launch, however, you rarely need to use anchoring.

• You can thermal soar satisfactorily such that there are times when you're sharing the top of the stack with some of the other local pilots.

• You're not having problems with traffic or wake turbulence.

• You're able to reach and consistently make safe and accurate landings in every local, commonly used LZ without any problems.

• You're comfortable using all descent techniques on your current glider: • Big ears • Accelerator • Big ears with accelerator • Spiral dive • B-stall • You're comfortable with full frontal and 60% asymmetric collapses on your current glider and you can effectively perform recovery from each.

• You know how to recognize and how to exit from spin entry.

• You're familiar with and understand the potential complications during spin recovery.

• You know the procedure for recovery from riser twist.

• You've successfully practiced PLF and throwing your reserve, and you fly with a hook knife.

• You're familiar with the methods for recovery from cravattes.

• You're familiar with the methods for recovery from parachutal stall.

• You've memorized the procedure for performing a full stall and you understand the potential complications during recovery.

• You've demonstrated some form of conservative judgement such as not launching when you knew the conditions were excessive for your wing or your skill even though other more experienced pilots were launching and flying successfully.

• You've attended at least one pilot safety clinic and successfully performed and recovered from all the maneuvers including full stall and spin on your current glider.

How far to move up is dependent on: • Your logged hours • Your safety record • How long you've been flying and how long on your current glider • The level of your current glider (DHV 1, AFNOR Standard, or DHV 1-2) • The level of glider you're moving up to (typically DHV 2 or AFNOR Performance)

In my opinion, the Bandit is a big step from a DHV 1 glider such as the Gin Bolero. Such a step can be made safely, but there are four criteria with which you must comply: • Be more conscientious and conservative with the conditions you choose to launch and fly in.

• Be more conscientious and conservative with your airspeed (both minimum and maximum).

• Never be first to launch until you've flown in similar conditions at this site with your new wing.

• Allow yourself a greater margin of error from the terrain until you've attained the same level of confidence with your new wing as you now have with your current wing.

If you don't have complete confidence in your skills as a pilot, making a more conservative transition from a DHV 1 to a DHV 1-2, or from a DHV 1-2 to a more dampened DHV 2 would be the right choice.

29

Launching Is Optional Landing Is Obligatory

of the inherent danger it is logical to make the spot itself as safe as possible.

Don't use cloth to mark the spot, and pound anchor stakes all the way in. Better yet, mark with lime.

by Peter Reagan aunching is optional; landing is obligatory. We've had several reports of landing mishaps recently.

They have no common thread, but contain several object lessons.

L

SPRING, HIGH DESERT, GENTLE RIDGE LIFT A Master-rated tandem instructor launched with a passenger on a 25° clean slope in a seven-mph wind. The passenger stumbled on takeoff but was able to recover with some assistance and the launch went fine. After a couple of passes it was time to land. The LZ is a broad, flat field with short grass and no obstacles. There was a six-mph headwind, and a well-timed flare led to a very gentle landing. The passenger fell and hyperflexed his knee, and lay moaning on the ground. With help he was able to get into a vehicle and was driven home. The passenger was a 64-year-old, overweight, diabetic, non-athletic man with two artificial knee joints who badly wanted to fly. His condition improved over the next several days and he was soon walking normally.

He did not seek medical evaluation beyond an informal check by his personal physician (the pilot).

How do you decide who is capable of being a safe, foot-landing passenger? In

30

fact, how does one decide if one could learn to fly safely? After this incident I had a few thoughts about evaluating prospective candidates before they become obliged to land. They need to be able to run on somewhat uneven ground, and they need to be able to jump down. I watch my passengers run, and I ask them to consider jumping from a 2.5-foot height. If they are unsure, I ask if they could jump off their bed comfortably.

SPOT-LANDING ACCIDENT, HIGH DESERT An Advanced pilot on DHV 2 glider was trying to hit the spot in a spot-landing contest. He landed on wet grass in front of the spot and slid, catching his foot on one of the stakes holding the spot down.

He tripped and sprained his ankle.

Spot landings involve inherent dangers because pilots will try to land too fast or too slow, or will try to turn too close to the ground. They may land in ears, and they may try to keep their feet up too long. Spot landings are fun to practice, and it is good to be able to do them pretty well, but each one involves a tradeoff between accuracy and an acceptable level of risk. The pilot must always be willing to give up the prize; it's rarely big enough to make up for a sprained ankle. In light

TOP LANDING ACCIDENT, SUMMER CONDITIONS, MOUNTAIN SITE A SO-year-old Intermediate pilot was making a top-landing approach to the back of a ridge. The ridge top is complex with patches of trees, and the typical conditions include a mixture oflight ridge lift and fairly strong thermal activity. The pilot approached in big ears. He started to try to open the glider but then suddenly seemed to lose altitude and pendulum to the right. His return swing caused him to impact on his left hip, fracturing vertebrae and requiring helicopter transport and eventual surgery. He is neurologically intact.

This is an area where top~landings have become extremely commonplace, but this is the second serious top-landing accident. Top-landings are very complex and not easy to do safely. They often involve transitioning from rather strong ridge lift to fairly still air right above the ground. This increases the chances of a stall at an altitude where recovery is impossible. It is therefore important to approach with a fair amount of speed, with the glider extended, and not to make major turns near the ground. These practices may decrease the chances of a successful top-landing, bur they will very much increase the likelihood of driving

PARAGLIDING

home in one's own car. Unlike all other landings, top-landings arc optional.

Exercise your option.

SIDE-HILL LANDING, MORNING IN THE DESERT A Novice pilot crabbing along a ridge, intending to side-hill, was still in his seat as he approached the terrain. Unexpected sink put him on the slope before he could get his legs all the way down, and he landed awkwardly on his uphill leg, causing knee and ankle sprains.

Be ready for anything. If you are near the ground, stand up. Side-hill flaring is a fine art. You have to be very careful to flare in a way that keeps you near the slope, which often involves some asymmetry in brake use, and heading adjustments depending on thermal wind changes. Be ready to turn away from the ridge instantly if you hit sink.

MOUNTAIN SITE, MIDDAY An Intermediate pilot on a DHV 2 wing on an organized flying trip was soaring for an hour or so in mixed ridge and thermal lift. A primary LZ with a windsock was set up, but he decided to land in an alternate field he thought might be closer to the car. There was no sock there, and the field was terraced. Close to the ground he realized that he was coming in fast and headed for a low dirt wall between terraces. He tried to swing himself up over the wall as he flared but was unsuccessful, fracturing a vertebra which led to extensive surgery.

Of course, you try to avoid landing downwind. Without a windsock you search for clues: what the grass is doing, local smoke, leaves on trees, any indication from birds or pilots or any water surfaces. Otherwise, you need to do your best to judge from your own ground speed as you cross rhe field in various directions.

But sometimes, despite your best efforts, you end up landing the wrong way. Try to notice this eventuality as high as possible. If it is safe, modify your course to make it a more crosswind approach. Plan ahead to avoid obstacles because you will hit harder than you are

DECEMBER

2000

11

Many happy landings, and keep letting us know about the unhappy ones. We all have more to learn about this wondrous pastime. 11 accustomed to. Come in smoking hot and flare relatively high and hard, and take wraps. It is probably best to try to run the landing out. Even a few steps will absorb considerable energy before you have to face the music. A PLf is designed very well to damp the impact from a vertical fall, bur it is much less useful when you arc skimming fast, and runs the risk of actually intensifying the impact. The exception may be when you arc hitting something head on. In that case flare about 15 feet in front of it and PLF against the obstacle itself.

HIGH DESERT AT NOON, THERMALLY LZ An experienced pilot approached on a DHV 2-3 wing, expecting an interesting landing. He was popped up 40 feet near the ground and took two extra turns to burn off the altitude. He landed fast on his feet, bur stumbled and fell hard, breaking his outstretched wrist.

I'm not sure that this accident was preventable. The pilot had correctly assessed the risk and was trying co cope with it.

When one is forced to cake right turns near the ground in thermally conditions, a lot must be left co chance. The only way out of a situation like chis is to not get in it. The pilot commented that he should perhaps have done a PLF, but in light of the previous discussion I doubt that this would have improved the outcome.

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31

Para

by Jimmy Hall, photos by Stefanie Brend! and Jimmy Hall, Sea to Sky Productions

E- Ticket Rides In A Land of Perpetual Fun

Paragliding on the island of Oahu, Hawaii's most populated island, can be truly outstanding. Circling the island are numerous sites that offer everythingftom drowsy ridge soaring over swaying palms and sandy beaches to high pucker-factor thermal flying one would associate more with the Owens Valley than with the land ofpineapples, bikinis and the Banzai Pipeline.

ile best known as a paradise for surfers and tourists, Hawaii is not a bad place for a paraglider pilot either, provided you are not adverse to a little extracurricular activity.

With so many different sites on Oahu, good flying can be found regardless of wind direction. Sometimes you may have to spend a couple of hours driving around checking sites, and then another 30 minutes or more hiking, but if this isn't a bother, you can get in a lot of good flying. Of course, another essential factor in getting in a lot of airtime is a lot of local knowledge.

Not to worry though, Oahu's paragliding

32

community is small, tight knit and very welcoming to visitors. Acceptance into this group and access to just about all the info available is as easy as calling up the guys at Gravity Sports in Kailua. But be warned: failure to participate in post-flight revelry may result in a much cooler welcome, especially if your underindulgence resembles even the tiniest hint of disapproval of our overindulgence!

Just as common as good conditions, however, arc terrible conditions. At any time of year the trade winds can kick in, and for weeks on end the wind will be too strong for even the hangies. Although far less common, the opposite can also occur

when high pressure sits directly atop the island and paragliding consists of sweaty hikes and quick glides. These awful conditions are exactly what makes Oahu such a great place. Sound strange? Let me explain.

Ever heard someone describe some sort of thrill as an "E-ticket ride"? If yes, skip this paragraph. If no, bear with me for just a bit longer. About the time of my first trips ro Disneyland, a time at the fringes of my memory, the great amusement park sold tickets to the rides. In the ticket books were five different grades of tickets starting with "A" and ending in "E." An A-ticket got you on the dullest of rides that even at a very young age I did not find any fun at all. BPARAGLIDING

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and C:-rides were not much better, but a couple were worth doing. The 0-rides were getting there and we even rode some more than once if the lines were nor long. In the back of the ticket book (bur at the front of the thrill list) were the E-ricker rides, and every one of them was worth standing in line for hours to experience. The Matterhorn, Space Mountain and Pirates of the Caribbean were E-ticket rides. Those rides were what Disneyland was all about, and because of them any sort of exceptional fun could be labeled an "E-ticket ride."

Long ago Disneyland did away with ticket books altogether, and even though the covered E-rickers became a thing of the past, using the expression "E-ticket ride" remained as a way of describing extraordinarily fun things. And this is a very good thing because it is the perfect way to describe paragliding in Oahu.

Oahu is full of E-ticket rides. In fact, there is so much fun to be had that I would say there are more E-ticket rides in Hawaii than Disneyland ever had. If the weather in Hawaii were perfect for paragliding every day, none of us would complain, but if all we did was fly, it would be like riding Space Mountain over and over without ever giving Big Thunder or Splash Mountain a whirl.

Oahu's air sports include excellent paragliding, hang gliding, skydiving and sailplaning, but these sports comprise just a tiny segment of all the fun to be had. As most people probably know, or would correctly assume, Hawaii's water sports are world class. At the top of the list ofwetand-wild things to do in Hawaii is surfing, and no place in the world is better known for it than Oahu's famous North Shore.

Every winter, massive storms in the North Pacific send powerful swells toward Hawaii, and when these swells reach the shallow reefs of the North Shore the results can be mind-blowing. 'vv'aimea Bay, Sunset Beach and the Banzai Pipeline arc the best known of the dozens of breaks that attract the best surfers in the world (and thousands of others) to these shores every year. Just as intimidating as the awesome waves are the incredible crowds of hungry surfers fighting to catch them. The North Shore can be a veritable battle zone when the surf is up, but paddle out on a big day at Pipe or Sunset and if you get a wave or two (and live) the spoils of war will not be forgotten!

Less popular than surfing bur certainly DECEMBER

2000

no less fun is windsurfing. Good conditions can be found all over the island, bur once again the North Shore is where the action is. When strong winds and big surf coincide, the wind surfers at Backyards, Oahu's premiere wave sailing spot, are sure to be getting some of the best rides in the park.

Water sports like surfing and windsurfing arc two of Oahu's many attractions.

Throw in kite surfing, diving, big game fishing and canoe paddling, and just the aquatic action alone is enough to keep you busy 'till the end of time. Can't swim?

Minor! Mountain biking, hiking, rock climbing, horseback riding, motocross ...

Get the picture?

Every one of the sports just described abounds in E-ticker rides, bur the one that compliments paragliding best is kite surfing. In fact, once you get into kite surfing you just may find yourself hoping for conditions so strong that paragliding isn't even a consideration!

This new sport is growing rapidly in popularity and the reasons are obvious. A combination of paragliding, surfing, windsurfing and wake boarding, spectacular kite surfing is at the top of the extreme sports evolution. By harnessing the wind with an aerodynamic, very maneuverable and immensely powerful kice, the "kiter" (when things are going well) can fly, surf, water ski and (when things don't go so well) suffer the consequences of every sport that kite surfing resembles. If you have not yet seen good kite surfing, make it a priority to do so. Since neither beginners nor photos truly show just how rad kiting is, make sure to find a beach where the experts are kiting or check out a video. Be warned, however, once you have seen what it is all about you will surely have another expensive hobby draining your bank account.

But enough about some of the great things to do on Oahu when you aren't paragliding. Let me tell you about all the great flying to be had here.

The most consistent flying on Oahu takes place along the island's windward side, which faces straight into the prevailing northeast trade winds. There are several launches along this coast, and with the right conditions (light trade winds) you can fly almost the entire 34-mile stretch. Nearly in the center of this side of the island is Kahana Valley, the place to fly when all other sites are blown out. Backed by high

mountains that stifle the trade flow, Kahana experiences lighter winds than the rest of the windward side. Since strong winds prevail in Hawaii, this lush, green valley is Oahu's most-flown site.1akeoff is from a clearing at 400 feet MSL, and after launch it's an easy climb to the top of the ridge at 1,500 feet. From there cloudbasc is within reach on a good day. This is due more to high humidity and a low cloudbase than to strong lift, but from 2,000 feet over the valley nobody seems to mind. As with all other sites on Oahu, care must be taken when flying Kahana. If conditions are strong at launch they will be even stronger at altitude or down range, and it is easy to find yourself pinned against some very uninviting terrain.

When the winds are too light for Kahana, Lanikai is the next site to check.

Although it offers no more than okay ridge soaring, Lanikai flights cake place over, and end on, a classic Hawaiian beach complete with blue water, white sand, palm trees and coconuts. Despite the sand, this is the most popular LZ on the island for lonely guy pilots hoping to impress bikini-clad members of the opposite sex with their daring mastery of the sky.

During times of ideal weather the aforementioned sites are not an option. When the breeze wafts into Kahana, Lanikai and most of the windward coast with barely enough force to ruffle palm fronds, the rare conditions for Makapuu have arrived.

Despite our endless hoping, praying, wishing, wanting and small-animal sacrifices, Makapuu flights are far less common than we would like. When this site does come on, however, it comes on big.

Makapuu is not just the best site on Oahu but the best in the entire state. fairly well known as a hang gliding site, there are several hang glider launches atop the jagged sea cliffs on the island's most eastern extremity. Paraglider pilots use different launches than the hangies, the most popular of which is a conveniently short walk from the main road. All but the bravest paraglider pilots would be thankful for this segregation. Although the paraglider takeoff:<; arc far from ideal and the hangies get in more Makapuu airtime due to the site's windy nature, the hang glider launches are totally heavy! Tiny boxes and ramps perched atop 1,200 feet of vertical cliff are not for the fainthearted. While this site has

Continued on page 39.

35

Thermals: Collectors, Wicks and Triggers PART ONE OF A THREE-PART SERIES ON THERMALS

by Will Gadd, illustrations by Tex Forrest

0

nly in this way will the pilot actually learn something with each "success" or "failure." I often hear students in clinics I teach say, "Ah, I sort of knew that, but this simplifies things a lot." That's the goal: to have a simple, clear system that you can refine each season to produce better results.

I broadly split my thermal-prediction model into two parts: ground-based thermal prediction ideas and sky-based thermal clues. This article is my attempt to explain to myself and anyone who finds it interesting how thermals form on the ground and how to find chem efficiently. Part two will deal with the sky, part three with staying and flying in thermals.

COLLECTORS I call potential thermal-generating areas "collectors" because they collect the sun's

36

The crux ofcross-country flying often lies in correctly answering the question, "Where's the next thermal?" Ifyou could answer that question correctly even 90 percent of the time then life would be very, very good I think it's key for every X-C pilot to develop his or her own system for understanding thermals, then continuously refine it. energy and release it as warm air or thermals, a process any successful X-C pilot should be very interested in. I think the air in collectors tends to warm up as the sun heats the ground, first releasing relatively slowly and steadily (early morning mountain thermals are the best example of this), followed later in the day by more violent "sets" or cycles in much the same way waves hit a beach. Imagine small waves coming in continually, then a big set rip-

ping through, followed by small waves again. If you find a good collector you can often maintain in a zero over it and wait for a good set to come through. If you're low, this may be your only chance.

Collectors are all about sun. If there's no sun there's probably not much air leaving the ground (cold fronts and other very unstable air masses are exceptions). When looking at any potential thermal collector I first ask, "How long and at what angle has

PARAGLIDING

the sun been shining on the collector?" A perfect collector would be at right angles to the sun for hours. I first learned this lesson flying in the '96 U.S. Nationals when all the top pilots flew to the sunny but lee side of the ridge and I went to the windward side where the sun was just starting to hir. I sunk out, they didn't. At the time I thought this experience was bad luck, but luck had nothing to do with it; the slopes simply hadn't been in the sun long enough.

The next factor that determines how much the air heats up is the surface the sun is striking. For an excellent analysis of surface thermal theory read Reichman's CrossCountry Soaring. Basically, dry surfaces with a lot of trapped or sheltered air will produce the best thermals. Late-season cereal (wheat, oats, etc.) crops are dry, hold a lot of still air, and consequently release some of the best thermals. Dry shrubbery also works well, and rocky terrain with a lot of dead airspace between the rocks works well, but takes longer to heat up.

Moist ground cover absorbs the sun's energy and uses it to evaporate water, a cooling process that kills thermals.

Wind tends to destroy thermals by continuously mixing the air in potential collectors, preventing it from either reaching the temperature at which it will leave the ground or turning what could have been a decent thermal into a ragged mess, especially close to the ground. A large line of hedges or trees around a very dry but bushy field will often hold a nice still "pocket" of air. You can experience thermals on the ground by just walking around; sunny, dry spots protected from the wind will be warmer. As odd as it might sound, I've learned a lot by simply walking in the mountains and feeling the cool air in the pines, contrasted with the warm air on avalanche slopes or other treeless areas. The more protected and sunny a collection area is, the warmer it will be and the better chance you as a ~ilot will h~ve . ,( · of gomg up. This / ~ , means that the ,P

DECEMBER

2000

best thermals are often found in sunny, lee areas. This is no problem if you're high and fly above them, but you have to make your own decisions about how much rotor you want to play with if you're lower. This isn't an article about safety.

Many pilots believe black pavement such as that found in big parking lots or roads will be a good thermal source. Although pavement is black and absorbs tremendous amounts of energy, it often doesn't work very well because there is nothing to "hold" the air in place. If you watch birds soaring above a parking lot or freeway, they will almost always be turning very small circles and not gaining much altitude. The thermals are frequent, sort of like grease popping off a skillet, but frequently unusable. Interestingly, a parking lot filled with cars generally works better than one without cars because the cars hold dead air nicely. A road can be good "wick," but more on that below.

The aspect angle of the terrain is critical. For example, dry, plowed fields almost

tor is, of course, a lake - cool, reflective, moist, often windy. You will almost never find a thermal that comes from a lake. That is not to say you won't find thermals over lakes, but they aren't coming from the lake itself very ofren. One exception may be very late in the day when the relatively warm water releases heat, but I've very seldom seen this happen in a strong enough manner to produce usable thermals. Long glides over lakes in the evening are often quite buoyant, but don't count on "magic" air too ofren or you may be swimming.

PASSIVE TRIGGERS (WICKS) this is because the sides of the furrows tend to face into the sun like little solar collectors, while the actual furrows protect the warm pockets from the wind and allow them to develop. If you're mountain flying, look for the slopes that have been at right angles to the sun the longest. Lee slopes often work better than windward slopes because the air in the lee is protected, but a windy slope in the sun will beat a shaded slope in the lee every time. Really massive, southwest-facing slopes in the mountains may offer continual, strong thermals from midday through early evening, but east and due west-facing slopes will only work in the morning and evening respectively.

I believe thermals have some form of surface tension, and tend to track along the ground before releasing, sort of like oil up a wick. I call the point at which the thermal leaves the wick a "passive trigger." The most effective PT is the top of a sharp peak. There will often be a cloud over it from 9:00 in the morning until sunset, even as the sun moves from east to west.

First, the east-facing slopes warm, wick up the hill and release, then the southeast-facing slopes, then the south slopes, followed by the west-facing slopes at the end of the day. However, the thermal comes up the wick to the same passive trigger. Think about the "house thermals" at your local site. What's really happening with each one as the sun moves? If you're high you can fly straight to the wicking top of the peak, but if you're low you need to fly to the sunny side of the peak and then climb out.

37

Ridges often work the same way, with convergence happening if both sides of the ridge release at the same time.

When mountain flying I look for PT's where I chink bubbles might break their tension and lift off. Ridges above protected slopes in the sun and places where a ridge forms a mini-summit for thermals to break off (like water running down your arm and falling off at the elbow) seem to work best. Two or more ridges coming together are better than one, since each ridge increases the chance that you've picked the right wick. If you're bored, take a spoon and stick it into a glass pot of boiling water some time, it nicely illustrates how all this works.

Passive triggers can be very, very small when flatland flying. For example, a road on the downwind edge of a large, dry, plowed field will often have a small ditch between the road and the field. This is a passive trigger for sure. Just the edge of a dry field against a more vegetated field may be enough to lift the air off. I almost invariably find my best thermals in downwind corners oflarge, dry fields, places with maybe a hedge or even simply grass instead of plowed dirt. A group of houses in the middle of a barren section or even a lone oil well breaking the monotony of flat ground will often wick thermals skyward.

Some people believe strongly in power lines as passive triggers, but I think the thermals found above power lines generally have more to do with the terrain. The exception is really big, high-tension towers wicking thermals skyward, but this is suspect. Thermaling over power lines does impose a bonus hazard as well.

Large rocks are often good wicks and passive triggers, as they tend to pierce the surface tension and also release "bulletstyle" thermals, allowing larger pockets of air to also leave the ground.

Finally, contrasts in surface temperature may affect lapse rates and also act as triggers. I often find thermals at the junction of two disparate surface types. Miles of dry fields leading up to a large lake will often have a reliable thermal at the boundary between the two. (If the wind is coming from the fields, this thermal will slope out over the lake.) However, wet fields or lakes will often shut down all activity in their immediate area, especially on the downwind side. These surface temperature differences can be quite small, but thousands of

38

examples have taught me that they matter.

ACTIVE TRIGGERS Active triggers are triggers that move.

For example, a tractor harvesting a dry wheat field will almost invariably be a thermal source. Cars driving back and forth on a road next to a big, dry field will also act as triggers. Any type of motion - be it from people, farm equipment, cars, even other glider pilots landing - will often cause a collector to release. How many times have you landed in a likely field only to watch someone climb out above you?

I am starting to believe that cloud shadows will often act as active triggers as well. I have flown enough sites now where the forward edge of a cloud shadow will produce dust devils as the shadow advances across the ground, something like a mini cold front lifting the warm air up. It's a theory, but it does seem to work some of the time.

HOWTO APPLY ALL OF THIS On any given day thermals reach a certain height before stopping, a distance between the ground and cloudbase or the top of usable climbs. I call anything below half this distance "low," and anything above it "high." For example, if cloudbase is 6,000 feet above ground level, I think I'm high when over 3,000 feet AGL and low below this point. This article deals with making decisions while in the "low" zone.

If you're low, head for collectors that are in the sun and have been for a long time.

Be very careful flying into cloud shadows.

If you're low, it's very rare to climb up out of a cloud shadow. Connect the collectors with the potential wicks and triggers.

Sunny meadows below a sunny ridge in a light lee with puffy clouds directly above are perfect. If you're on the shady side of a ridge then you're in the wrong place and need to find some sun in a hurry. A big, brown field with a small knoll on the downwind edge could be good, or a big, dry, grassy field that meets a busy Interstate. I try to fly over as many potential collector/wick/trigger combinations as possible. If I get even a consistent "zero" on my vario while low, I'll stop and circle until a thermal "set" comes through. Of course, if you see a hawk going up like mad or a big dust devil spinning off the back of a tractor, then things get simpler. I

won't mess with weak thermals if I've just topped out a climb and am starting a glide; there's no point as they will probably end soon anyway. I will stop for anything solid once I get into my "low" zone.

It's important to understand that the lift and sink generally balance each other out, especially in relatively small areas. If your climb rate is 1,000 fpm, expect at least 1,000 fpm+ sinking air when leaving the thermal. If the thermals are large, expect big areas of sink. If you're in an area of violent sink, then somewhere close by is probably a violent thermal.

You should ask, "Where's the collector?

Where's the wick? Where's the trigger?" and attack! Collectors also tend to draw air into them as they release. You will often notice an increase in your ground speed as you near a thermal. Your glider will also often pitch ahead by a few degrees as the air accelerates toward the thermal, and your heavier body lags.

Older gliders will generally fall slightly behind you as they hit a strong thermal but be very pressurized (you can feel this in the brakes). Wind gusts or turbulence may cause a glider to fall back behind you as well, but the pressure will not be as high in the glider. This is a great way to tell if you're entering a thermal or have just found a wind gust. If the glider is pressurized harder, then you've found a thermal. No pressure, no thermal. Newer ('99 and on) or higher-performance gliders usually surge forward into a thermal, no matter how strong it is, but the feeling of increasing brake/glider pressure is the same.

Finally, remember that the wind slopes thermals. If you're relatively low and coming into a collector then it won't matter much, but the higher you are the more downwind of the source you'll need to be to intercept the column.

The system above may be largely wrong, but it's the best one I've developed yet. Each year it seems to get a bit better, and each year I look back and think, "Oops, was I ever wrong about that!" I try to honestly look at each flight and ask, "What worked, and what didn't? Why did I sink out and someone else succeed?"

Good pilots create their own thermal luck remarkably consistently. So, good luck in developing your own system, that's the one that matters!

PARAGLIDING

Continued fi'om page 35. had a near perfect safety record for more than 14 years, 17 pilots lost their lives here during the early years of the spon. A record like this, even a very old one, makes launching here a true leap of faith. Once in rhe air, however, the reasons for braving such a launch become plainly clear.

What makes Makapuu so good is nor just rhe great ridge soaring near the law1ehes, bur the fact that it is the starring point for Hawaii's longest cross-coumry flights.

Where the jagged cliffs of Makapuu rise from the Pacific Ocean begins the 30+ mile-long Koolau Moumain Range.

Heading nonh after launch, the moumains soon start to rise, with the highest peaks just over 3,000 feet. The steepness of rhe terrain near takeoff cominues through most of rhe range, creating some of che most spectacular scenery on che island. As the range bends in from the coast, thermals add to che dynan1ic lift, and with every beep of your vario , more and more of the island comes into view.

On a recent flight, which turned our co be one of the best anyone could remember, five of us (actuaUy, eight people and five canopies - uncrowded skies are a given in Hawaii) took to che air and scarred down range. Lift was strong, smooth and abundant. Amazingly, the Sh')' was almost free of clouds and we evenrua.Uy climbed to over 4,000 feec, a good bic higher than the Ii miring cloud layer usually a.Uows. Amongst the scenery passing below our feec were waterfalls, rain forests and cliff sides of awesome steepness and texture. Piercing the mountains were the runnels and winding roads of the Pali and Likelike Highways . Also, boring through d1e island was the H3 freeway, an engineering fear of grand proporcions char was, depending on your perspective, made either grander by the precipicous mountains mrough which the freeway runs, or paled in comparison co che creations of Mother Nature. We waved to crowds of courisrs on Pali Lookout as they took in the great view, which was of course nod1ing like che one we were experiencing. Another impressive man made structure to see was rhe "Stairway co Heaven," a rusting series of thousands of steps chat crawled up a knifeedged ridge from near sea level almost 3,000 feec.

As our small flock worked ics way down che range we starred to spread apart. Seeing a tiny speck of color against such awesome

DECEMBER

2000

39

terrain really added perspective to the flight.

Even more impressive was PWC pilot Peter Brinkeby who left our sightseeing butts behind and blazed off into the distance.

Every so often we would catch a glimpse of him far down range and getting smaller and smaller until he becan1e a tiny speck, then disappeared. When Peter landed he had covered 29 miles and had marched Marc Hill's state record. The rest of us elatedly touched down in a soggy cow pasture after a three-and-a-half-hour flight.

These distances and heigh rs char thrill us so much may nor seem that impressive, bur you can'r argue chat it isn't bad flying for a "rock," as the locals are fond of calling Oahu. Actually, even the most jaded pilots (like Brinkeby) who have flown the world's best sites are always stoked with a good flight over and amongst rhe Koolau Mountains.

Most of Oahu's flying may rake place on

40

the windward side, bur it is by no means the only game in town. Paraglider launches virtually circle the island. Regardless of wind direction, a soarable site can usually be found as long as you are willing to spend an hour or two in your car driving around and checking conditions. These sires are far more varied than chose along the windward side, and some very unique flights can be had by diligent and patient pilots.

When the winds rum "Kona" or sourherly, Hawaii's mosr famous landmark, Diamond Head crater, becomes a ridge soaring site. Wirh the extinct volcano's 780foor slopes turning the Kona wind into vertical lift, pilots can climb to rhe 1,000-foot ceiling (regulated due to the Honolulu airport) for a glimpse into the big crater.

Takeoff here is from a scenic overlook and one of the few drive-up sites on rhe island, although Diamond Head is so popular char by the rime you find a place to park you

may still end up hiking.

Not far from Diamond Head is another popular lookout and the only grassy launch on rhe entire island. Tour buses shuttle hundreds of tourists a day up Tantalus Ridge for rhe great views of Waikiki, Diamond Head and Honolulu. When Diamond Head is too light, pilots join the parade of buses up the steep and windy road. Ar chis sire, gliders stay in rhe car until the lasr minute and are rhen hurriedly set up and launched. Paragliding isn't exactly legal here and cops rhar frequent rhe area may keep you on the ground if you aren't quick. Once in rhe air, you can stick to rhe ridge or head our over downtown in search of thermals. If you are lucky you just may catch rhe glass-off and find yourself 3,000 feet over downtown Honolulu, as happened to Peter Michelmore ofGraviry Sports one ideal afternoon. If you are unlucky, 250 people will call rhe police and your glider

PARAGLIDING

scenes from Makapuu.

INSETS: Kahana Bay.

D ECE MB E R

2 000

41

will be taken on landing as happened to Peter Michelmore of G ravity Spo rts on one ideal afternoo n. (His gear was returned the next day after paying a $25 fin e.)

Although yo ur co mpass may not al ways agree, the wind wa rd side of the island is co nsidered the east side, H onolulu and Waikiki are on che south side, and if we carry on in a clockwise direction we will, naturally, come co the west side. In the rain shadow of the Waian ae Mountain Range, chis side gets little rain, lots of sun and some boo ming thermals . Access to the numerous west-si de sites m eans sweaty hikes or fo ur-wheel-drive and access permits. Lots ofl ocal knowledge is essential for both m ethods of approach.

T he Waia nae M ountains rhar turn the west side into a thermal-generating desert are taller than the Koolau Moun tains but no t as long. Flights here can nearly equal th ose on a good day on the east side, but co nditions can be rough, and not just because of rhe thermals. Overflying topsecret military installations in the range's deep valleys will likely bring on a Bla khawk heli copter esco rt out of the area, onl y with these heavily armed birds, rotor wash will not be the only wo rry. Even m ore of a concern m ay be the streets below. The west side is host to some of the most notori ous neighbo rhoods in Hawa ii and tourist horror stories are con1mon. T here are also some of the fri endliest H awaiians yo u will ever meet in this area, but un fo rtunatel y finding yo ursel f in the wrong place at the wrong rime is a distin ct possibili ty.

O n south or no-wind days it is certainly

42

worth braving the west-side hazards. A bit of work is a given, but time it right and yo u just may find yo urself co ring a six-mps thermal until yo u are looking down on d1e ve ry top of Oalrn , the 4, 100-foor summit of M t. Kaala. Your car may not have any wheels when you land, but hey, paragliding is a high-risk spo rt!

O n the other side of the Waianae Mountain Range is Oahu's No rth Shore.

T his stretch of coast is where yo u will find the world's most famou s surfing beaches like the Banzai Pipeline, Sun set Beach and Waim ea Bay. This area is not only the Mecca of the surfing world , but there is so much to do here that the 20-mile stretch from Kaena Point to Kalrnku may also be the most fun place in the world.

Paragliding is one of the North Shore's many attractions, but not near as much fl ying is done here as on the other sides of the island. No t to worry though , as fun is an endless commodi ty in this playgro und. A lot of flying does take place on the North Shore but sailpl anes are the standard fo r taki ng advantage of the accelerated trade wind lift chat rockets up the north side of the Waianae M ountain Range. Sailplanes are a nearly permanent fixture in the skies of Mokuleia, as are skydive rs whose drop zo ne is located at the same smal l airfield.

Juse on the ocher side of the street from the d ro p zo ne is one of th e best kite surfing beaches on the island, Mokuleia Beach Park. T his is also a very popular windsurfing spot, but the kiters seem to be raking over. W ith so much going on here, driving a car here can be a real hazard. Not that the

traffic is bad, bur there is just so much to look at that keeping your eyes on the road ca n be rough!

As yo u can see, there is no shortage of E-ricket rides on O ahu. But, if you ever got bored here (unlikely) or ran out of things to do (impossible) O ahu is just one of the H awaiian Islands. With five ocher islands just a shon fli ght away, the options can be overwhelming. H aving all ch e right toys in H awaii can make you feel like a kid at Disneyland. T he only stress you'll feel will come fro m ny ing to decide which ride to go on!

HAWAII NOTES T hinkin g of a visit? H ere are so me contac ts and websites: H awaii H ang G liding and Paragliding Associatio n www.hawaiianflyin g.org.

Gravity Spo res (in Kailua, O ahu) www.grav1tys pon s.com, parapere@lava. net, (808) 26 1-7873, fax (808) 26 1-7875, or www. paradiseparagliding.co m.

For more paragliding images www.searoskyproductio ns.com.

Warning: T here are no good takeo ffs on Oalrn. Every launch has at least one of the fo Llowing haza rds and likely all of chem: high winds, steep terrain , tight layo ut areas, dirt, trees, rocks and Velcro-like foli age.

O nce in rhe air most of the flying is fairly srraighrforward, bu t to get there yo u must be very proficient at high-wind, reverse launches from less-than-ideal takeoffs. •

PARAGLIDING

PARACLIDINC ADVISORY: Used paraglidcrs should always be thoroughly inspected before flying for the first

rime. If in doubt, many paragliding businesses will be

happy to give an ohjcclive opinion on the condition of equipment you bring them to inspect. BUYERS SHOULD SELECT EQUIPMENT THAT IS APPROPRIATE FOR THEIR SKILL LEVEL OR RATING. NEW PILOTS SHOULD SEEK PROFESSIONAL INSTRUCTION FROM A USHGA CERTIFIED INSTRUCTOR.

FLICHT DESIC:N S3VJ' - Total package with glider, harness, biners and helmet only $1 JOO. Perfect first glider l,,r getting into our spnrr inexpensively. (206) 320-90 I 0. http://www.fun2fly.com/news.htm For new and used paragliders, rigid wings, helmets and more. This SALE page is updated requently so please check it out or call 206-320-9010 for more information.

EMERGENCY PARACHUTES

PARAGLIDERS ADVANCE OMFCA JV 28 - Good condition, blue/white, no tears $1,400. Joel (760) 753-7499.

J\l'C:O l'IESTA - DHV 1 $1,999. Apco Allegra DHV 1-2 $2,600. Apco Bagheera DHV 2 $2,700. SupAir harness $425. Hytec 4005 vario $399. 1-lanwag boots $225.

(541) 387-2112, sunsportspg@aol.com APCO SUPRA 30 -

1 hour $1,400.1646) 528-7700.

BRAND NEW Near new starter package. ProFeel 35, Pro Design Jam harness, reserve, brand new Charlie Insider helmet (never used), Edel jumpsuit, Kenwood Th22AT radio w/1'834, PB32 baneries, backpack. $2,600. (808) 887-0041.

EDEL ATLAS - Large, <15 hours, bright yellow, Edel Balance harness, auxiliary chute $1,900. (208) 7437954, realror@llewis-clarkvalley.net EDEL CALAXY -Tandem, great condition, 35 hours, blue $1,200. (808) 573-7566, flymaui<Zilflex.com

CANOPY REPAIRS - .30 years experience, factory quality repairs, 3 JCAA Master Parachute Riggers. 1-800526-2822, gear@paraequip.com SCHOOLS & DEALERS ARIZONA

USHCA certified paragliding & hang gliding instruction. Courses are cxperrly run on a friendly, inf(xmativc

DIXON'S AIRPLAY PARACLIDING - Dixon White: USHGA's Instructor of the Year' Airplay: Top ranked school for years and featured in the best selling videos "Starting Paragliding" and "Weather to Ply". The perfect beginner training areas' Open October through May. DRIVI·: UP to 360 degree treeless and rockless launches. Land in wide open fields. Master rated tandem examiner Dixon White has supervised over 18,000 student flights to date, teaching new pilots is his full-time profossion. Individualized training with state-of~the-art equipment, 2-way radios, comprehensive ground schooling with an emphasis on micrometeorology. Great new and used invcnto1y. Enjoy the Grand Canyon and other spectacular scenery. Dixon's Paragliding in ARIZONA and WASHINGTON (appointments required), PO Box 2626, Flagstaff AZ 86004. (520) 526-4579. www.paraglide.com or dixon@paraglide.com

basis. We have been introducing people to the world of foot launched flight since 1976. New and used gliders and accessories. Ball, Comet, Edel, J\:ova, SupAir, Pro Design, Firebird, Airwave, Wills Wing/Swing and others. All skill levels welcome. PO Box 1226, Del Mar CA 92014. (858) 481-7400 SoLtthern California.

AIRJUNKIES PARAGLIDING - Join KEN BAIER for your "Pursuit of Paragliding Excellence" in the land of year-round, excellent paragliding: Southern California and the Baja. Courses for \lovicc, Intermediate, Advanced and Instructor ratings. Powered paragliding, soaring and maneuvers clinics, guided tours, tandem and towing instruction and special events. USHGA certified.

Handling the latest equipment. Call (760) 753-2664 for information.

r------------------------------------------------------------------------------------------------, USHGA CLASSIFIED ADVERTISING ORDER FORM 50 cents per word, $5.00 minimum Boldface or caps·. $1.00 per word. (Does not include first few words which are automatically caps.) Special layouts or tabs: $25 per column inch. (phone numbers: 2 words, P.O. Box: 1 word, E-mail or Web address: 3 words) photos: $25.00, line art logos: $15.00 (1.75" maximum) DEADLINE: 20th of the month, six weeks before the cover date of the issue in which you want your ad to appear (i.e., September 20 for the Nov. issue).

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

Please enter my classified ad as follows:

Number of months: ___________ SECTION J Paragliders O Emergency Parachutes J Parts & Accessories J Business & Employment O Miscellaneous 0 Powered Paragliders O Videos

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

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

Number of words: _______ @$.50 = _ _ _ __ Number of words:

@$1.00 = _ _ _ __

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

L-----------------------------------------------------------------------------------------------DECEMBER

2000

43

www.FlYMEXICO.com FLY ABOVE ALL - Experience year-round paragliding instruction in beautiful Santa Barbara, CA1 Our friendly, experienced staff offers hands-on, personalized, radio-controlled lessons. Enjoy soaring the best training hill in the Western US and when you land, shuttles will whisk you back to the top for your next scenic flight.

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

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

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

F!Y TORREY PINE!

DERPORT 2800 Torrey Pines Scenic Drive San Diego CA 92037 Since !92R

G

L

PARAGLIDING AND HANG GLIDING certified instruction, tandcn1 flight instruction, sales, service, repairs, parachute repacks, motorized pg/hg instruction and site tours. Southern California Importer for PARATECH, ITV and EDEL. Visa and MasterCard accepted. Call (858) 452-9858 or toll free atI-877-1-'LYTEAM. Check us out at and order on-line at http://www.flycorrey.com

More than 5,000 paragliding enthusiasts

PARAGLIDING AND KITE SURFING shop is now open. Corne fly where the sun always shines and the wind always blows with USHGA TANDEM INSTRUCTOR PETE MICHELMORE and MARC "NALU" HILL and PWC'S PETER BRINKEBY (Edel) in beautiful Kailua, Hawaii. Fly the famous MAKAPUU sea cliffs, 80km out and return flights are possible at 3,000ft msl and land on WHITE SAND BEACHES. Our complete PARAGLIDING and JUTE SURFING shop is located just one block from the Kailua beach. Look us up on rhe web at www.paradiseparagliding.com or www.gravitysports.org. Starr your HAWAIIAN EXTREME VACATION NOW! Call (808) 261-SURF. MAUI WOW WEE- Proflyght Hawaii, first school in Hawaii, located on Maui, is now under new ownership.

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

Team Proflyghr spom an incredible training facility, wonderful year-round weather, 1,000' training slope, 100' to 7'000 vertical deccnts off Haleakala Crater (10,023'). Toll Free 877-GO-FLY-HI. Visit our website WWW.PARAGLIDEHAWAII.COM IDAHO KING MOUNTAIN PARAGLIDING - Cerrified fi.111-timc SCHOOL, taught by Master rated instructor Brad Bloxham. Tandem, RETAIL, major brands, POWERED PARAGLIDERS, guide service, mountain tours, site information, including world famous King Mountain ( 1997 US Nationals.) SUPPLIER/MFG: The most comprehensive, educational INFO/LOGBOOK in the USA, $24.95, RADIO HARNESSES $39.95, PC CARGO/DUFFEL BAG (holds wing & everything else) $49. 95. IO 169 N 15 E, Idaho !-'alls, ID 8.'401. Phone (602) 421-.1970, Visa/Mastercard, email KingM rP(~@\10l.co111, http://membcrs.aol.com/kingmrpg/

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

44

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

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

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

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

HIGH 1'1.AINS PARAGLIDING - Now selling Sup'Air, Advance, Apco, Nova, 1-'lytec, Thin Red Line, Renschler and more! Don't wait until Spring! Tap into the new "Hor Winter Deals" page on our web site (http://hometown.aol.com/hiplainz), send an e-mail (hiplainz(alaol.com), or just call! (406) 439-2239. It's gotta be flyable somewhere in the world' le will definitely be flyable sometime in the future'

ADVENTURE SPORTS - Sierra soaring at its best.

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

PARAGLIDING

l\EWYORK

OREGON

Sell your unused equipment here.

AIR SPORTS USA - Lcssom, service, equipment.

Paragliding, hang gliding, powered paragliding, trikes.

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

UTAH OVFR THE HILL l'ARAGLIDING/POWEREDPG - Oregon/SW Washington. Sales, Service, beg-adv USHCA certified solo/tandem instruction. NOVA, FIREBIRD, GIN, OZONE, Wills Wing (SWING) FLYTEC, HIGH ENERGY SPORTS. Reserve parachute specialists. Authorized exclusive area dealer for the amazing new MINIPLANE POWEREDPG! We have great rowing and motoring sires close in 1 Full service shop/rigging facility. Our of state pilots: Call us frir free local advice & info on om great coastal, thermal, and Corge sires. There is NO SALES TAX rn ANY cusSOUTHERN SKIES - MOUNTAl:--J FLYING and POWERED PARAGLIDING instruction, sales and service with full-time shop, 1 hour north of Charlotte. 7 beautifol flying sites nearby. (828) (,32-6000 \lv'WW.SOUTHERNSKIES.NET

ton1er buying in or from ()regon. New & used gear.

Trades welcome. VISA/MC/AMFX 22865 S.F. Yellowhammer Cresham OR 97080 50.3-667-4557 Toll free: 888-215-1442 email: othpara@)spiritone.com Web: overthehillparagliding.com

WHAT HAPPENS when you combine the largest paragliding school with the largest paragliding and hang gliding shop? Introducing the new CLOUD 9 SOARINC CENTER. We are open 7 days a week for lessons, sales and tandem flights for both hang gliding and paragliding. The shop is now owed by Steve Mayer. Our new repair facility run by Bill (Bad Bernes) Anderson, is ready for any repairs or repacks. For more informationwww. paragl idcrs. com or stop by at 12665 S. Minuteman Dr., just a few minutes from world famous Point of the Mountain. info@paraglidcrs.com 1-888944-5433. In Utah, call (801) 576-6460.

VIRGINIA KITTY HA WK KITFS -

See North Carolina.

WASHINGTON

LEARN TO PARAGLIDE

[)]XON'S AIRPLAY PARAGLIDING Please sec our classified ad under Arizona. www.paraglide.com

;w A RAG L I D I N G

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

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

!-'LIGHT CONNECTIONS, INC:. PTT II

FLIGHT CONNECTIONS, INC.

REPLACEABLE

FINGERrlTCH

TEXAS

1:-Mail Address info~ilkittyhawk.co1n

PARTS & ACCESSORIES

I-Ill.I. COUNTRY PARAGl.!DING INC: - I.earn complete pilot skills. Personalized USHCA certified

\.

training, ridge soaring, foot & tow launching in central

Texas. MOTORIZED PARAGLIDING INSTRUCTION & EQUIPMENT AVAILABLE. (915) 379118'i. 1475 CR 220, Tow TX 78672.

KITE ENTERPRISES - foot launch, payout winch row and powered paragli<lcr instruction too. Training, sales, rentals and repair. Edel, Airwave, Wills Wing, Ul' and l) K Whisper. Dallas, Fort Worth and north Texas area. 21 I Fllis, Allen TX 75002. (972) 390-9090 nights, weekend~. www.kite-enterprises.com

• New and Improved • Water/Dust Resistant Push Burron • Field Replaceable Finger Switch • Heavier Gauge Wire/Improved Plugs • Increased Strain Relief at Al.I. Joints Price $119.95. Extra finger switch $19.95 w/purchase.

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

MC/Visa. Visit our website at www.flightconn.com

FAX your classified ad, membership renewal or merchandise order: (719) 632-6417. We gladly accept VISA and MasterCard.

DECEMBER

2000

HAVE EXTRA EQUIPMENT - Thar you don't know what to do with. Advertise in the Paragliding classifieds, $. 50 per word, $5 minimum. Call US! !CA for derails (719) 652-8300, ushga~Dushga.org or fax your ad wirh a Visa/MC, fax (719) 632-(,417.

45

BUSINESS & EMPLOYMENT AC:CEPTINC DEALER INQUIRIES - Popular helmet and PG reserve.(303) 347-8995, leave message.

DISTRIBUTOR US MARKET Leading paragliding manufacturer is accepting inquires. (303) 347-8995 leave message.

PUBLICATIONS & ORGANIZATIONS

\)/indsok. Made of 1. 5 oz. ripsrop nylon, UV treated, 5'4" long w/]] "' throat. Available colors CTuorescent pink/yellow or fluorescent pink/white. $39.95 (+$4.75 S/H). Send to USHGA Windsok, P.O. Box 1330, Colorado Springs, C:O 80901-1330, (71 9) 632-8300, fax (719) 632-6417. VISA/MC accepted.

Our advertising has a two-month lead time plan ahead.

MINI VARIO - World's smallest, simplest vario! Clips ro helmet or chinstrap. 200 hours on baneries, 0-18,000 fr., fast response and 2 year warranty. (;rear for hang gliding too. ONLY $169. Mallenec, PO !:lox 15756, Santa Ana CA, 92735. (714) 966-1240, www.mallettec.com MC/Visa accepted.

L.:VEX helmets are the best and arc now on sale for only $215, you save up to $110 1 Check out h[[p://www.fun2lly.com/news.htm or call 206-320901 0 for more info.

PARAGLIDING: THE COMPLETE GUIDE - By Noel Whi[[all. The most complete guide to paragliding on the market. Over 100 color photographs & illustratiom, 200 pages, $26.95 +$4.75 s/h. USHGA, PO !:lox 1330, Colorado Springs CO 8090 I. (71 9) 632-8300. fax your MC/Visa to (719) 632-6417. Our most popular book'

e\)t ~~~'f ~~~& ~~ ~*~~~~f~~~r\fr~rt~~ /' \ h>~~~~ ~

P

PARAGLIDING-THE COMPLETE GUIDE

STARTING PARAGLIDING

Covers basic preparations for your first flights. 30min. $29.95

TURNING POINT (in Alpine Thermalling)

by Noel Whittal. The most complete & comprehensive guide on the market today.

Over l 00 color photographs. 200 pgs $26. 95

50%PG, 50%HG. Learn to tame the elusive thermal. Filmed in Europe. 24min. $35.95

PARAGLIDING-A PILOT'S TRAINING MANUAL

Paraglide the western states.

Great maneuvers, great sound. 35min. $35. 95

by Mike Meier/Wills Wing $19.95 Covers all aspects of paragliding.

Equipment, beginner skills, flying techniques & more.

PARAGLIDING-FROM BEGINNER TO XC

by Sollom/Cook. A great addition to your paragliding library. Wonderful XC tips. Over l 20 pages with superior illustrations & color photography. $29.95

UNDERSTANDING THE SKY

by Dennis Pagen. The most complete book on micrometerology for all sport aviators.

Plenty of photos & illustrations. $19.95

FLY HARD CLOUDBASE PARAGLIDING Great intro video. Meet the hot pilots & fly the hot sites. 36min. $34.95

PARAGLIDE: THE MOVIE World class competition at Owens Valley.

Rock-n-roll & plenty of action.40min. $35.95

) MASTERS AT CLOUDBASE A paragliding music video. $19.95

USHGA, PO Box 1330, Colorado Springs CO 80901-1330 l -800-616-6888 Visa/MC fax (719) 632-641 7 www.ushga.org Please add s/h (USA) $4.50 for videos, $5.50 for books. Orders over $50 call!

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PARAGLIDING

PARAGLIDING: From Beginner to XC - By Sollom/Cook. A great addition to your paragliding library. Wonderful XC tips. Sec Steve Rori's review in the March/April 2000 Paragliding. Over 120 pages with superior illustrations & color photographs, $29. 'J'i +$4.75 s/h. USHGA, PO Box U30, Colorado Springs CO 80901. (719) 632-8.300, fax your MC/Visa to (719) 632-6417.

SOARING - Monthly magazine of The Soaring Society of America, lnc. Covers all aspects of soaring flight. full membership $55. Info. kit with sample copy $3. SSA, P.O. Box 2100, Hobbs, NM 88241. (SOS) 392-1177.

VIDEOS

BALI HIGH, by Sea to Sky Prodw:rions. An exotic paragliding advcntLLre on the island of Bali, Indonesia.

Great flying footage. 38 min $29.95.

WEATHER TO FLY, by Adventure Productions. A much needed instructional/educational video on micrometeorology. Dixon White, Master pilot and L'SHGA Examiner, takes yotJ throtJgh a simple step-bystep process showing where lo acquire weather data and how to interpret it. for pilots of any aircraft. Learn abotJt regional & local influences and how to determine winds aloft and stability. "Weather To Fly" is an over-all view packed with tJseftil derails and incltJdes great cloud footage. A straight-forward presentation that is easy to follow. SO min. $39.95.

TURNING POINT IN ALPINE THERMALLING, by Dennis Trott/ Alpine Flying Centre. 50% HC, 50% PG. Discover techniques to tame the elusive alpine thermal. Beautiful footage set against Europe's most dramatic mountains. Also features comments from top pilots & great animation. 24 min $35.95.

DECEMBER

2000

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

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

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

Professionally filmed & edited, 35 mintJtes $35.95.

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

MISCELLANEOUS VIDEOS, BOOKS & APPAREL - Call USHGA for your Merchandise order form (719) 632-8300, fax (719) 632-6417, email: ushga@ushga.org,www.ushga.org DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE CLASSIFIEDS. CLASSIFIED ADVERTISING RATES The rate for classified advertising is $.50 per word (or group of characters) and $1 .00 per word for bold or all caps. Phone number=2 words, PO llox=2 words, weight range i.e.

137-185lbs=2 words, web sire or email address=3 words.

MINIMUM AD CHARGE $5.00. A fee of $1 'i.OO is charged for each line art logo and $25.00 for each photo.

LINEART & PHOTO SIZE NO LARGER THAN 1.75" X 2.25". Please underline words to be in bold print. Special layouts of tabs are $25.00 per column inch. AD DEADLINES: December 20th is the deadline for the February issue. Please make checks payable to USHGA. Send co: PARAGLIDINC MAGAZINE, Classified Advertising, P.O. Box 13.30, Colorado Springs, CO 80901-1330 (719) G,32-8300 or fax (719) 6.32-6417, email jjelgan@lushga.org with your Visa or MasterCard.

STOLEN WINGS & THINGS GIN BOLERO - XL Stolen in the MEDFORDWH !TE CITY. OR area in August, 2000. Fuchsia color, has damage in center/leading edge, and/or parch, generally in poor shape. Also: XL Pro-Design "Jam" harness, med. High Energy Quantum reserve, Charley "Insider" helmet XL white, Flytec 4010 vario, Alinco DJ-191 2-Meter radio. Contact Kevin l.ee (541) 9551737, thcrmaltrackcr@bigfoor.com

"AMERICAN FLAG" PARAGLIDER - Lost by FedX, identical to the one Scott Alan is flying in the inside back cover Paraborne display ad. (407) 935-9912, scott@paraborne.com FLIGHT DESIGN S2VT - Two paragliders lost by the US postal service, shipped from CALIFORNIA to HA WAIi parcel post on August 19th, 1999. One large w/purple top, one mcdi,tm w/orange top. Lois Hulmes (530) 542-4937.

STOLEN WINGS arc listed as a service to USHCA members. There is no charge for this service and lost and found wings or equipment may be called in (71 9) 6328300 or fax it in (719) 632-6417 for inclusion in Paragliding & Hang Gliding magazine. Please call ro cancel the listing when gliders are recovered.

Periodically, this listing will be purged.

INDEX TO ADVERTISERS Adventure Productions,,,,,,,,,,,,.,,,,,,,,,,,,,, 14 Aerolight USA ................... ,,,, ... ,,,,,,.,.,,,,.14 Aircotec .................................................. 30 Apco .,.,,,,,,,,.,,,,.,,,, ... ,,,,,,,,,,,,,,, 19,21,23,25 Critter Mountain Wear ............ ,,,, .......... 31 Cross Country Magazine ............. ,,,,,,,,,,,20 Dixon's Airplay ...................................... 34 Flytec .. ,,.,,,, ... ,, ,, ,, ........ ,, ... ,, ,, ,, .. ,, ,, ,, ,, .,, ,, ... 7 Hall Brothers ......................................... 14 Hauck Videos .......................... ,,,, .. , ....... 34 Mojo's Gear ........................................... 15 Pro-Design,,,, ...... ,, .. ,, ........ ,,,,.,,,,,,,,,,, ..... 10 Sport Aviation Publications .................... 34 Sup'Air ,,, ..... ,,, ... ,, ,, .,,,,,,,,,, .. ,,,, ... ,, ,, ,, ,,, .,,, 10 Super Fly, lnc ......... ,,,,,,,,,,,,,,,2,Back Cover

February classifieds deadline: December 20

Thermal Tracker ...................... ,,,,,.,, ...... 27 Torrey Pines Gliderport .................... 15,42 USHGA ........................................... 5,6, 15 Wills Wing .... ,,,,,, ... ,,,, .. ,,,,,,,, ..... ,,,, ... ,,, ..... 9

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