USHGA Paragliding Vol12/Iss8 August 2001 by US Hang Gliding & Paragliding Association

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itsabo,tfollowi,gyo,cd~am,

challenging yourself... find ing your way ...

reaching your goals..• flying new skies ... it's about GOING FURTHER.

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SUPER FLY, INC. · EXCLUSIVE NORTH AMERl[ANIMPORTER/DISTRIBUTOR · [801 j 25S-9S9S · info@4superfly.com · w1~w.4superfly.com · 552 W. 8360 5. · .._.uT 84070

PARAGLIDING• AUGUST 2001

C~ASSIFIED AD~ RTISING

JN~EX 1.:0 ADVERTISE

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THE 2001 U..S. PARAGUDING NATIONMS by M;l,e Steed

LAKEvmw 2001 - HIGH AND DRY! byJohn Sa/wit, photos by Steff Rot/

Piwr PROFILE: PAUL VIUJNSKI byJohn V'J/i,u/,i

DISCLAIMER OF

WARRANTJES IN PUBLIC\· 'l10NS: The material pre-

sented hert 16 publJahed as part of an lnfonnadon dis$ClllhJadon~ for

COVER: Nate Hoffman launching from Black Cap at Lakeview 2001. Photo by Steve Roti. See story on page 22.

USHGA members. The

by Sam Chambm

USHGA makes no warranties or reptCIICntatiQns and auumes no llabillty cOllCClffllD8 the vaUdJty of any advice, ophlion or rccommendatloll exptessed bl the matedal. All lndlviduals relying upon the material d9 $0 at their own risk. Copyrlsht C 2001 United State& HangGliding Asln., Inc. All rights reserved to Paf¥1Blu#ff/l and Jndivtdual

contributors. A UGUS T

20 0 1

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

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

PARAGLIDING RATINGS CHANGE

USHGA Officers and Executive Committee:

Jim Zeiset, President jimzgteen@aol.com Mark Ferguson, Vice President; mark@b11//varios.com Russ l.ocke, Secretary,russ/ocke@juno.com Bill Bolosky, Treasurer, bo/osky@microsoft.com REGION 1: Bill Bolosky, Mark Forbes. REGION 2: Jamie Shelden, Ray Leonard, Scott Gasparian. REGION 3: David Jebb, John Greynald, Gregg Lawless. REGION 4: Mark Ferguson, Jim Zeiset. REGION 5: Frank Gillette. REGION 6: Jeff Sinason. REGION 7: Bill Bryden. REGION 8: Doug Sharpe. REGION 9: Randy Leggett, Geoff Mumford, Felipe Amunategui. REGION 1O: David Glover, Matt Taber. REGION 11 : Kent Robinson. REGION 12: Paul Voight. DIRECTORS AT LAROE>Jan Johnson, Dennis Pagen, Russ Locke, Steve Kroop, Aaron Swepston. HONORARY DIRECTORS: Geoff Mumford, J.C. Brown, John Borton, Paul Rikert, Ed Pitman, G.W. Meadows, Bob Hannah, John Harris, Larry Sanderson (SSA), Dave Broyles, Gene Matthews, Ken Brown, Rob Kells, Liz Sharp, Dan Johnson. EXOFFICIO DIRECTORS: Art Greenfield (NAA). The United States Hang Gliding Association Inc. is an air sports organization affiliated with the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FAI), of the world governing body for sport aviation. The 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 .publicii!tions. PARAGLIDING magazine reserves the right to edit contributions where necessary. The AssociatioJ') and publication do not assume responsibility for the material or opinions of contributors. PARAGLIDING editorial offices: 31441 Santa Margarita Pkwy., S1Jlte A·256; Rancho Santa Margarita, CA 92688, phone (949) 8887363, fax (949) 888-7464, e-mail: GIIDodgen@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/light, 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., 219 W. Colorado Ave., Suite 104, Colorado Springs, CO 80903 (719) 632-8300. FAX (719) 632-6417. PERIODICAL POSTAGE is p<1id at Colorado Springs, CO and at additional mai[Jng offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: PARAGLIDING, P.O. BOX 1330, Colorado Springs, CO 80901-1330.

AUGUST

2001

VOLUME

Dear Editor, At the spring USHGA BOD meeting in Indianapolis, several advanced pilots and paragliding instructors suggested that the hours required for a P4 rating be increased. The current requirement is 75 hours, of which 25 must be thermal soaring (instead of doing laps in ridge lift). The suggestion was that the requirement be doubled to 150 hours, of which 50 should be thermal flying. Here's the full text of the current logged requirements from part 104.16 (a) (http://www.ushga.org/ 104-part4.asp# 104.16).

A Logged Requirements 1. 250 flights. 2. Must have made five flights at each of five different sites in Intermediate-level conditions, of which three were inland, 3. Must have logged a minimum of 80 flying days. 4. Must have at least three one-hour flights in thermal lift without sustaining ridge lift. Flights must originate from at least two different sites in Intermediate-level conditions. 5. Must have at least one one-hour flight in ridge lift without sustaining thermal lift. 6. Must have logged a minimum of 75 hours total airtime, with no more than 25 of these hours to be tandem. Of these 75 hours, 25 must be in thermal lift, with no more than 10 of these 25 hours to be tandem flights. 7. Must have flown a minimum of five different canopies. The argument for this change is that it's too easy to accumulate the needed time for a P4 rating, and some ratings are being awarded to pilots who may not have the variety of experience needed. If a P4 is awarded, it should reflect an advanced degree of skill, experience and judgement,

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ISSUE

not simply the accumulation of some hours. Instead of just deciding on something, the Directors deferred the question until the fall BOD meeting to get comments from P3 and P4 pilots, and paragliding instructors. If you have an opinion on this, now's the time for you to make it known! A few of the questions that came up were: Is there a significant difference in flying "style" between different areas of the country that could make this requirement unreasonable? Should the number be 150 hours, or more, or less? How much of the required time should be in thermal soaring flight? Should there be other requirements added that aren't currently required? Send your comments to: Mark G. Forbes, Region 1 Director 1840 SW Allen Street Corvallis, OR 97333-1739 mgforbes@mindspring.com (preferred) (541) 754-3104 or Scott Gasparian, Region 2 Director P.O. Box 1027 Pacifica, CA 94044 gaspo@igi.org (preferred) or talk to your USHGA Regional Director.

VENEZUELA CORRECTION Dear Editor, I noticed an error in my article on Venezuela in the June issue of Paragliding. The photo on page 24 was mislabeled. The caption should have read, "Launch at Tachipirin." Mark Dale Seattle, WA

PARAGLIDING

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UNITED STATES HANG GLIDING ASSN., INC., PO BOX 1330, COLORADO SPRINGS, CO 80901-1330 (719) 632-8300 www.11shga.org FAX (719) 632-6417 (07/01)

RELEASE, WAIVER AND ASSUMPTION OF RISK AGREEMENT In consideration of the benefits to be derived from membership in the USHGA, (Pilot) and the parent or legal guardian of Pilotif Pilotis a minor, for themselves, their personal representatives, heirs, executors, next of kin, spouses, minor children and assigns, do agree as follows: A. DEFINITIONS - The following definitions apply to terms used in this Agreement I. "PARTICIPATION IN THE SPORT means launching (and/or assisting another in launching), flying (whether as pilot in command or otherwise) and/or landing (including, but not limited to, crashing) a hang glider or paraglider. 2. "SPORTS INJURIES' means personal injury, bodily injury, death, property damage and/or any other personal or financial injury sustained by l'ilotas a result of Pilot's PARTICIPATION IN THE SPORTand/or as a result of the administration of any USHGA programs (for example: the Pilot Proficiency System). If Pilotis under 18 years of age, the term "SPORTS INJURIES"means personal injury, bodily injury, death, property damage and/or any other personal or financial injury sustained by Pilot as well as personal injury, bodily injury, death, property damage and/or any other personal or financial injury sustained by Pilot~parents or legal guardians, as a result of Pilot's PARTICIPATIONIN THE SPORTand/or as a result of the administration of any USHGA programs. 3. "RELEASED PARTIES' means the following, including their owners, officers, directors, agents, spouses, employees, officials (elected or otherwise), members, independent contractors, sub-contractors, lessors and lessees: a) The United States Hang Gliding Association, a California Non-profit Corporation (USHGA); b) Each of the pmon(s) sponsoring and/or participating in the administration of Pilot's proficiency rating(s); c) Each of the hang gliding and/or paragliding organizations which are chapters of the USHGA; d) The United States Of America and each of the city(ies), town(s), county(ies), State(s) and/or other political subdivisions or governmental agencies within whose jurisdictions Pi/otlaunches, flies and/or lands; e) Each of the property owners on or over whose property Pilotmay launch, fly and/or land; Q All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where Pilot PARTICIPATES IN THE SPORT. "All persons involved 11 include, but are not limited to, spectators, hang glider and/or paraglider pilots, assistants, drivers, instructors, observers, a11d owners of hang gliding and/or paragliding equipment; and g) All other persons lawfully present at the site(s) during Pilot's PARTICIPATION IN THE SPORT. B. I FOREVER RELEASE AND DISCHARGE the RELEASED PARTIESfrom any and all liabilities, claims, demands, or causes of action that I may hereafter have for SPORTS INJURIES, however caused, even if caused by the negligence (whether active or passive) of any of the RELEASED PARTIES, to the fullest extent allowed by law. C. I WILL NOT SUE OR MAKE A CLAIM against any of the RELEASED PARTIESfor loss or damage on account of SPORTS INJURIES. If I violate this agreement by filing such a suit or making such a claim, I will pay all attorneys' fees and costs of the RELEASED PARTIES. D. I AGREE THAT this AGREEMENT shall be governed by and construed in accordance with the laws of the State of California. All disputes and matters whatsoever arising under, in connection with or incident to this Agreement shall be litigated, if at ail, in_and before a Court located in the State of California, U.S.A. to the exclusion of the Courts of any other State or Country. E. SEVERABL1Ll1Y. If any part, article, paragraph, sentence or clause of this Agreement is not enforceable, the affected provision shall be curtailed and limited only to the extent necessary to bring it within the requirements of the law, and the remainder of the Agreement shall continue in full force and effect. f. I REPRESENT THAT Pilot is at least 18 years of age, or, that I am the parent or legal guardian of Pilot and am making this agreement on behalf of myself and Pilot. If I am the parent or legal guardian of Pilot, I AGREE TO INDEMNIFY AND REIMBURSE the RELEASED PARTIES for their defense and indemnity from any claim or liability in the event that Pilot suffers SPORTS INJURIESas a result of Pilot s PARTICIPATION IN THE SPORT, even if caused in whole or in part by the negligence (whether active or passive) of any of the RELEASED PARTIES. 1

G. I VOLUNTARllYASSUME All RISKS, KNOWN AND UNKNOWN, OF SPORTS INJURIES, HOWEVER CAUSED, EVEN IF CAUSED IN WHOLE OR IN PART BY THE ACTION, INACTION, OR NEGLIGENCE Of THE RELEASED PARTIES, TO THE FULLEST EXTENT ALLOWED BY LAW. I have read, understand, and agree to the above RELEASE, WAIVER AND ASSUMPTION OF RISK AGREEMENT.

___, __~!_ _ Adult P1lot'I fi[niiture

Diite

__ ___,/__ _,

fi[Riiture ofl'ilot'I Parent or Lepl Guiirdian i/Pilot under /8yean ofap.

Date

MMR 12-97

'U PDAi11'..,..,.,. ..

.. functions . • Upgraded FlyChart (version 4.32.1 .14) which allows the user to customize and sample the vario audio on a PC and then upload the pilot's personal configuration to their instrument. • Compatibility with Garmin eMap and eTrex GPS. • Improved GPS interface problem indication.

PARAGLIDE AMERICA PILOTS AT KITIY HAWK KITES

n June 17, 2001 the Paraglide America team, led by Will Gadd, reached the final destination of their recordbreaking paragliding adventure across the United States. Will Gadd, Jim Grossman and Othar Lawrence (a Red Bull athlete) all began the trip in Ventura, California on May 1 and made the 3,000-mile flight together. Upon their arrival at the Wright Brothers Memorial, Kitty Hawk Kites president John Harris and hang gliding manager Bruce Weaver presented the pilots with a plaque from the Rogallo Foundation and shirts from Kitty Hawk Kites for being the first paraglider pilots to successfully cross America.

One of the more significant new features of the 4030XL (as well as the 4020Xl) is the ability to have more control over the instrument audio. In addition to the ability to control the vario audio sensitivity and dampening you can now control the audio switch-off point, the length of the beep, the range of the audio excitement when encountering increased lift, the rate at which the audio gets excited, and the ability to turn automatic scale indication {ASI) on or off. With these enhanced audio features pilots can now configure the 4030XL to maximize their climbing performance according to the type of conditions they are flying in (from big air to barely soarable conditions). For more information contact: Flytec USA, 1-800-662-2449, or (352) 4298600, fax (352) 429-8611, www.flyrec.com, info@flyrec.com.

ACCESS

SPEED TO FLYVIDEO Jocky Sanderson's new video, Speed to Fly, The

Complete Guide to CrossCountry Paragliding, is now

NEW FLYTEC 4030XL GPS lytec USA is pleased to announce that the very popular 4030 has been enhanced to the 4030XL. In addition to sharing the enhancements made to the new 4020XL, the 4030XL now offers compatibility with the new Garmin eMap and eTrex GPS. Some of the new features are: • Up to 126-hour FAI approved barograph. • User programmable vario audio excitement levels. • Enhanced control over vario audio

available in PAL and NTSC formats with a running time of 70 minutes. It contains great air-to-air and in-board footage with Jocky as he takes you around the world, visiting the best X-C Meccas from Brazil to France, and interviewing top pilots, including John Pendry and Chris Muller, who all offer their pearls of wisdom on how to fly X-C more effectively. Superb diagrams, music and dynamic montages complement each section of the video, which includes thermaling, decision-

making, competition flying and, of course, speed to fly. Speed to Fly is available for $39.95 (plus $4 S/H) from: USHGA, www.ushga.org, 1-800-616-6888, and from Adventure Productions, www.adventurep.com, (775) 747-0175 .

PARABORNE BACKPLANE

ompany president Scott Alan has announced the "fusion" of Paraborne's BackPlane SL and Pro models. Says Alan, "It was no small task to create a replacement better than the Whisper, which served us so well for so many years. To derive more power with less weight and less noise, and to offer a more stunning paramotor was really quite a challenge. We've achieved that

PARAGLIDING

a paragliding advenwre brought lxl you by the friendly people of Ar Califomie

AIMlnb.re, nc. &Torrey Pinee Gllderport e please RSVP: 1-877.fLYTEAM

e aircal@ix. netcom. net

• www.flyton-ey.com

Tel./ Fax 775-747-0175 Order by web sfte. phone/fax. email or postal wfth Credft Card, Check or Money Order. Paul Haminon, Adventure Productions 6553 Slone Valley Drive, Reno. IN 89523 USA

HALL AIRSPEED INDICATOR/WIND METER HAND-HELD WIND METER Monitor changing wind conditions. Responsive to slightest vartotion In wind veloctty.

AIRSPEED INDICATOR Use with optional PATENTED poraglider mounting bracket. Maximize your performance and sklll. RUGGED & ACCURATE: Molded of super tough LEXAN ® resin. Stolnless steel rod. Calibration traceable to Natfonol lnstttute of Standards ond Technology.

Specify: 0-30mph or 0-SOl<m/h Airspeed Indicator $23.50

Par

!Ider Bracket $6.50

Hall Brothers. P.O. Box 1010-P. Morgan. UT 84050. USA MnstercarcVVISA/C.O.D. Phone (801 ) 829-3232 fa, (801) 829-6349.hallbros@eanhlink.ne1

l~ 1 : II!ti ! .. . 'I.'

• • ...•

and this package is worthy of the registered BackPlane trademark. By combining the Sun 'n' Fun first-place, award-winning look of our 46" Pro model with the higher-performance SL version, we have produced a lighter-weight, 25-HP rocket, available in both 49" and 43" propeller sizes. The 202-cc Simonini engine is six DB quieter than the Whisper and we already have a nickel-plated exhaust option. We're also exploring a silencer option, for those so inclined. In addition to our efficient wood props, we appreciate the desire by some for our optional carbon-fiber blades and we're working on a faster mount system for them as well." Standard features on all BackPlane models include deluxe harness, electric start, in-flight recharging, and a three-gallon fuel capacity. Contact: Paraborne Ultralights, Inc., (407) 935-9912, www.paraborne.com, Orlando, Florida.

LITTLE DEVIL FROM OZONE he Little Devil is a fully aerobatic stunt kite that can be flown with either two or four lines. In the two-line configuration it is fast and furious fun, but

T A

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simple to use (ideal for kids). With four lines it becomes the most maneuverable kite on earth, with a multitude of stunts to master. The Little Devil was designed to be fun and usable by flyers of all skill levels. By simply removing the rear two color-coded brake lines, the Little Devil becomes a traditional two-line kite, great for kids and first-time kite flyers of all ages. The two-line setup is also ideal for syncro and combat flying. With the fourline setup the flyer has total, precise control. All tricks are possible: stalls, spins, flying backwards, and flick-flacks. It's small enough to keep in your harness for those non-flyable days. The Little Devil comes complete with a cool bag and 4 x 15 meter Edelrid 1.1 mm sheathed Kevlar lines and handles. The specs are: 1. 8 m area; 15 cells; 18 5 cm span; 2.9 aspect ratio; the same high quality materials used in paragliders,

DUPLICATED

Dealers welcome

PARAGLIDING

Gelvenor and Porcher; lines by Edelrid. It is available in red-white, blue-white, yellow-white and purple-white. The Big Devil and Whopper Devil are coming soon. These larger models will offer more power for serious traction fun, from body-dragging to ripping along with longboards or buggies, or for the new, exciting sport of snow-kiting. For more information contact: www.flyozone.com, kites@flyozone.com.

APCO FINESSE HARNESS Apco is pleased to announce the availability of the Air Xtreme Finesse harness. The Finesse was designed with a totally different approach than the Silhouette/Contour. Features include: molded, clean shape, with no wrinkles, sagging or baggy look; low-drag, narrow profile; integrated side-mounted emergency parachute, flush to the side, with an easily visible deployment handle (standard Apco); redesigned webbing system, with only two quick-lock buckles required to close the harness, and integrated "can't forget" leg straps; ultimate comfort and back support aided by semi-rigid parts integrated into the back of the harness, designed to spread the load; versatile accelerator system with floating seat plate for ultimate drag reduction in accelerated mode; accepts most air-foam protectors, including the new Apco standard 15-cm protector; designed to accept three different hard-shell (lexan sheet) protectors; side protector, energyabsorbing polystyrene; ample space in back pocket for bag storage, etc.; accommodates radio or ballast; neoprene side pocket; built-in ABS system for adjustment of weight-shift control; available in two sizes for pilots up to 19 5 cm; colors include black with contrasting orange, turquoise, royal blue, white - additional colors available by request. The Finesse has been tested and approved by the DHV. A manual, specs, color options, sizing and other informa-

AUGUST

2001

tion are available at www.apcoaviation.com. Surf to Products, Harnesses and Accessories, Finesse. Contact: Aerolight U.S.A., Inc., 15020 SW 145th St., Miami, FL 33196, (305) 256-5650, fax (305) 232-5175, info@aerolight.com, www.aerolight.com.

NOVICE/INTERMEDIATE X-C CHALLENGE arasoft Paragliding School and the Rocky Mountain Hang Gliding Association are pleased to offer a Novice/Intermediate X-C Challenge. If you have been flying for less than three years, fly a DHV 1 or 1-2 wing, and are an RMHGA member, you are eligible to win part of $400! From now until the end of the 200 l flying season, record your three best X-C flights and submit them to Granger Banks at Parasoft Paragliding School (parasoft@csd.net), and you could be eligible to win $250 for first place, $100 for second or $50 for third. Parasoft wants to encourage new pilots to fly appropriate wings and is donating one-third of the prize money. RMHGA voted to donate the remaining prize money. Go out and show the flying community how far you can fly your wing! Details are available at http:// parasoft. boulder.net/WhatsNew.html.

ANN SASAKI AND CLARK ANCTIL EARN SAFE PILOT AWARDS he USHGA would like to congratulate Ann Sasaki of Pacifica, California for her achievement of logging more than 2,000 consecutive safe flights, earning her the Second Diamond Safe Pilot Award. We would also like to congratulate Clark Anctil of San Diego, California for his achievement of logging 1,000 consecutive safe flights, earning him the First Diamond Safe Pilot Award. Congratulations Ann and Clark!

Lorge, illuminated display, 40+ memories, 1.5w or 5w transmit output, scan function, lockable keypad, CTCSS encoder standard, DTMF selective call, full featured! SALE $149 to $229. Dry-cell battery cases (AAx4 ), PTT's for all brand radios, antennas, etc.

~,,.

This comfortable "One Size Fits All" radio harness instantly adjusts lo hold any radio snugly lo your chest. Features all-Cordura construction, large bellow cargo pocket and pen/antenna pouch. $44.95 ~ HllftGuallyilfdllq

Solid Cordura construction protects your inveslent! Fully opens to cover gear r cinches up around unfolded wing, harness, etc., offering protection and portability. Unique 'Cinch Closure" design stays ed ! Built in stow bag and shoulder straps. The best quality and design available today!

lntw1 Beautifully crafted aluminum hook knives all feature replaceable stainless steel blades and lightweight construction. Knife pockets available. 4" Single blade design. The best small hook knife available. 4 3/4" Also a single blade design, ith snap strap. Incredibly rugged!

The 8" Raptor. The highest quality Hook Knife available today. Light- weight and very strong, he handle is designed lo fit your hand even while wearing heavy gloves.

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

COMPETITION UNTIL NOV. 15: 2001 Region 9

Regionals and Region 9 Yearlong X-C Contest. The Regionals totals three weekend flights in Region 9 from March 17May 28. The Almost Yearlong Contest acknowledges a contestant's longest flight on any day between March 15 and November 15. Classes for Rookies, Sixty Miles, Open, Rigid and Paragliders. Entry fees $10 and $5 respectively. Contact: Pete Lehmann, lplehmann@aol.com, (412) 661-3474, 5811 Elgin St., Pittsburgh, PA 15206. UNTIL DEC. 31: The Michael Champlin World X-C Challenge. No entry fees or pre-registration requirements. Open to paragliders, hang gliders, rigid wings and sailplanes. For more details visit the contest's Web site at http://www.hanggliding.org or contact: John Scott (310) 4476234, fax (310) 447-6237, brettonwoods@email.msn.com. AUG. 27-SEPT. 2:]ackson Hole Aeroextreme, Teton Village, WY. Sept. 3 rain date. Tram access to 4,100' vertical for speed gliding, aerobatics, and match racing for paragliding and hang gliding. Paragliding aerobatics. For info, course map, rules and online entry visit www.aeroextreme.com or call Scot (307) 734-8730. SEPT 1-8: SnowbirdX-C Competition. Sanctioned Class 1, open distance, serial class, GPS verification. Come and help us set new records again this year. Contact: Ken Hudonjorgensen, Two-can Fly Paragliding, 474 E. Tonya Dr., Sandy UT, 84070, (801) 572-3414, www.twocanfly.com, khudonj@qwest.com.

FUN FLYING SEPT. 8-9: 11th Annual Pine Mountain Paragliding Fly-In, Pine Mountain, Oregon. Contact: Phil Pohl (541) 3883869. OCT. 6-8: Columbus Day Fly-In, Alamogordo, New Mexico. Fun flying, contests, trophies, barbecue, and lots of good air! Enjoy desert thermals while your family sees the aspens turning gold in Cloudcroft. Hang glider and paraglider pilots welcome. Pilots meeting at 9:00 AM each morning. Entry fee $10, T-shirts $15. Contact: Robin Hastings (505) 541-5744.

CLINICS/MEETINGS/TOURS CHELAN BUTTE SUMMER 2001: Tandem X-C flights, private/group guiding, personalized X-C instruction. The eastern Washington flatlands have consistently provided pilots with their personal best X-C flights. Beginners to experts can benefit from Chelan's average of five X-Cable days per week in June/July/August. Contact: Mark Telep, Sunsports Paragliding, (541)490-8197. THROUGH APRIL 2002: Airplay beginner and advanced classes in Arizona daily throughout the winter. Only one or two beginner students per instructor to provide focus. Advanced clinics covering WX, thermal, X-C, and kiting for P-2 and higher-rated pilots daily. Classes restricted to six maximum. Reservations required. Contact: dixon@paraglide.com, (928) 526-4579. THROUGH OCT.: Two-can Fly Paragliding Clinics/Competitions, Point of the Mountain and Utah mountain sites. SEPT 1-8: SnowbirdX-C Competition. SEPT 29-30: Mountain Flying. OCT 5-8: Instructor Training. OCT. 20-21: Instructor Recertification. OCT 27-28: Tandem II & Ill NOV. 5-10: Six-day SIV/maneuvers clinic at Lake Powell, UT.

Room and board provided aboard luxurious 72-foot houseboat. Just bring your flight gear. We provide everything else! Contact: Two-can Fly Paragliding, 474 East Tonya Drive, Sandy, UT 84070 (801) 572-3414 (ph/fax), khudonj@uswest.net,www.twocanfly.com. THROUGH NOV.: SEPT. 29-0CT. 7: Olu Deniz, Turkey. Join Mike Eberle on his second adventure to the Aegean Sea. Soar above the 9,000-foot launch site and look out over the Mediterranean and Greek islands. Contact: www.fun2fly.com, (206) 320-9010. OCT. 13-14: Octoberfest. Have fun at the second annual Baldy Butte Octoberfest in picturesque central WA. Contact: Jeff Davis (509) 697-7835, Peter Gray (509) 925-9280, or Mike Eberle (206) 320-9010. NOV. 1726: Chile. Mike Eberle once again leads you into the Atacama desert of northern Chile for the adventure of a lifetime. All the X-C you desire. Check out the tour section at www.fun2fly.com for articles and photos of past trips. Contact: (206) 320-9010. AUG. 18-SEPT. 2: Fly Hard, beautiful British Columbia. 16-day "Fly Hard" tour through British Columbia (BC) Canada. Commences in Vancouver, and ends in Calgary. Fly Ipsuit, Mt. Currie, Blackcomb/Whistler, Black Tusk, The Chief, West Lion, Mt. Mackenzie, Mt. Cheam, Mt. Slesee, Grouse Mountain, Mt. Mercer, Mt. Elk, Bridal Falls, Woodside, Anarchist, Blue Grouse, Coopers, King Eddie, Mara Lake, Mt. 7, Mt. Swansea. Contact: www.iparaglide.com. SEPT. 20-30: Oludeniz, Turkey Tour. Maneuvers clinic and X-C clinic. For all of the above contact: Super Fly, Inc., (801) 255-9595, info@4superfly.com. July 23-30: Europe Tour, France, Switzerland and Austria. Eight days of flying some of the world's most beautiful sites. Annecy France, Villeneuve Switzerland, and Andelsbuch Austria. $1600 includes coaching, theory sessions, hotel accommodations, delivery to launch

PARAGLIDING

and retrieval. Everything but meals and airfare. Two day maneuvers clinic in Villeneuve included. XC and gorgeous vistas guaranteed. Sept. 17-24: Eight days of flying in mysterious Turkey. Three days in Olu Deniz conducting a maneuvers clinic. $1600 includes coaching, theory sessions, hotel accommodations, delivery to launch and retrieval. Contact Super Fly for reservations - (801) 255-9595 or info@4superfly.com OCT. 19-21: Fall 2001 USHGA Board Meeting, Sheraton City Center, downtown Salt Lake City. Contact: USHGA Headquarters, (719) 632-8300. OCT: 24-NOV. 7: Tour to Northern India. Fly The Himalayas at the site that held the world out-and-return record of 135 k for seven years. Manali and Billing are renowned for consistent alpine X-C

conditions. This year has seen 90-k outand-returns and 60-k flights, gains to 6,000 m and thermals to 10 mis, all surrounded by Himalayan peaks. We will visit the Rohtang Pass, 500-year-old castles, and Paratrek in the Manali wildlife preserve. Brush up on your thermaling and X-C skills with Dale Covington and local flying guides. Visit Tibetan settlements in Bir and Dharamsala, current home of the Dalai Lama. $1,500 includes food, drinks, lodging, guides and all transportation within India. Contact: Dale Covington, Big Sky Paragliding, 1800-782-9204, (801) 916-6468, bigskypara@aol.com. D.EC. 2-28: Fly Nepal 2001. Two IO-day tours. Fly the Himalayas! The most stunning, exotic country imaginable. Friendly and consistent thermal conditions.

Guidance from Master-rated instructor Dale Covington. Logistics handled by Nepal expedition specialist Kellie Erwin. Limit seven per trip, $1,800. Contact: 1800-782-9204, kerwin@ida.net. FEB.-MARCH 2002: Brazil tour. 12 days, $1,200-$1,500. X-C flying in 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 competition.) Thermal conditions, light winds and gentle terrain allow magnificent flying from morning until dusk. Whether you fly X-C or locally, it is the best midwinter flying anywhere. Entertainment and dining. Contact: Ray Leonard, (775) 883-7070, advspts@pyramid.net.

The Art of Paragliding by Dennis Pagen

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or more l'll!lll 1'10:ll/,/a~ff:: ,t'$!\'cta'r 01f'>a'e1,01<ial1d vld~a c;omblnetions Sport Aviation Publications, PO Box 43, Spring Mills, PA 16875 Tel/Fax: 814-422-0589 - E-mail: pagenbks@lazerlink.com Visa and Mastercard accepted

AUGUST

2001

2002 USHGA Regional Director Nominations Solicited USHGA is issuing its annual call for nominations to the national Board of Directors. Eleven positions are open for election in November 2001 for a two-year term beginning January 2002. USHGA members seeking position on the ballot should send to headquarters for receipt no later than August 20, 2001 the following information: name and USHGA number, photo and resume (one page containing the candidate's hang/paragliding activities and viewpoints, written consent to be nominated and that they will serve if elected). Candidates must be nominated by at least three USHGA members residing in the candidate's region.

Nominations are needed in the following regions. The current Directors, whose terms are up for reelection in 2002, are listed below. Ballots will be distributed with the November issue of HANG GLIDING and PARAGLIDING magazines. USHGA needs the very best volunteers to help guide the safe development and growth of the sports. Forward candidate material for receipt no later than August 20 to: USHGA, PO Box 1330, Colorado Springs CO 80901-1330. Reg# Current Director Mark Forbes l Jamie Shelden 2 Scott Gasparian John Greynald 3 Gregg Lawless 4 Jim Zeiset Frank Gillette 5 6 Jeff Sinason 7 Nominations are not needed 8

in Region 7 for this election. Nominations are not needed

Randy Leggett

Matt Taber

in Region 8 for this election.

Kent Robinson

Nominations are not needed in Region] 2 for this election

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

The following form is for your convenience.

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

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

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

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The 200 I U.S. PaJ The week ofJuly 4 was prime resort season in CheL Both a fly-in and competition we

he U.S. Paragliding Nationals were a huge success by one measure: we ran tasks on five out of six days. That is five more than last year at Aspen. The cloudless sunshine was great for lake lizards, but the high pressure and poor lapse rate caused some gloom among pilots. Roughly half the comp pilots were unable to reach the fivemile starting line on any given day. The weak lift also contributed to some incidents. More about that later. Here's the play-by-play.

CHE. . . . . . .

JULY 2, PRACTICE DAY Well over half of the 100 comp pilots and many of the 70 fly-in participants are here to fly. The butte obliges with light but workable lift. Lots of us scratch up onto the flats and head east down the highway 31 miles to Sims Corner. Some fly part of the way back rather than continue east or north and risk missing the mandatory pilot meeting. At the meeting, meet director J.C. Brown lays out the rules - no cameras, GPS only, and the start area, turnpoints and finish are all cylinders around GPS points. Several international competitors arrive from Spain mid-meeting, including Josh Cohn, comp organizer. T. White is there to organize the fly-in. Excellent job, and thank you both! JULY 3, 41-MILE TRIANGLE The day is hot but agonizingly stable, and little wind at launch leaves most of the comp pilots sweating in their flight suits as they wait a turn to launch. The gaggle hangs overhead as if waiting patiently for the others, but it may also be a strategic choice. Why leave at the 1:30 or 1:45 start time when conditions will probably improve for the 2:00 start time? They all point southeast about the time I rope a punchy one below launch. Eventually I make it above 7,000' and feel pretty smug as the lead gaggle scratches the rim in

PARAGLIDING

gliding Natidiials , Washington, and also time for some serious flying. eld, and both were well attended

SHINGTON

Farnham Canyon. I arrive there low, but above everyone. The smugness soon evaporates with the discovery that there are no decent thermals, just some lazy, windaided turbulence. I could jump the power lines low, but decide to stay near the rim and find a good one. Many do make it further with patience and skill, but I wasn't around when they handed out the helium. I never get back up to the same altitude, and an hour-and-a-halflater realize the good one is never going to arrive. I bail back across the river with just enough altitude to make the Chelan Falls Park "soccer field ." Most of those on the flats make the first turnpoint, many make the second, but high overcast moves in and makes the final leg increasingly difficult. I figure no one will finish, but four or five hours after launch they start to trickle in. Impressive that anyone finishes, let alone 11. Josh Cohn takes first, followed by Scotty Marion and David Prentice. Kari Castle and Zach Hoisington make it on low-performance wings. Meet director J.C. and timekeeper Peter Gray are up all night to download GPS data and gee the results posted. JULY 4, ONE TURNPOINT, 53 MILES EAST TO ALMIRA The task committee calls a long task to the east, not knowing chat the day will be even more stable. It's hot again, but a southwest breeze makes the wait on launch more bearable. Most of the leaders launch early, and many sink out. I'm early in the next group, get above the top, but leave at only 4,300' and sink out at the bottom of McNeil Canyon. Another group gets high soon after, and many get across above the rim, but most turn back and sink out. Scotty, Bill Belcourt and Will Gadd go beyond the Sims Corner turnpoint and sink out near Banks Lake (40-44 miles), and Cherie Silvera gets to

AUGUST

2001

Dave Prentice (sixth place overall) at the Sims Corner goal. He was stoked after I told him (for the fifth time) about how I passed a dozen or so gliders in the last 12 miles to goal while he and the gaggle that he was with fought the headwind to Sims at a lower altitude. Photo by JeffHuey. Mansfield (again). Because most of us fail to make five miles (87 out of 100 -you do the math) the validity is low, only 70 points out of a possible 1,000 for all that effort. Everyone gets together for a barbecue and beer later, except the ones still out on retrieve. Ask them some time about wrong GPS coordinates, four flat tires, and calling a locksmith from 80 miles out at 2:00 in the morning! JULY 5, BLOWN OUT We meet atop the butte and the forecast says decreasing winds, but the task committee wisely elects to call it off while there is still time to find alternate activities: kite surfing, swimming, shopping, changing your hair color? The few who fly find some lift but even more wind. There is a good spaghetti dinner for everyone, and enough leftovers for tomorrow as well. JULY 6, 61 MILES EAST TO WILBUR Today the wind has eased a bit and there is a little lift, but the wind makes it turbulent. Gaggles tend to fall apart and we drift across the river at whatever altitude we can get. In my case I get low in front of launch, catch a thermal, and drift around the butte below the top. With a couple of more thermals I get above the rim and drift up McNeil Canyon. Meanwhile, just ahead, a pilot has thrown his reserve. After a seemingly long period of no activity he finally comes on the meet radio frequency to say he's okay. (He had actually wandered away from his equipment in earthtone clothing while talking to friends on

another frequency.) I drift up the middle of the canyon, working weak and broken lift, eventually getting high enough to turn back on course and cross the power lines. But this area has too many green fields and not enough plowed ground, and I join eight others who sink out in a few-square-mile area. Meanwhile, the ones who got across high (and didn't make the mistake of turning back to get a better start time) are long gone. Many get across Banks Lake, but crosswinds stop them all. Andre Dreyer ends up within three miles of goal, and Cherie takes second with five others getting over 40 miles. Scotty is among them, so he continues to hold first place. JULY 7, TWO TURNPOINT ZIGZAG, 40 MILES TO SIMS CORNER "Only" 32 fail to reach minimum distance, our best day yet, and 23 finish. David McCutcheon is the first starter among chose who finish, which earns him a bonus in the scoring system plus the fastest finish for a total of 733 points. Matthew Carter and Gary Brock are next across from the first start window, followed lacer by a big gaggle, most from the second start. Kari Castle, now on a higherperformance wing, hits the headwind wall a mile short of goal, along with a few others who come around the last turnpoint a bit too late. My ill-timed start cements my membership in the soccer team. This night, Joe Gluzinski puts on the most ambitious event of the week: get a

bunch of mostly-male pilots to pay to learn salsa dancing. The male/female ratio turns out reasonably well, and those who show up have fun. JULY 8, 32-MILE OUT-AND-BACK The final task is a crosswind out-and-back, probably doable, except a helicopter evacuation delays the start. The evacuee is soon in Seattle with a good prognosis for recovery. I launch early, scratch lower than ever and drift with a weak thermal, but barely have enough altitude to cross the river before returning to the soccer field. Some get to the soccer field the hard way, scratching the rim all afternoon or hiking several miles from various unwelcome encounters with the ground. Many make the turnpoint and struggle back, only to run out of lift and hit a headwind wall just before the rim. Late retrieves delay the awards ceremony slightly past the scheduled I 0:00 PM time. PARACHUTES AND PARAMEDICS Over the course of the week there were roughly a thousand flights, many of them long in duration or distance. You might expect some problems with so many pilots up in punchy conditions. Indeed, three comp pilots and one fly-in pilot threw reserves. Two were in the bowl in front of the radio towers, a known scary spot, especially when it is in the lee as it was on those days. The other two were encounters with the lower half of a dust devil, one visible, the other not. One midair body-inlines incident was probably also symptoPARAGLIDING

Na.tion

GER

Total

703

USA USA

691

VS.A .

679

·~~·

677 667

USA

0SA USA . 0SA USA USA

683

~61

657 656 641 619 612

USA

591

:USA ....USA

,590

··VSA

579 576

USA

. 563

USA

562, 561'

59Q

JJSA. . V$A . . 564 . GBR

USA

56:3

. l.TSA

556

H~V USA

547

.U$A

5'46

. :USA

TQSA \rs~· USA USA

509 497 · · '488 '488

,488 ''!.88,

,48J.

488, 488 488

tJSA

426

VSA

417

l.T~A

USA USA

USA'· USA

AUGUST

2001

48s

;(JSA

409 '401 .,386 293 293

matic of too little lift to go around. Fortunately, all those ended without injury. The one injury had little to do with the weather: a pilot launched with a minor tangle in the rear lines, and some combination of vigorous tugging on lines and air turbulence caused an apparent stall and spiral to the ground just in front of!aunch. IS THIS ANYWAY TO SPEND A WEEK?

Now the opinions. You can't control the weather, which was flyable but gave us marginal competition conditions on most days. The competition was rarely a race and always about getting up and staying up. In spite of all that, it was a great event. J.C. set a tone of cooperation and sportsmanship that everyone picked up on pretty well. A GPS meet beats photo turnpoinrs hands-down, although the pilots had better know how to use a GPS and the meet needs a scorekeeper like Peter to pull it off smoothly. As for me, I had fun , did some flying, and learned a few things in spite of the low score. There were plenty of fly-in pilots who flew more and learned at least as much, so why not go that route? I'm a sucker for the structure of a competition, but the informal competeagainsr-yourself format of the fly-in sounds fun too, so I'd give that serious thought next time around. The two events were complementary, sharing transportation (great job drivers!) and events. Once lift was demonstrated (usually by a fly-in pilot) the comp pilots tended to hog the launch for an hour or so each day, but there were other times and other launches. J.C. says the future of competition will be tow-up meets in places like Texas or Florida, because lots of people can get up in great thermals and really race. I have reservations about that; it is even less similar to the flying most of us usually do. Competition currently requires a GPS and the skill to use it. Do we add towing skills to the list, maybe increase the cost, restrict entries, and require even more of us to fly to the meet instead of driving? I don't want to see every man's sailboat race turn into a yacht race for the privileged elite. But I may try towing some time if my schedule can match an opening in a clinic. Hey, I've got a real job (as of this writing at least) and could afford it! •

PARAGLIDING

Task 5 - The Lead gaggle in font of the Green Monster launch. Most ofthe top 20-placing pilots are in this gaggle. Photo by JeffHuey.

Chelan Fly-in 2001 Results -

Beat Your Own Record

Altitude 1st - John Ivey, previous alt. above launch 0, gain: 4,600 feet. 2nd - Quentin Kuhio Kawananakoa, previous alt. above launch 600, gain: 4,010 feet. 3rd - Dan Nelson, previous alt. above launch 0, gain: 2,400 feet. 3rd - Donna Meshke, previous alt. above launch 0, gain: 2,400 feet.

Distance

1st - Quentin Kuhio Kawananakoa, previous dist. 0, new: 15 miles. 2nd - Kevin McCarthy, previous dist. 11.2, new: 26 miles. 3rd - Christy Woodland, previous dist. 0, new: 3 miles.

Duration 1st - John Ivey, previous time 10 mins., new: 1 hour. 2nd - Christy Woodland, previous time 5 mins., new: 31 ruins. 3rd - Dan Nelson, previous time 15 mins., new 30: mins. 3rd_ Donna Meshke, previous rime 15 mins., new: 30 mins.

A UGUST 2 00 1

LAKEVIEW 2001

by john Saltveit, photos by Steve Roti

It has been a dry year here in the Northwest. The farmers were bummed out in Lakeview due to the lack ofrain, but the pilots were happy and ready to hook into the thermals.

went down to the annual Fourth of]uly fly-in this year, and people were in attendance from many states as usual. This year a large contingent of Japanese pilots came to fly and compete, and one did really well in the spot-landing contest. I flew in both the hang glider and paraglider events, aiming for best flights rather than to do well in the competition. This year the competition had just three categories: spot-landing (paragliding and hang gliding), cumulative distance (paragliding), and a trophy dash (hang gliding). The trophy dash is a race from Sugar Hill, the most popular hang gliding launch, to Lakeview. Sugar Hill is just over the border in California, for a distance of about 29 miles. Some of the topdog paraglider pilots were not there because they were competing in the U.S. Paragliding Nationals in Chelan. I had just come from Pine Mountain in Bend, Oregon, and stopped by Summer Lake Hot Springs where a nearby paragliding fun fly-in with no contests has been held for years as well. On one of the first days, meet organizer Jules Gilpatrick had a keg party at his house with hors d' ouevres. It was the total spirit of Lakeview. Everyone had a good time, sharing stories and meeting up with pilots whom they knew and some they didn't. In the paragliding cumulative contest, Honza Rejmanek was tearing it up. I believe he set a Sugar Hill paragliding site record with about a 65-miler. Everyone was talking about "that guy Honza," even if they'd never met him before. The hang glider and rigid wing pilots were having great flights as well. Although the trophy dash was a one-day event, many pilots were racking up big flights on the other days, even if it wasn't for the contest. Right off the bat, the big dog was Rick Christen. Every day he seemed to have an amazing flight. He seems to like that ATOS just fine. On his "bad" day he would fly a "miserable" 70 miles. Mike Tingey and Terry Taggart were moaning similarly. Thirty-something miles! How depressing! Rick also had flights of 150 miles and 120 miles. Mike came on very strong later and flew to 28 miles south of Denio, Nevada with two other pilots (about 115 miles), and past the Alvord Desert (about 120). Terry flew to Beatty's Butte twice (about 70 miles). Many others had flights almost that far. In the Trophy Dash, longtime Lakeview winner Ken Muscio steamed the course in what many believed to be a record for the Trophy Dash. Rick Christen made it to PARAGLIDING

Lakeview quickly, but he had a great thermal, and he was at 10,000 feet, so he didn't land. Terry Taggart sped in and landed after Jim Woodward to take third and second respectively. later in the afternoon, however, some friends and I went to Doherty Slide. It was blowing strong as it often does. We put our bones in our chickens and got ready to hang out. For those of you who don't know, Doherty Slide is a huge, nearly continuous ridge that faces west and is therefore really nice in a glass-off. The world hang gliding distance record was set here in the early l 970's. Therefore, it's a nice place for people like me who are not sky gods to get up and make fairly long flights. Andy Frank launched and went to Nevada and came back I headed out, worked my way up, and headed north. There is a small gap to the north oflaunch that you have to overcome to get on the main ridge going north. I waited until I had a good thermal, then headed that way. It was quite easy. After a couple of miles you cross the main highway; but a dirt road follows beneath. After a while, though, the road leaves and there is no road under the ridge. It is a little scary thinking about hauling 75 pounds of tubing over miles of sharp rocks with no road if you have to land. After several miles the sun was starting to get low, so I turned around. I got within view of the launch just as it was getting dark, so I went to land and put everything away. It gets very dark very quickly out there. Doherty Slide is an excellent place to make one of your first X-C's because it is pretty easy in the right conditions. Boring for a big dog, maybe, but fun for me and other medium dogs. I think it is more often flyable for a hang glider pilot, but paraglider pilots had great and much longer flights here a couple of years ago. On the next day we went back to Sugar. I didn't know ifI was going to fly, but I was sure glad I did. I was flying a paraglider on this day. The thermals were strong and consistent but tiny, and several good pilots had short flights. I launched and immediately shot up to 11,000'. I decided to leave and headed for Fandango Pass, the next ridge of mountains on the other side of a gap from Sugar Hill. However, I was short, so I headed to Highway 395. Just as I thought I was going to sink out and land, I caught a small thermal and hung on desperately. As long as I absolutely stayed with the thermal I could

AUGUST

2001

P~Uding Cw.nu!a.Hve 1) Honµ ReJmaneij: . itOl.lmiles 2) John Saltveit 38.~ miles ~) Steve Young 34.i5 milc:s

Hahl Gtidini, . 1) Erk Heim:i¢h 2) Hiroshi Iida 3) Roy Spen<::er

consistently work it up for thousands of feet each time. Many times I began my landing approach at 50 or 100 feet, found zero sink that turned into a thermal, and got up- at New Pine Creek, South Lakeview, Black Cap, in the meadow at Highway 140, and in the meadow on the road to Tague's Butte. Had I known how the roads went I probably could have flown a lot farther, but that's how you learn. I landed high on a sage-brush hill because the road ran out. Thirty-seven miles was good enough for second place in the paragliding cumulative contest, so it really didn't matter that I flew my hang glider the day before. I was completely stoked. Thanks to Gail Graddon for driving. The Lakeview fly-in is a nice opportu-

nity to fly at a great site with the potential for a personal best or long X-C. The organizers of the event, Jules and Ralph Hyde, decided a couple of years ago to have contests, but also to have a fun, friendly fly-in in which pilots of all skill levels could have fun and participate. In fact, the winner of the paragliding contest, Honza, and a spot-landing winner, Dave Raybourn, both mentioned how much they enjoyed the sense of community and camaraderie, not only among pilots but among the locals who love having us there. That's why many of us, myself included, come and fly at Lalceview every year. I would like to personally thank Rick Higgins for going up to Chelan and giving the rest of us a chance at Lakeview this year. II

Pilot Profile

Paul Villinski

The Metaphor Sponsors the Reality: An Artist Discovers Paragliding by john B. Villinski

has often been said chat art imitates life. Sometimes, life returns the favor by imitating art. For my brother Paul Villinski, a New York City artist, life and art have become inextricably bound through his newfound passion for paragliding. Over the last three years I have had the vic.arious pleasure of witnessing his entrance into the sport and his development as a paraglider pilot. In the summer of 1997, Paul's girlfriend suggested a motorcycle ride up the Hudson River valley co Ellenville, New York. Aware ofEllenville's hang gliding activity and her boyfriend's fascination with flight, she soon found she'd steered chem co the right place. As they approached Ellenville char afternoon, he glanced skyward and saw paragliders in flight for the first time. He was mesmerized by the beautiful, elliptical wings with their pilots suspended below, gracefully circling and rising in thermals, with redtailed hawks and turkey vultures flying right alongside chem. They located the landing zone and spoke with the pilots of these elegant craft, barraging chem with questions.

Paul was entranced by the simplicity and sophistication of these ultralight soaring aircraft, especially when he learned chat paragliders can be packed up into a rucksack and transported on the pilot's back or in the trunk of a car. It appeared chat his long-held dream of foot-launched; unpowered flight had just become a tangible, attainable reality. Following chis fuse exposure, he made numerous return trips co Ellenville co watch, learn and enjoy the site's paragliding scene. However, it was two years before circumstances converged to allow his initiation into the adventure of paragliding. My brother's efforts to get airborne began early. Sons of an Air Force navigator, we grew up on or near airbases throughout the Eastern Seaboard. Airplanes and pilots were a regular feature of everyday life. As a very young child, Paul received a toy for Christmas one year char was right our of Buck Rogers and James Bond, and guaranteed to fire the imagination of a nascent aeronauc - an impressive, molded-plastic backpack with a helicopter rotor on its top.

Paul Villinsky with "Lift. "

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Paul immediately donned the backpack, dashed out into the front yard, and, running at full speed, went leaping skyward in a series of Herculean bounds. In one of the periodic, crushing disappointments of childhood, the rotor spun hopefully, powered by an array of "D" cells, bur utterly failed to generate lift. Despite this early setback, Paul's fascination with flight deepened. He devoured our grade school library's entire stock of books about pioneer aviators - Langley, Chanute, Lilienthal, the Wrights - and about that later exemplar of l 930's aviation glamour and mystery, Amelia Earhart. This bookish activity was paired with a keen interest in building balsa aircraft models, flying models that were, in fact, flight-worthy aircraft in miniature. Launched from the highest point in our coastal Florida hometown, the fifth floor of a nearby hotel, his models met with mixed results in the air (the most ambitious, the Condor, a gullwing sailplane with a six-foot wingspan, plummeted ignominiously to the sandy soil on its second flight) , yet gave Paul a foundation of aerodynamic knowledge and technical skill that would stand him in good stead in later years. And, after all, not everyone has a 10-year-old brother who's conversant with the Bernoulli Principle. The next step in my brother's developing interest in aviation involved an old pair of water skis, some scrap lumber, and a surplus USAF silk parachute. Together, we fashioned our scavenged materials into a wind-driven "sand sled." Propelled by steady onshore breezes from the Gulf of Mexico, we took turns piloting our creation along local beaches and sand dunes (well before the era of dune protection), reaching breakneck speeds of six or seven miles per hour. Without knowing it, and using a parachute design vinually unchanged since World War II, Paul was getting some rudimentary training in handling risers, steering and kiting. In 1973, my 13-year-old brother began construction of a full-size "aircraft. " With plans ordered from the back of Popular Mechanics, he successfully built a Rogallo wing hang glider made of bolted aluminum tubing (supplied by an uncle working for U.S . Steel) , plastic sheeting and carpet tape. Sadly, once the framework was complete, Paul discovered he wasn't strong enough to lift it (periodic crushing childhood disappointment #2), and the dream of footlaunched flight went back onto the shelf, along with the aluminum tubing. In retro-

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spect, he feels fonunate that his teenage hang glider never got off the ground, given its primitive methods of construction and the risks of teaching oneself to fly such a contraption. However, as a gift for his 15th birthday, he finally tasted soaring with a revelatory 15-minure flight aboard a tandem sailplane at Elmira, New York At about this same time, he also gave up on thoughts of following our father's path into the Air Force. Disenchanted with military life, our father dissuaded him, knowing that imperfect eyesight would disqualify him as a prospective jet pilot. Fortuitously, his mid-teens also marked the discovery of a second lifelong passion. With stops at the University of New Hampshire and Massachusetts College of An, my brother took the scenic route through the educational system, emerging in 1984 as a fledgling painter with a BFA from New York City's prestigious Cooper Union for the Advancement of Science and Arc. Since then, he has been the recipient of a National Endowment for the Arts grant, and has been an Anise-In-Residence at the Millay Colony in New York, the Deross Foundation in Wyoming, the Villa Montalvo Arts Center in California, and the Djerassi Foundation, also in California. His work in various media has been featured in more than 70 exhibitions, and is included in over a dozen major permanent collections. Nonetheless, Paul still

"starving anise," so to make an actual living, he taught an history for several years at the City University of New York, and freelances as an exhibit designer, an installer and consultant for clients that include galleries, corporations and private collectors. My brother's paintings from the l 980's frequently featured images of birds in flight, or were painted from a "bird's-eye" view. In the early l 990's he shifted gears artistically and began creating three-dimensional, sculptural wall pieces, often inspired by themes of flight, and fabricated from lost gloves harvested from the streets and sidewalks of New York City. Since then, an extensive series of wings and other flying

apparatus has emerged from his studio in Long Island City, a working-class Queens neighborhood just across the East River from Manhattan that in recent years has amacted a sizable community of artists. Several of these pieces are featured in the exhibition ''Aether," opening at Carnegie Mellon University in Pittsburgh in September 2001. Writing about Paul's works in the catalog for the exhibition, Deborah Frizzell said: "The anonymous, empty gloves often form huge wings, angelic or ominous. From the classical myth of the inventor Daedalus, who cobbles together wings to escape his plight, to Robert Rauschenberg's parachute wings from his Pelican performance on roller skates, the urge to fly away or to explore the heavens is invested with deeply associative meanings that reappear throughout history. Paradoxically, both the flying machines of Leonardo's Italian Renaissance and Tatlin's Russian Revolution are imbedded in Villinski's flying contraptions, as well as a childhood image of Peter Pan sewing on his shadow to take flight in the aether of perpetual childhood." Surely, most people have at some time had the impulse to fly away, have dreamed of extending their arms and floating upward, of strapping wings to their backs and touring the clouds up close. It's this universal desire that my brother is addressing in his winged pieces. If his artwork speaks poetically to the age-old

dream of bird-like flight, for Paul, paragliding addresses it head-on. We dream of flight as an escape from our mundane, earthbound reality, from our everyday worries and cares. For my brother, flying a paraglider has proven to be just that; the intensity of the experience, and the focus required to fly safely and well, leave little room for extraneous thought: "Paragliding glues me to the moment. " Though his flights as a new pilot are unremarkable compared to the cross-country exploits of many seasoned pilots, he remains in awe of the experience. "Being suspended in the air under a 15-pound fabric wing is so utterly different from anything else - there's no frame of reference

for the sensation - it's still hard for me to believe it's actually happening." The fact that my brother's sculptural wings are comprised of hundreds of gloves also says something about his concern for community. He likens the found gloves to stand-ins for the human hand, "almost the hands themselves, in ways even more telling," just as Matisse considered the empty chairs in his paintings proxies for the chairs' usual inhabitants. Hence, what make flight possible in his artwork are the hands of many, joining together, to metaphorically lift the viewer aloft. As a new pilot, he has come to understand that the community of other free-flight pilots is essential. From initial instruction, to finding flying buddies who look out for each other's safety, to assisting other pilots to launch, to sharing paradriving chores as well as flying tips, to working together to maintain sites, foot-launch pilots rely heavily on the small community oflike-minded flyers. "Without all the help I've gotten from my new friends, there's no way I'd be paragliding. I'd still be sitting on the couch watching A Higher Calling over and over again ... " The same year as his first auspicious visit to Ellenville, Paul created a sculpture entitled "Consolation (Wing For My Father)" by taking one of our father's Vietnam flight suits and endowing it with wings painstakingly assembled from 50 pairs of leather work gloves. The piece, exhibited in New York and New Haven, was described by art critic Dominique Nahas as "singularly affecting ... with qualities of futility and nobility on the emotional level ofTatlin's 'Letatlin' flying machine of 1929-32." Later, when "Consolation'' sold for what Paul soon realized was the exact price of a new paraglider, he took it as a sign that his long-awaited entry into footlaunched flight was at hand. Commenting on his decision to use the proceeds to bankroll his new interest in paragliding, a friend said, "It's the metaphor sponsoring the reality!" In August 1999, Paul packed his camping gear and boarded his motorcycle for the 2,200 mile ride from New York to Salt Lake City. (He is an avid motorcyclist who rides a "tricked-our," 20-year-old BMW and teaches novice riders as a Motorcycle Safety Foundation instructor.) His destination was The Point of the Mountain, one of the premier paragliding sites in the U.S., renowned for its consistently flyable conditions. "I spoke with pilots who had learned

PARAGLIDING

at Ellenville, and they said, 'Look, you can take the course here and spend every weekend this summer camping here and hoping for the right conditions and maybe get signed off by the end of the season, or you can go somewhere like the Point and have your P2 in 10 days and have more airtime than many Northeast pilots get in a year.'" Paul signed on for an intensive course taught by Dexter Clearwater and Steve Mayer. Camping by night at American Fork and flying the Point's south side in the mornings and the north side in the evenings, at the end of the two weeks he left Utah to continue his trip west to San Francisco before riding home via a northern route. In his possession were a P2 rating, a Sol Impulse glider, a logbook with eight and a half hours of airtime, and a broad grin whenever the word paragliding was mentioned. The following February Paul visited the San Diego area and flew various local sites with guidance from "sky-god-and-allaround-great-guy" Ken Baier. Flying with Baier at Little Black, Otay Mountain, Marshall Mountain and Horse Canyon, he experienced the excitement of his first thermal flights, and discovered what paraglider pilots refer to as "bump tolerance." At Horse Canyon one afternoon, conditions were ideal and the majority of the San Diego flying community was in the air. When Baier decided the time was right, he helped launch Paul, who, having never flown in thermal conditions before, was amazed to climb out immediately. "I was also amazed by how bumpy the air was,

and I have to admit I was not having fun for the first hour or so. Really not having fun. My wing kept taking little asymmetric collapses, and my pitch control was lousy, and I kept thinking, 'Why did I think this was a good idea?' I felt profoundly alone. I just white-lmuckled it through that first hour, trying to convince myself that getting tossed around like that must be par for the course, because everyone else in the air appeared to be fine and having a good time." He finally started to relax, and began to try some of the techniques Baier had coached him on, entering a thermal and counting off four seconds to see if it was broad enough to use. "I will never forget how cool it felt to start turning in a thermal that first time, and realize I was corkscrewing upward, just like I'd heard about." However, making his landing approach after this first thermaling flight, he misgauged his glide and managed to land smack in the middle of the last tall bush before the LZ. Such experiences lead him to describe himself as being at "the bottom of the steep slope of the learning curve." Nevertheless, my brother was so taken with his experience flying in the San Diego area that the possibility ofliving in Southern California, at least part of the year, entered his mind for the first time - quite an admission for a confirmed New Yorker of 19 years. In late February of this year, in what is becoming an annual mid-winter ritual, Paul again traveled west, this time to Lake

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Continued on page40.

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Preparing to launch at Ellenville, New York. Photo by Joachim Rosier.

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Magma oozingftom the cracks, steam vents pulsing with hidden power, glaciers, ice caps, orca, raptors in flight. Welcome to the island!

hen I hear the name "Iceland" it brings me back to a tough sailing journey in 1993. The spectacular terrain sparked my already well-fueled imagination, then sparked a vision: the potential for foot-launched aviation. Settling instead for some telemark turns, a high-speed van tour and several marriage proposals, I vowed to return and fly. On September 19, 2000 in Reykjavik, the vow was fulfilled. The best season for flying in "Island" ("eeseland") is mid-June until early August, so, I was late. Very strong winds and rainy weather were the first dubious greetings that I received. Jet lag took over next and sleep came easily at Gustihus 101 near the shopping street downtown. Two hours rest and a hot shower restored my questionable judgment and boundless energy. After deciding to splurge on a taxi to the soaring airport outside the city at Sandskeig, an ex-hang glider pilot named Teddy directed me to the local free flight club called SvifdrekafelagReykjakur. Helgi, a jet engine mechanic, gave me a ride to a nice clubhouse overlooking the city, mountains and fjords. The hangar stood open yet deserted. A strangelooking ultralight was doing touch-andgoes in what appeared to be a dried-up lakebed, always off east. The windsock showed a north breeze at about 10 mph so I put the glider on my back and hiked to the top of the first mountain I saw. During my ascent, with a stop to strip layers of clothing off, two gorgeous women who were hiking with their dogs caught me nearly naked. Boy did they get a good laugh! Almost at the summit, I was overtaken by a truck with hang gliders on top. There was laughter coming from the open window as Bjarni and Jon picked me up for the

Iceland High~~

final 100-yard ride. A site introduction followed from these seasoned pilots, who then chased me into the air for my first flight over the town of Mostfelbaer. With an easy launch and vertical cliffi to the west, the view and flight were awesome. Some strong cycles put me 800 feet over the top of Bjarni and Jon's launch. The hang pilots demonstrated a very high skill level and I felt at home during this splendid soaring flight. Also, a motorized hang glider trike flew nearby, obviously at home in the great conditions. Almost two hours later, Jon and I were flushed from the ridge in a light cycle while Bjarni flew home in the last thermal of the day. I was met upon landing by almost all of the newly initiated paraglider pilots in Iceland. They were introduced to the sport just that summer by Bruce Goldsmith, who taught and flew in "Island" during the summer of 2000. Siggi, Solvi, Einar and friends were at the P-2 level with very little experience, so I agreed to give clinics whenever it was flyable. They were very excited to meet a U.S. pilot and were excellent students during the entire trip. We practiced many hours of ground handling and spent time on theory and safety. Siggi and Solvi were the sons of Mundy, a 25-year hang veteran. Their personal rule was that they could not fly a mountain that their father had not flown! Sunday looked good and Bjarni, Totie, Jon, Siggi, Solvi and I went to a south-facing sea site called "Hills End." The drive through magma and lava fields was amazing, as was the ridge which faced south toward the Westman Islands, an offshore fishing base. This spectacular 300-foot ridge drops straight down to a cool farm with sheep, Icelandic horses and cows. Brightgreen, mowed pastures and hayfields were great for landing anywhere, and the lift band was fat at about 300 yards. The 300foot ridge was several miles from the sea and a steady breeze at 15-18 mph got me very excited. On my first attempt the glider dragged me back and tossed me on my back. Second attempt, same thing, but I regained my footing, lowered my stance, and launched. There was a strong venturi at the cliff edge and I asked Jon to toss me into the wind. He did so into smooth air and soon was soaring 700 or 800 feet over the ridge. This site offers a great view of the

lava field which was created as the island is separating in the middle at about an inch per year. We were flying with the Vestmannaejan visible through the haze. These volcanic islands erupted in 1963 to form Surtsey from the bottom of the sea, and on Heimaey and Heimaey in 1973, almost occluding the fishing harbor. Humans stopped the lava that time with large seawater pumps while the island was buried in four feet of ash. A tour of these islands is a great experience on a blown-out

day. After a couple of hours, Solvi's ridgesoaring flight was punctuated by a low save and a turn close to the cliff that had me concerned. Then the wind picked up and the hangs came up. This site has a significant rotor on top, so a top-landing must be performed 400 yards back, away from the launch. Fun was had by all and we ended with another theory and safety discussion at the club. Sampling the wild nightlife was next on

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the agenda, and Reykjavik did not disappoint me. After a fashion show on top of a fish-processing plant, food increased in priority. Every kind of cuisine was available, and during the 10-day stay my credit card took a thrashing. Reindeer, salt cod, salmon and lamb were options in most restaurants with beef and pork also on the menu. You've got to experience the nightlife to believe it. It is best to nap from 6:00 until 11 :00 PM and then go out, since the party doesn't stop until 7:00 or 9:00 AM! There is something for everyone, and moderation is

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recommended for pilots who hope to fly the next day. Free flight in Iceland has a long history. The first hang glider pilot, who still flies, built his original wing from an ad in Playboy magazine. Pictured was a glider flying around a liquor bottle, and from that alone he designed, built and flew the first Rogallo wing in Iceland. (However, as research for my adventure progressed, I discovered from the Internet and tourist bureau that there was

no knowledge that anyone flew at all in this country.) Meeting and flying with the devoted "Icarists" in Iceland was the best part of the trip, and their generous hospitality - which included camping, parties, dinners, and an Icelandic horse tour to a ravine and waterfall - were all lively fun. The next five days were spent touring with my cousin, Jaime Fisher, a pilot from Pennsylvania, and Scott Anderson, sailing guru and photographer from Seattle. The ice caps, glaciers, geysers, hot springs, volcanoes and waterfalls are among the world's most heavenly, radical terrain, and perfect for paragliding. On one day some light rain was falling, so a hang glider pilot named Arni gave us rides in his Cosmos motorized hang glider. This amazing ride over the fjord to see seals and whales at play cured my personal bias against motors. These aircraft are actually stable and easy to learn to fly, with most students soloing in just five or ten hours. Steep turns and stalls were the order of the day, and we returned to earth with big smiles and great memories. After the rain abated, our group toured to a lake formed by a volcano that erupted under a very large ice cap. The ice melted, and boiling water built up until it finally broke loose all at once, washing farms, bridges and roads into the Atlantic. This formed a lake at the base of a glacier which now calves regularly. Boat tours are outrageous, and offer views of incredible ice sculptures created by Mother Nature. Before departmg, our team went to bathe and recreate at the "Blue Lagoon," a hot mineral bath whose water is the byproduct of a fantastic geothermal generating plant next door. Rainbows and waterfalls, trout streams and hydroponics, natural mysteries and spectacular visuals are what Iceland is made of. Did I mention the Celtic-Viking culture? We hope to fly again in Iceland this year. You may contact Bjarni Pordarson (club president) at bjarni@archives.is, or Sam Chambers at flyote@aol.com, about your flying plans. Ill

The Gradient

INTRODUCTION This review of the Gradient Onyx is the ninth article in a series of recreational paraglider reviews. The first section of the lead review, which appeared in the November/December 1998 issue of this publication, provides a preview to this series and is recommended reading if you missed the first installment. These reviews also offer pilot educational insights into the depths of flying paragliders safely. The manufacturer's name "Gradient" means inclination. More specifically, it's the change in the magnitude of a variable simultaneously with a change in three-dimensional position, as in wind gradient, which is the increase or decrease of wind speed with change in height above the surface. Gradient,

the company, was founded in 1997 in the Czech Republic as a parmership by pilot Ondrej Dupal, designer Vaclav Sykor, and production direcror Frantisek Muller. Together they have achieved competition success during their short history. Vaclav Sykor's 19 years of experience in aircraft, paraglider and reserve parachute design has distinguished Gradient as the only company whose paraglider achieved a glide ratio greater than 9.0 in the internationally attended, annual Stubai Cup glide angle contest. Gradient, like virtually all manufacturers, apply their R&D (research and development) from competition success to the production of their recreational gliders. This should serve Gradient well, based on their recent competitive success. Luca Oonini just

won the 2001 World Air Games Championship on a Gradient Axax RX. These results are available at http://www.fai.org/wag/ wag2001 I news_civl_pg.asp. Onyx, the gem, is a precious quartz stone with translucent luster in parallel layers of differing colors. The Gradient Onyx was introduced last year and is rated as SHV Standard (Swiss Guetesiegel) and as DHV 1-2 (German Guetesiegel). This paraglider should not be confused with the circa 1996 paraglider of the same name marketed by the Brazilian manufacturer SOL. The SOL Onyx was an AFNOR Performance rated paraglider, and was a licensed copy of the NOVA Xyon, which was rated as AFNOR Performance and as DHV 2-3.

Photo 1: Gradient logo and color pattern showing center circles and spanwise reinforcement tapes.

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THE GRADIENT PRODUCT LINE Gradient has a full line of gliders, from the trainer/school glider to a competition-level wing. The Onyx fits in nicely in the Gradient product line as either a first glider out of training or as a second glider when moving up from a DHV I-level glider. Gradient also has a tandem-size Onyx, which is known as the BiOnyx. SIZING The Onyx is available in five numbered sizes. The numbers approximately correspond to the flat wing area. These sizes are the 24, 26, 28, 30 and 34. The Onyx 34 is known as the BigOnyx, not to be confused with the tandem-size BiOnyx. The BigOnyx is only SHV certified, probably because the small sales quantity of this size doesn't justify the expense of additional certification. However, the BigOnyx should be well suited to the heaviest pilots whose primary alternative has been small tandem gliders. I flew the Onyx 28. My hook-in weight of approximately 200 lbs. (9 1 kg) put me at the lower quarter point of the weight range. I also had one brief flight on the Onyx 30, on which I was underweight and needed anchor assistance to launch in the high winds on the south side at the Point of the Mountain.

CANOPY Gradient uses French Porcher Marine S 092 SKYTEX ME rip-stop nylon (generically polyamide) fabric with a weight of 44 g/m2 for Onyx top and bottom surfaces. The ribs

Photo 2: The Onyx uses differing Line diameters along the semi-span ofthe wing. AUGUST

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Table 1 - Gradient Product Line Model Impulse Onyx Saphir 2000 Bliss Avax RX Bi Onyx

Certification DHV SHV Standard 1-2 Standard Performance Performance 2-3 Competition Bi place

are made of the slightly heavier, though more porous SKYTEX FM 46 g/m 2. With both of these cloths being slightly heavier, Gradient is favoring durability over light weight, so the Onyx may retain its integrity longer. The Onyx uses segmented V-ribs (diagonal ribs) along the three front rows of lines (A, B and C) to control the airfoil shape internally, thereby reducing the parasitic drag with fewer external lines. Segmented ribs are Gradient's name for V-ribs, which do not attach to the canopy's top surface, bur instead attach about two-thirds of the height of the vertical rib up from the bottom-surface seam. According to Jaro Lahulek of SkyCo Sports in Clackamas, Oregon, the U.S. importer/distributor for Gradient, segmented V-ribs are used to prevent oscillation of the upper level of the canopy. Nylon reinforcement tapes on the bottom surface are placed in an alternating spanwise pattern between the attachment points and just above the bottom surface as an extension of the V-ribs to hold the tension load

between the load ribs. See Photo 1. These load distribution tapes take the concentrated line load and distribute it across the intervening cells, so like the V-ribs, they allow fewer line 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. The reinforcement tapes can be seen in Photo 1 along the front three rows (A, Band C). The Onyx uses stiffeners on the leading edge of every vertical rib to hold the air inlets open to make low-wind inflations easy. These rib stiffeners are made of 170 g/m2 Dacron (polyester) sheet. The Onyx is available with a top surface of white or one of four standard colors: blue, red, yellow and violet. The bottom-surface color is a white background with the Gradient name in black and the triangle logo in red, while the accent pattern uses one of the same four top-surface color options. The center cell is marked at both the leading and trailing edges with a small black circle. According to the owner's manual, the Onyx airfoil has a 17% thickness (17% of chord length). This makes for a relatively far airfoil since most paraglider wings are probably on the order of 12% to 15%. This increased thickness offers the benefits of a lower sink rare and a lower stall speed, but typically with reduced airspeed at trim, which is the airspeed for maximum glide ratio. In addition, with a thicker airfoil, the glide ratio deteriorates at a faster rate as the airspeed increases.

Photo 3: Onyx risers and snaps are barely discernable near bottom.

speed system. While using a two-step stirrup, and even without applying all the accelerator system travel available, the speed system pulled down the top surface so far that it contacted the bottom surface all along the leading edge. I was surprised that the leading edge did not tuck, fold or collapse in any way. The Onyx is the only paraglider I've flown which exhibits such extreme leading edge distortion, and more significantly, it accomplishes this without compromising stability. The novel technical design feature used on the Onyx may become the new standard for leading edge stability.

HARNESS ADJUSTMENT

The Onyx uses differing materials and differing diameters for their lines to balance the load, strength and stretch criteria with cost and performance. See Photo 2. The materials are Dyneema (generically polyethylene, trademarked as Spectra in the U.S.) and Aramid (generically polyaramid, trademarked as Kevlar in the U.S.), both made by Edelrid of Germany. Each lower line has only a single cascade point so there are no middle lines, only upper and lower. There are only upper D-lines, which cascade from the lower C-lines. The green stabilo line (stabilizer) is attached to the B-riser, otherwise there are three color-coded lower lines per riser. The A-lines are red, and the B-lines and C-lines are yellow. Fewer lines result in less drag with a corresponding improvement in every aspect of performance (minimum sink rate, maximum glide ratio and maximum speed). The line diameters and strengths are listed in Table 3.

RISERS AND ACCELERATOR The Onyx has three black risers. The risers have colored reinforcement tapes to distinguish them, using red, blue and black for the A, Band C-risers respectively. Snaps are used for the toggle retainers. The risers feature an additional snap near the bottom of the risers to hold them together during packing. This unique feature is a simple and elegant solution to tangled risers that will appeal to the

fledgling pilot who is slow to launch because of the time required for line and riser clearing, and for those pilots who are now using a carabiner to keep their risers together when packing. See Photo 3. (The snaps are only barely discernable.) The Onyx has no split A-risers or big-ears lines. The outboard A-lines are easily reached while paragliding, but are out of reach when motoring. The Onyx accelerator uses two pulleys for 3: I leverage. The B-riser moves the same distance as the A-riser, but not until after the first 3.8 cm (1.5 inches) of A-riser travel. The C-riser moves at the same time as the A-riser, but with half the travel. The travel is an especially long 36 cm (14 inches) and requires at least a two-step ladder stirrup for full extension. Surprisingly, the glider comes with no stirrup. The speed system has such long travel that I was unable to reach the full length of travel. This constraint was due to the connection joint of the accelerator line and the stirrup line being stopped from further travel through the harness pulleys while the speed system had additional travel remaining. See Photo 4. Gradient can easily make this accelerator range available to the pilot by supplying a three-step stirrup, and making the riser accelerator lines long enough to extend down through the harness pulleys to the stirrup. This puts the connection joint outside the travel area of the harness pulleys so the harness pulleys will not limit the travel of the

According to the owner's manual, the recommended distance between the carabiners is 42 cm (17 inches). I usually perform my preliminary test flights on most gliders with my waist strap adjusted to the full loose position to maximize weight-shift steering. This provides a spacing of greater than 51 cm (20 inches). Ifl'm flying in moderate to strong thermal conditions, and especially ifI'm undersized on the glider (flying it light), I tighten the waist strap about half way, which reduces the carabiner spacing to less than the recommended setting. I suspect that most pilots are not particularly conscientious about the precision of their carabiner spacing, however, loosening up the waist strap on the coast or snugging up when thermaling should be part of your pre-inflation preflight. Pilots should certainly be able to demonstrate in-flight harness adjustments of their waist strap and recline angle as part of their Novice-level training, and understand the safety implications of different positions and the benefit of changes.

GROUND HANDLING The Onyx comes up easily during inflation with no tendency to hang back or overshoot. The Onyx can be inflated easily with nohands in either forward or reverse wind conditions and remains overhead with no pilot input.

BRAKE LINE LENGTH The brake line length is moderate, neither too long nor too short, so I suspect few pilots would have a need to change the brake line length. I prefer to fly with brake lines shorter 1 Note: ABS is Anti-Balance System, fonctionally equivalent to a DHV CH harness.

PARAGLIDING

lines is more direct with respect to the lower lines. Third, the upper D-lines and the upper C-lines are both connected to the lower C-lines, so each single C-riser affects a larger area than a glider with four risers.

PERFORMANCE than most pilots, so I usually fly with one wrap, which worked well for me with the factory setting of the Onyx brake line length.

IN-FLIGHT HANDLING Gradient has designed the Onyx as a first glider following training, or as a second glider for pilots moving up from a beginner wing. It naturally has a progressive increase in brake tension and moderate turn dampening, so it's neither too firm nor too light. The Onyx has enough responsiveness to allow a pilot to extend his skill set and operating conditions but with enough stability to provide safety during this critical growth period. Repeated roll reversals and pitch oscillations had a very solid and reassuring feel and the glider wasn't so fast that it would get away from a pilot learning to perform steep turns and wingovers.

WINGOVERS AND AEROBATICS Though wingovers are fun, I don't perform big ones and I recommend against pilots doing so, not specifically on the Onyx, but on any glider because of the potential of falling into the canopy. There were three reserve deployments during Demo Days at the Point of the Mountain this year. While none of these were related specifically to wingovers, the trend today toward aerobatics is an opportunity for extreme lessons. You may have heard the saying in aviation that there are old pilots and bold pilots, but no old, bold pilots. AB an older pilot who was once a much bolder pilot, I encourage all pilots to make decisions today that allow you to fly tomorrow.

The Onyx is intended to obtain its performance at the low end of the speed spectrum, as recreational gliders should. A low sink rate and stability are favored over maximum speed and the associated vulnerability. However, because it has so much accelerator travel, it has speed in reserve as a safety measure. Using a multi-step ladder stirrup to make this speed usable is like having emergency overdrive. This can be critical in a paraglider when maximum airspeed is one of the greatest limitations with respect to weather, especially from the perspective of any biwingual pilots or former hang glider pilots. AB was listed in the sizing ofTable 2, Gradient designed the Onyx (and all of their gliders) for a constant aspect ratio independent of size. This scaling method is usually intended to make all sizes perform comparably. The Onyx 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. The airspeeds in Table 4 are published in the owner's manual, which also states that the minimum sink rate is achieved with 20% to 25% brakes applied.

BIG EARS There are no split A-risers, so big ears must be done using the pilot's index fingers symmetrically pulling the one or two outboard A-line(s) on each side. When released, the ears slowly but progressively open on their own. The opening speed can be hastened with a firm pump using one or both toggles as needed. When combining big ears with the accelerator, either can be initiated first without complication.

RE9AR RISERS Using the rear risers for turning the Onyx worked especially well. This ability is important if you ever experience a brake-line failure, which fortunately seems to be a diminishing problem. I suspect that the good rear riser turn response of the Onyx is due to three factors in the riser/line configuration. First, the rear riser is the C-riser because there are only three risers per side. Second, no middle lines are used, so with only three lower C-lines, the movement of the upper AUGUST

2001

B-STALL When inducing a B-stall, the Onyx initially rocks backward, then forward, where it remains until it surges upon release. There was no tendency for the glider to enter parachutage3, even when the B-risers were released slowly, as would be expected for a recreational glider. The Onyx exhibited an especially smooth transition back to normal flight following a B-stall, and the more slowly the B-risers were released, the smaller the

your glider by doing them often.

ASYMMETRIC COLLAPSES

surge. This could be a very useful feature for making accurate emergency landings safely in the hands of a competent pilot. According to the owner's manual a B-stall will produce a sink rate of 3-6 mls (600-1,200 ft.I min.). The owner's manual states that the Onyx will enter a parachutal stall3 without moving forward when the B-stall is entered, but has no tendency to enter deep stall3 upon recovery. This is somewhat confusing because parachutal sta!J3 and deep stall3 are synonymous. What the owner's manual intends to convey is that the flight path is vertical and the horizontal component of airspeed is zero, which is always true in a steady-state B-stall. When releasing the B-risers while exiting from a B-stall, a pilot should always interpret the absence of the surge of the canopy coupled with an unusually steep flight path as an indication that deep stall has been induced, probably due to a slow release of the B-risers. If the canopy doesn't surge, the pilot should promptly and briefly punch full accelerator to facilitate the surge for recovery.

SPIRAL DIVE The Onyx can achieve a descent rate of up to 12 mis to 15 mis (2,400 ft./min. to 3,000 ft./min.) and up to three G's4 in a spiral dive, according to the owner's manual. The manual also cautions that reduced brake-line tension on the inside brake signals overload of the glider and danger of inducing a spin. I have never performed a spiral of this intensity so I cannot comment on its validity. Many pilots are not aware that spiral dives stretch the fabric and make it more porous, so repeated spirals, particularly steep ones, prematurely reduce the life of the glider. All pilots should be familiar with performing spiral dives as an emergency descent method, and they should be practiced occasionally to keep current, but perform them equally in both directions so as not to asymmetrically stretch the fabric, and don't abuse

When I induced 50% asymmetric collapses on the Onyx I was very pleased and impressed with its recovery behavior. While it initially rotated moderately quickly, it would stop rotating in less than 90° and then slowly but steadily recover on its own. I believe that this stopping of the rotation is a significant positive safety factor for inexperienced pilots, because rotation can be disorienting and can lead to a spiral dive with an accelerated descent rate leading to either lateral and/or vertical impact with the terrain. Since the Onyx has DHV 1-2 and SHV Standard ratings, I suspect that with larger collapses the rotation may be greater than 90°, and that the rotation rate may also be faster, but I also suspect it would ultimately stop its rotation without inducing a spiral dive and progressively reopen on its own. However, I didn't have the opportunity to explore its behavior in larger asymmetric collapses. The Onyx also recovered in less time and with less rotation when prompt and firm pilot input was applied. It's critical to remember that when asymmetric collapses exceed 50%, initial steering control should be done with maximum weight-shift steering and a minimum of brake input. A 50% asymmetric collapse doubles your wing loading and thereby doubles your stall speed. This shortens your brake travel to half the distance for a stall to occur. The situation is further aggravated by the bank angle associated with an asymmetric collapse, which increases the G's rapidly past 45° of roll and quickly increases the total effective wing loading and stall speed.

FRONT TUCKS The Onyx exhibited safe and predictable behavior following full frontal collapses. After falling back slightly, which is normal, the leading edge reopened on its own, and after a very slight delay would surge forward to gently regain airspeed and normal flight with no pilot input. There was no tendency to enter a parachutal stall, and proper pilot input, as described below, was effective in accelerating the recovery. I recommend a two-step process to minimize recovery time from a front tuck. First, abruptly, symmetrically and simultaneously apply both brakes to full downward arm extension, then completely release them both symmetrically. This should open the leading

edge. If it isn't successful for any reason, repeat this action again as needed until the leading edge opens, or throw your reserve if you're already low. If one side opens, then the pumping should be continued asymmetrically, on the closed side only. Second, rather than waiting for the canopy to surge on its own, rapidly apply full leg extension on the stirrup until the canopy starts to surge, then release the accelerator immediately and completely, and then dampen the surge with the brakes to return the glider to normal flight. When soaring amidst sharp boundaries of lift and sink, which is when collapses are most likely to occur, keep your feet on the stirrup with your knees bent, ready to promptly apply full accelerator if needed, since this will produce the quickest surge for recovery. It should be obvious that a properly adjusted speed bar is a prerequisite for its full range of utilization and effectiveness when needed for surge initiation, to penetrate increasing winds, or to escape from strong sink.

SEARCHING FOR PARACHUTAGE USING BRAKES While searching for parachutage on the Onyx using only the brakes, I slowly but fully extended my arms without any wraps on the brake lines and only noticed an increased sink rate toward the last 10% of brake travel. This resistance to inducing a deep stall using the brakes in smooth air is consistently true for all modern wings I have flown. The Onyx owner's manual is the first I've seen which advocates a parachutage recovery

2 Notes: daN means deka-Newton (tens ofNewtons) JdaN=lON A Newton is the metric unit offorce. Force equals mass times acceleration (F = ma). 1 Newton = 1 kdogram-meterlsecond2; a mass of1 kg accelerated @ 1 m!s2 A Newton is the technically correct unit to express weight, which is also a force. W = mg, where g is the acceleration due to gravity. 1 daN = 2.248 lbs.; 1 kg = 2.205 lbs., a 2% discrepancy. This inaccurate comparison ofmass and force is a historical consequence oflayman confasion between the different physical quantities and differences in the measuring systems. 3 Note: Parachutage, parachutal stall deep stall and constant stall are different names for the same phenomenon. 4 Note: G's are multiples ofgravitational force. G-loading can be thought ofas effective weight or dynamic wing loading, which is in addition to static wing loading. G-loading is due to maneuvering, which can be due to an increase in airspeed or due to an increase in bank angle, or be cumulative due to both.

PARAGLIDING

Photo 4: Standing on the speed stirrup, the connection is stopped at the harness pulley while the riser pulleys have additional travel. method that I know to be effective from experience, bur which is not popularly endorsed. This method is to apply both brakes abruptly, symmetrically and fully, followed by a rapid, full and symmetrical release of the brakes. This should cause the glider to surge and exit the parachutal stall. The full application of brakes is necessary for this method to be effective! All gliders are susceptible to entering constant stall during recovery from any non-flying mode (such as full stall, B-stall, frontal, or spin) or from the presence of sinking air, so be prepared to stomp on the speed bar if the canopy does not surge and regain flying airspeed on its own. I know of three pilots who all impacted the ground recently due to encountering a parachutal stall and not attempting recovery because of a lack of prompt recognition of the condition. Fortunately, none of them was injured. In

AUGUST

2001

one case it was following a frontal collapse. In two of the cases, had the pilots been familiar with the minimal surge during recovery from parachutage, the pilots could easily have flown out of the situation. If you go to a maneuvers clinic be sure to experience deep stall and recovery before leaving. If necessary, request a flight in an oversize or porous glider to ensure that the situation can be induced. All pilots need to be familiar with this phenomenon so they can promptly recognize it, and implement recovery with a minimum of altitude loss.

MAINTENANCE AND INSPECTION Gradient recommends cleaning the Onyx canopy using only clean, lukewarm water. It further states that if it has been in contact with salt water, to rinse the affected parts with fresh water, then dry, out of direct sunlight, before storing. After 200 flight hours

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or every two years, the owner's manual recommends sending the Onyx in for inspection, fabric porosity testing, and line length and strength testing. OTHER FLIGHT MODES

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

Motor Flight The Onyx is not specifically certified for motoring by the DULY, and the owner's manual indicates that neither the factory nor the SHV have tested the wing using auxiliary power, but I flew it with both a light motor and a heavy one and it performed well in both cases - 360° turns in the direction opposite of the propeller torque worked well, as did rear-riser turns. However, the addition of big ears lines is necessary for a motor pilot using the Onyx to perform big ears, because of its lack of split A-risers. The BigOnyx should be well received by large motor pilots, or motor jocks who fly a heavy machine or fly with a trike undercarriage and want a lower stall speed, a shorter takeoff roll and a better climb rate.

SUMMARY The more I fly the Onyx, the more I like it. It's a glider that's made to grow pilot skills. It's a well-rounded glider that behaves predictably, performs admirably, and is very forgiving. The Onyx has more accelerator travel than I've seen on any other paraglider of any

AUGUST

2001

level. Therefore, it should attain a higher top speed than gliders with less speed-bar travel. However, to utilize its full speed potential, pilots must learn to do the twostep (or even threestep) stirrup dance. I would not be deterred from buying the Onyx or any other paraglider that lacks split A-risers for big ears, because all risers can easily be fitted with a line and pulley on each outboard A-line to add this feature. Look for an article on this rudimentary upgrade in an upcoming issue, or contact me directly for this information. The Onyx has the best B-stall recovery characteristics I have ever experienced, which offers full forgiveness to the fledgling pilot who may become disoriented if a big spiral is attempted. If you're looking to leave the lower performance and sluggish handling limitations of your DHV 1 glider or your older-technology DHV 1-2 glider, without sacrificing safety (particularly with regard to asymmetric collapse recovery behavior), the Gradient Onyx is perfectly suited for a pilot who is inclined by this gem of a glider to expand their horizons!

About the author: Alan Chuculate has been paragliding/or over 11 years and hang gliding for 27 years. He is currently the western distributor for the Para-Lite SkyCruiser powered paraglider. Ifyou have questions or comments regarding this article you're welcome to contact him directly by e-mail at AlanC@San.RR.com or by telephone in San Diego at (858) 292-1552.11

Continued ftom page 27. Havasu, Arizona (erstwhile home of the "London" Bridge) for a maneuvers clinic conducted by Anne and Enleau O 'Connor, and Ryan Swan. Under their expert guidance and close scrutiny, he experienced his first accelerated asymmetric and full-frontal collapses, B-line stalls, wingovers and spiral dives. While practicing collapse recovery, he was reassured to fmd chat his D HV 1-2 glider seemed to have a mind of its own and preferred to stay inflated and airborne. The excitement and confidence generated by performing these maneuvers were tempered by a sobering reminder chat he was still very much on chat steep slope of his learning curve: "a rather too exciting landing on (just barely) the smallest LZ I've ever tried to hit, a little peninsula sticking out into the lake, surrounded by water on three sides." He got back on dry ground with everything, including his humility, intact. Following the clinic, he continued to San Diego for more flying with Ken Baier. After chis second round, Baier signed off the P3 rating Paul needed to fly several of the choice local sites back home. In addition to Ellenville, his logbook now lists Mt. Tom (Massachusetts), Brace Mountain (Connecticut), Kirk's Ridge (Pennsylvania), a towing site in Allentown, NJ, and a "top secret" coastal ridge on Long Island's North Shore, all at least a 200....... - .. mile round

trip from New York City. To relieve the tedium of his extremely high D/S (driving to soaring) ratio, he recently purchased another paragliding accessory: a 1990 Mazda Miata convertible with a luggage rack for carrying his glider to the region's - ~-iil!l!''!!i!:;;., para-waiting sites. My brother's training continues informally through coaching from flying buddies Mark Davies and Philippe Renaudin, "superb pilots whose advice I only rarely disregard, usually to everyone's considerable amusement." He acknowledges chat he too often learns things the hard way. For example, his preflight checks have improved significantly since a flight in which he launched with his speed system dangling and had to hook it up in midair to avoid a tree landing when the headwind increased unexpectedly. Such occasional experiences have served to remind him chat, "just loving paragliding and being obsessed with the sport doesn't make you a good pilot." His Motorcycle Safety Foundation instructor training and experience teaching motorcycling have instinctively transferred to paragliding, reinforcing his commitment to safe flying. "Things like motorcycling and paragliding are all about risk management. When you love what is inherently a high-risk activity, you start to focus on safety so you can survive to continue enjoying it." This spring Paul traded his Sol Impulse for a deep-blue Nova Carbon. He is excited by the performance and user-friendliness of the new wing and plans on flying it "until someone makes a D HV 1-2 wing with a glide of 10: l ." Despite being rold chat he "looks like grandpa" with his Sol

Cygnus airbag harness, he continues to use it with his new wing. As he explains it, "If I should go sliding down chat 'steep slope' I want as much protection under my butt as possible." Paul put all his gear to good use last July during a one-week flying trip to Northern California with fellow pilots Mark Davies and Dave Dalva. The dunes of the Sand City/Marina site (featured in an article in June 2001 Paragliding) proved an ideal place for a low-airtime pilot like Paul to practice launches and top-landings: "I definitely put that soft sand to good use! You could call it top-landing, but it was more like a clean, downwind approach followed by a sudden auguring in, followed by a special ground handling technique I developed in which I rapidly loaded my wing with about 20 pounds of fine white ballast." The three logged several two-hour flights at Sand City, a pleasant sledder at the Ed Levin flight park in Milpitas, and an extraordinary flight at Plaskett Creek near Big Sur. "Taking off from the 'Wild Cattle' launch at 3,300 feet MSL and flying out over the ridges and out to the ocean was just amazing. Big Sur is phenomenally beautiful to begin with, but being suspended a couple of thousand feet over it in a paraglider was just really beyond words." Even though it was just a 15minute sled ride to the LZ at Sandollar, it was a moment chat the boy of 13 building a hang glider in the garage, or the young New York artist painting images of birds against clouds could only have guessed at. "It was a quarterhour chat will stay with me for a long, long time." •

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PARAGLIDING ADVISORY: Used paragliders should always be thoroughly inspected before flying for the first time. If in doubt, many paragliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. BUYERS SHOULD SELECT EQUIPMENT THAT IS APPROPRIATE FOR THEIR SKILL LEVEL OR RATING. NEW PILOTS SHOULD SEEK PROFESSIONAL INSTRUCTION FROM A USHGA CERTIFIED INSTRUCTOR.

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GIN BOLERO- DHV-1, 75-95kg $1,800. Edel Adas M DHV 1-2 $1,680. Edel Adas L DHV 1-2 $1,400. Swing Arcus S, $1,800. Swing Arcus M $1,800. Edel Atlas M DHV 1-2 $1,200. Pro Design Effect, demo $2,490. Edel Space $1,200. Omega 2 $950. Edel Promise XL or Edel Response M $1950 new. Advance Omega 5 /27 DHV 2-3 $2,750. Relax 34, DHV 1-2 $1,990 new. (808) 968-6856. rofly@excite.com ITV MERAK TANDEM - 160 careful hours, great condition/performance $1,000 OBO. (604) 708-1064. NEARLY NEW SOL AXION -- Medium, with never used Sol airbag harness and reserve $2,200. (801) 7335003.

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2800 Torrey Pines Scenic Drive San Diego CA 92037 Since 192R

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

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

AIR SPORTS USA - Lessons, service, equipment. Paragliding, hang gliding, powered paragliding, trikes. Phone (718) 777-7000, WWW.FLYFORFUN.NET NORTH CAROLINA

HAWAII MAUI WOW WEE -- Proflyght Hawaii, first school in Hawaii, located on Maui, is now under new ownership. The best just got better. When it gets cold in the north, Maui is the place to fly, explore, relax and/or learn to fly. Team Proflyght sports an incredible training facility, wonderful year-round weather, 1,000' training slope, 100' to 7'000 vertical decents off Haleakala Crater (10,023'). Toll Free 877-GO-FLY-HI. Visit our website WWW.PARAGLIDEHAWAII.COM

SOUTHERN SKIES - MOUNTAIN FLYING and POWERED PARAGLIDING instruction, sales and service with full-time shop, 1 hour north of Charlotte. 7 beautiful flying sites nearby. (828) 632-6000 WWW.SOUTHERN SKIES.NET FLY ABOVE ALL - Experience year-round paragliding instruction in beautiful Santa Barbara, CA! Our friendly, experienced staff offers hands-on, personalized, radio-controlled lessons. Enjoy soaring the best training hill in the Western US and when you land, shuttles will whisk you back to the top for your next scenic flight. USHGA certified, solo, tandem and powered paragliding instruction, equipment sales and tandem flights. Visit our Website at www.flyaboveall.com or call at (805) 965-3733. HIGH ADVENTURE -·- Paragliding, hang gliding school. Equipment, sales, service at world famous Marshal Peak. USHGA tandem instructor: Rob McKenzie. By appointment year round (909) 883-8488, www.flytandem.com

AUGUST

2001

- 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 E 8th, Traverse City MI 49684. Offering POWERED PARAGLIDING lessons & dealer for the Explorer & used units. Call Bill at (231) 922-2844, tchangglider@juno.com. Visit our paragliding school in Jackson, Wyoming. Call Tracie at (307) 739-8620.

FAX your classified ad, membership renewal or merchandise order:

(719) 632-6417. We gladly accept VISA and MasterCard. 43

PARTS & ACCESSORIES

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

E-Mail Address

PARACLIDING SUNSPORTS PARAGLIDING - Hood River, Oregon. Beginner lessons, sales, service, repacks, tandem flights. APCO, SUP'AIR, FLYTEC, HANWAG, IN STOCK! We have a complete shop with EVERYTHING that you need in stock! Rick Higgins, SunSportsPG@aol.com, (541) 387-2112; Mark Telep thatspec@hotmail.com, (541) 308-0101 Web: http: //hometown.aol.com/ rsunsports/ myhomepage/ index.html

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

info@kittyhawk.com TEXAS HILL COUNTRY PARAGLIDING INC -- Learn complete pilot skills. Personalized USHGA certified training, ridge soaring, foot & tow launching in central Texas. MOTORIZED PARAGLIDING INSTRUCTION & EQUIPMENT AVAILABLE. (915) 3791185. 1475 CR220, Tow TX 78672. KITE ENTERPRISES - Foot launch, payout winch tow and powered paraglider instruction too. Training, sales, rentals and repair. Edel, Airwave, Wills Wing, UP and DK Whisper. Dallas, Fort Worth and north Texas area. 211 Ellis, Allen TX 75002. (972) 390-9090 nights, weekends. www.kite-enterprises.com OREGON UTAH CLOUD 9 SOARING CENTER - The nation's largest paragliding shop and school. Open for LESSONS, REPAIRS, SALES year round. Next co world famous Point of the Mountain. www.paragliders.com. 1-888-944-5433 or stop by at 12665 S. Minuteman Drive #1, Draper UT 94020.

• ORDER ONLINE AND SAVE • Water/Dust Resistant Push Button • Field Replaceable Finger Switch • Heavier Gauge Wire/Improved Plugs • Increased Strain Relief at ALL Joints Price $119.95. Extra finger switch $19.95 w/purchase. Dealer inquiries welcome. Call (913) 268-7946. MC/Visa. Visit our website at www.flightconn.com HAVE EXTRA EQUIPMENT - That you don't know what to do with. Advertise in the Paragliding classifieds, $.50 per word, $5 minimum. Call USHGA for details (719) 632-8300, ushga@ushga.org or fax your ad with a Visa/MC, fax (719) 632-6417.

VIRGINIA OVER THE HILL PARAGLIDING/PPG: Now celebrating 10 years in business. Oregon/SW Washington Sales/Service/beginner/advanced Instruction/Tandem. FREE guide service/advice. We have ANY brand related to PG /PPG at the BEST prices. THERE IS NO SALES TAX in Oregon. 22865 S.E. Yellowhammer, Gresham OR 97080 (503) 667-4557 email: othpara@spiritone.com web: overthehillparagliding.com

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

KITTYHAWKKITES--SeeNorthCarolina. WASHINGTON DIXON'S AIRPLAY PARAGLIDING - Please see our classified ad under Arizona. www.paraglide.com WYOMING FIRST CLASS PARAGLIDING ., __ In beautiful Jackson Hole. Ten flying sites including the Aerial Tram (4,139 vertical feet). Awesome flying for pilots of all ability levels. Enjoy early morning sled rides, mid-day crosscountty flights, and incredible evening glass-off soaring. Instruction-Tandem Flights-Towing-Kite Surfing-SalesService. Scott Harris (307) 690-TRAM (8726), Tom Bartlett (307) 690-4948, www.jaclcsonholeparagliding.com

IS IT SOARABLE? - Be sure with a USHGA Windsok. Made of 1.5 oz. ripstop nylon, UV treated, 5'4" long w/11" throat. Available colors fluorescent pink/yellow or fluorescent pink/white. $39.95 (+$4.75 S/H). Send to USHGA Windsok, P.O. Box 1330, Colorado Springs, CO 80901-1330, (719) 632-8300, fax (719) 632-6417. VISNMC accepted.

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

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

THE ART OF PARAGLIDING - By Dennis Pagen. HOT OFF THE PRESS!!! Step by step training, ground handling, soaring, avoiding dangers, and much much more. 274 pages, 248 illustrations. The most complete manual about paragliding on the market. $34.95 +$5.00 s/h. USHGA, PO Box 1330, Colorado Springs CO 80901. (719) 632-8300, fax your MC/Visa/Amex to (719) 632-6417, www.ushga.org, ushga@ushga.org SOARING -- Monchly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $55. Info. kit with sample copy $3. SSA, P.O. Box 2100, Hobbs, NM 8824L (505) 392-1177.

Can't afford new equipment? Find great bargains in our classified ad department. AUGUST

2001

*NEW* A HIGHER CALLING by Dawn Treader Productions. Winner "People's Choice Award" at the Banff Mountain Film Festival 2000. A story of six friends attempting to fly cross counny together as a group through western Nepal, where finding launches & landings becomes a daily routine. Become immersed into the Nepal culture upon every landing. Superb editing. 45 minutes $32.95 *NEW* PARAGLIDER GROUND HANDLING & THE ART OF KITING, by Adventure Productions. Learn techniques and tips for easy ground handling with chis instructional program. Get in tune with your glider and improve your flying skills while on the ground. Various wind conditions are covered with the successful and proven industry-standard techniques of Dixon White-Master rated pilot, USHGA Examiner and USHGA's PG Instructor of the Year. This is for the beginner, intermediate & advanced pilot who wants co do some brushing up on his skills. Be a master of your paraglider. 44 minutes $36.95 *NEW* IN SEARCH OF THE PERFECT MOUNTAIN By Adventure Productions. Searching for the perfect mountain, perfect flight, and the perfect experience that challenges our essence and satisfies our quest for adventure. This paragliding odyssey takes you to St. Anton, Austria; Garmisch-Partenkirchen, Germany; Sun Valley, Idaho; Point of the Mountain, Utah; and Jackson Hole, Wyoming. Features in-air footage, aerial maneuvers, and local pilot tours. 44 minutes $36.95. BAU HIGH, by Sea to Sky Productions. A paragliding adventure film. Great flying and a great adventure on the exotic island of Bali, Indonesia. A result of wild imaginations, weeks of filming and three unsupervised pilots in a land of serious fun. Great flying footage. 38 min $29.95. WEATHER TO FLY, by Adventure Productions. A much needed instructional/educational video on micrometeorology. Dixon White, Master pilot and USHGA Examiner, cakes you through a simple step-bystep process showing where to acquire weather data and how to interpret it. For pilots of any aircraft. Learn about regional & local influences and how to determine winds aloft and stability. "Weather To Fly" is an over-all view packed with useful details and includes great cloud footage. A straight-forward presentation that is easy to follow. 50 min. $39.95. TURNING POINT IN ALPINE THERMALLING, by Dennis Trott/Alpine Flying Centre. 50% HG, 50% PG. Discover techniques to tame che elusive alpine thermal. Beautiful footage set against Europe's most dramatic mountains. Also features comments from top pilots & great animation. 24 min $35.95.

STARTING PARAGLIDING by Adventure Productions. Covers basic preparations, weather, proper attitude, ground handling & chose first exciting launches. 30 min $29.95. FLY HARD: Viking Films newest release. Rob Whittall, Chris Santacroce & a vintage Buick convertible full of paragliders. Outrageous flying at several west coast flying sites. Meet HG aerobatics champion Mitch McAleer along the way. Excellent rock soundtrack, professionally filmed & edited, 35 minutes $35.95. PARAGLIDE: THE MOVIE by Viking Films. Rock-nroll world class competition at Owens Valley. Professionally filmed & edited, 35 minutes $35.95. Call or fax USHGA (719) 632-8300, fax (719) 6326417, please add +$4 domestic s/h (+$5 for two or more videos). Great to impress your friends or for those socked-in days. MISCELLANEOUS FLIGHT GUIDANCE AND XC - In the Sierra Nevada, Spain: Horizonte Vertical, www.granadainfo.com/hv/, hv@granadainfo.com, Tel/Fax: 011 34 958763408

LY NEPAL WINTER 200 I - Two 10 day tours starring December 2nd-December 28th, 2001, $1,800. Dale Covington, 1-800-782-9204, kerwin@ida.net

1999 WORLD TEAM T-SHIRTS - We still have a few left. Commemorating the world championships held at Pinzgau, Austria. Soon to become collectors items! Sizes medium & large, ONLY $10 (in the USA). Proceeds benefit the US Paragliding World Team! Send your $10 to: USHG Foundation, c/o PG World Team '99 T Shirt, PO Box 1330, Colorado Springs C080901-1330. 1-800-616-6888.

VIDEOS, BOOKS & APPAREL -- Call USHGA for your Merchandise order form (719) 632-8300, fax (719) 632-6417, email: ushga@ushga.org, www.ushga.org DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE CLASSIFIEDS. CLASSIFIED ADVERTISING RATES The rate for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps. Phone number=2 words, PO Box=2 words, weight range i.e. 137-185lbs=2 words, web site or email address=3 words. MINIMUM AD CHARGE $5.00. A fee of $15.00 is charged for each line art logo and $25.00 for each photo. LINEART & PHOTO SIZE NO LARGER THAN 1.75" X 2.25". Please underline words to be in bold print. Special layouts of tabs are $25.00 per column inch. AD DEADLINES: July 20th is the deadline for the September issue. Please make checks payable to USHGA. Send to: PARAGLIDING MAGAZINE, Classified Advertising, P.O. Box 1330, Colorado Springs, CO 80901-1330 (719) 632-8300 or fax (719) 632-6417, email jeff@ushga.org with your Visa or MasterCard.

STOLEN WINGS & THINGS GIN BOLERO - XL Stolen in the MEDFORDWHITE CITY, OR area in August, 2000. Fuchsia color, has damage in center/leading edge, and/or patch, generally in poor shape. Also: XL Pro-Design "Jam" harness, med. High Energy Quantum reserve, Charley "Insider" helmet XL white, Flytec 40 IO vario, Alinco DJ-191 2-Meter radio. Contact Kevin Lee (541) 9551737, thermaltracker@bigfoot.com

INDEX TO ADVERTISERS Adventure Productions ............................. 9 Aerolight USA ........................................ 13 Apco ............................................ 35,37,39 Critter Mountain Wear .......................... 27

"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

Dixon's Airplay ..................................... .47

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

Hall Brothers ........................................... 9

Flight Design ......................................... 15 Flytec .................................................... .41

Mojo' s Gear .......................................... .41 Rocky Mountain Paragliding ................ .47 Sky Bee .................................................... 7 Sport Aviation Publications .................... 13 Sup'Air ................................................... 10

More tha-n 4,000 paragliding enthusiasts read our magazine every month. That's more than 8,000 eyes seeing your ad

Super Fly, Inc ........................ 2,Back Cover Thermal Tracker .................................... 11 Torrey Pines Gliderport ...................... 9,15 USHGA .................................... 9,14,38,46 Wills Wing ............................................. 15

PARAGLIDING