USHGA Paragliding Vol12/Iss9 September 2001

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reaching your goals... flying new skies... it's about GOINGFURTHER.

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~-.-~relra~ PARAGLIDING• SEPTEMBER 2001

AIR MAIL

CA~llf NDA~ OF EYENTS

UP.DATE

CLASSIFIED ADVERTISING

INCIDENr REPORTS

NEW DISTANCE-TO-GOAL WORLD REcoRD

by Josh Cohn

INDEX TO ADVERTISERS

PARAGLIDING INTERVIEWS: GENE PFEIFFER

by Kim Galvin

PARAGUDING INTERVIEWS: TODD BIBLER

by Steve Roti

DISCLAIMER OF W~INPUBUCA-

TIONS: The material presented here ls published as p art of an information dis-

FIVE THOUSAND, NINE HUNDRED AND COVER: Soaring over foll colors in Telluride, Colorado. Photo by Brett Schreckengost.

THIRTY-Two MILES

by Dr. Ronn Kelsey, photos by Ronn Kel.sey and Urs Imhoff

PROPOSED FAA "SPORT Pnor'' CE.llTIFIG\TION

by Joe Gregor, sidebar by Bill Bryden

SEPTEMBER

2001

semination service for USHGA mcmbeJ:i;. 11ie USllGA makes no warrantie$ or representations and assumes no liability concerning the Vlllidity of any advice, opinion or reco,nmeni.1ation expressed in the material. All indlvidua)s

relying upon the material do so at their own risk.

Copyright © 2001 United States~ Gilding As,<in., Inc. All rlght11 reserved to Paragltdtrig and individual contributors,

3

Gil Dodgen, Managing Editor/Editor-in-Chief Steve Roti, Contributing Editor Dave Pounds, Art Director Will Gadd, Dennis Pagen Staff Writers Office Staff Jayne Depanfilis, CEO, jayne@ushga.org Jeff Elgart, Advertising, jeff@ushga.org Joanne Peterson, Member Services, joanne@ushga.org Sandra Hewitt, Member Services, sandra@ushga.org Natalie Hinsley, Member Services, natalie@ushga.org USHGA Officers and Executive Committee:

Jim Zeiset, President, jimzgreen@aol.com Mark Ferguson, Vice President, mark@ballvarios.com Russ Locke, Secretary,russlocke@juno.com Bill Bolosky, Treasurer, bo/osky@microsoft.com REGION 1: Bill Bolosky, Mark Forbes. REGION 2: Jamie Shelden, Ray Leonard, Scott Gasparlan. REGION 3: David Jebb, John Greynald, Gregg Lawless, REGION 4: Mark Ferguson, Jim Zeiset. REGION 5: Fran!< Cillette.

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

REGION 8: Doug Sharpe. REGION 9: Randy Leggett, Geoff Mumford, Felipe Amunategui. REGION 10: David Glover, Matt Taber. REGION 11: Kent Robinson.

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

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 FA! 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 i II ustrations concerning paragliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other paragliding publications.

PARAGLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. PARAGLIDING editorial offices: 31441 Santa Margarita Pkwy., Suite A-256, Rancho Santa Margarita, CA 92688, phone (949) 888· 7363, fax (949).888-7464, e.rnail: Gi1Dodgen@aol.com.

The USHGA is a member-controlled sport organization dedicated to the exploration and promotion of alJ facets of unpowered ultralight flight, and to the education, training and safety of its membership. Membership is open to anyone interestiid in this realm of flight. Dues for full membership are $59 .00 per year (of which $15 goes to the publication of Paragliding), ($70 non-U.S.); subscription rates only are $35.00 ($46 non-U.S.). Changes of. address should be sent six weeks in advance, including name, LJSHGA 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 paid at Colorado Springs, CO and at additional mailing offices.

POSTMASTER: SEND CHANGE OF ADDRESS TO: PARAGLIDING, P.O. BOX 1330, Colorado Springs, CO 80901-1.BO.

SEPTEMBER

2001

VOLUME

THANKS, BUT NO THANKS Dear Editor, I haven't had the chance to fly nearly as much I as would like this year. College, family, the weather, even laziness have kept me from getting that precious airtime. But one day I decided it was about time to break the spell and start flying again. When I got to the site there were five pilots, four of them with just a few months of flying under their wings. It really felt good hearing the comments, "It's good to see you again," and "welcome back."

As soon as I took the glider out of its bag I had an "assistant" helping me unfold, then, even more quickly than the first, another "assistant" came and helped me hook everything up. Now I was surrounded by three people doing everything but breathing for me. In less than a minute my wing was nicely extended and hooked up, my lines checked, the bag folded and tucked into the harness, and the harness strapped on and even adjusted.

Then came the launch. At first I just turned to face the wing and waited for a nice gust. When I pulled the risers, one side rose faster than the other, so I dropped the wing and waited for one of my assistants to spread it nicely again. This happened twice, and then came the "help." First were the launch "tips": Why don't you do this? Why don't you hold the risers this way? I had to explain that I didn't want to add any more variables to the flight, that I just wanted to get some airtime and shake off the rust.

The third time I tried to launch one tip came up before the other but I controlled it better, then I wanted to move to the left but couldn't. Someone was holding me so I wouldn't be dragged. This happened a couple of times, and then I had to ask my helper not to hold me. One more useless try and another pilot approached me and pointed to my hands. All this time I was holding the A-riser with my right and the B with my left (it should have been both A's). Finally, I got the glider over my head, stopped for a moment to do a line check, and my assistants started yelling and shouting, asking me why I was doing that, saying that I should be taking off, not waiting for my wing to deflate again.

At last, takeoffl Once in the air I realized not only how all of that help ended up doing exactly the opposite, but how lucky I

12,

ISSUE

#9

was to get through it all and still get airborne safely. I let everyone do what I should have been doing myself. I started to think about the importance of personally going through every step of the preflight process.

Unfolding the glider. Here you get the chance to check the canopy for rips or debris that might damage it on takeoff or that should be taken care of immediately.

Besides checking for roots, thorns or other things that might damage the canopy, you need to be aware of the wind direction to extend the glider appropriately.

Line check There are many different ways to do this, some more thorough than others. Why risk a tangle when this is so simple?

Hookup: When being helped, probably you are going to move, so this may lead to speed-system entanglements, risers facing the wrong direction, cross-system not hooked up or not right, or worst of all, leg or chest straps not hooked.

Takeoff This is mostly up to you, but be careful when letting someone hold you, since he might not have the experience to let you control the glider (move around if needed). Stick to what you know, and don't try any new launch techniques without some ground handling first.

Everything. Take your time throughout the entire process. Don't let others rush you. After all, it is you who is going to be hanging from that canopy and those lines.

I admit that the part of this sport I enjoy the most is contact with people from so many different backgrounds, and those end-of-day conversations when you tell the same old stories time and time again. I don't mean to encourage pilots not to help each other, but things would be much better if we made sure that what we mean to do is what we are actually doing.

David Clark P2 #75713

ROMANIAN PARAGLIDING Dear Editor, We are a group of friends and fans of paragliding in an association called "Centrul de Zbor Liber, Aripi de Argint" (in English, "Free Flight Center, Silver Wings"). The Center is located in Buzau, Romania, and we are permitted to fly in Romanian airPARAGLIDING

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

RELEASE, WAIVER

ASSUMPTION Of RISK

In consideration of the benefits to be derived from membership in the USHGA, (PilofJ and the parent or legal guardian of Pilotif Pllotis a minor, for themselves, their personal representatives, heirs, executors, nert of kin, spouses, minor children and assigns, do agree as follows: DEFINmONS ~ 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 death, property damage and/or any other personal or financial injury sustained by Pilotas a result of Pilot's PARTICIPATION IN THE SPORTand/or as a result of the administration of any USHGA programs (for example: the Pilot Proficiency System). If 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 Pllot s PARTICIPATION IN THE SPORTand/or as a result of the administration of any USHGA programs.

3. "REI.EASED 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 Pilotlaunches, 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 SPORl "All persons involved" include, but are not limited to, spectators, hang glider and/or paraglider pilots, assistants, drivers, instructors, observers, and owners of hang gliding and/or paragliding equipment; and g) All other persons lawfully present at the site(s) during Pilot's PARTICIPATIONIN THE SPORT. B. I 11=n11:1,11=Va::a, RELEASE DISCHARGE the RELEASED PARTIESfrom any and all liabilities, claims, demands, or causes of action that I may hereafter have for 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 NOT SUE OR MAKE A CLAIM against any of the RELEASED PARTIESfor loss or damage on account of SPORTS INJURIES. If Iviolate this agreement by filing such a suit or making such a claim, Iwill pay all attorneys' fees and costs of the RELEASED PARTIES. D. I 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 all, in and before a Court located in the State of California, U.S.A. to the exclusion of the Courts of any other State or Country.

E. SEVEIMBUUTY. If any part, article, paragraph, sentence or clause of this Agreement is not enforceable, the affected provision shall be curtailed and 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 Pilotis at least 18 years of age, or, that I am the parent or legal guardian of Pilot and am making this agreement 011 behalf of myself and Pilot If Iam 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 mnt that Pilot suffers SPORTS INJURIES as a result of Pilot's PARTICIPATION IN THE SPORT, mn if caused in whole or in part by the negligence (whether active or passive) of any of the RELEASED PARTIES. 11

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SPORTS INJURIES, INACTION, ALLOWED BY

I have read, understand, and agree to the above RELEASE, WAIVER AND ASSUMPTION OF RISK AGREEMENT. Date MMR 12-97

fitnature ofPilot's Parent or lepl Guardi:1n ifPilot under 18ft:11'1 ohfe.

space with the authorization of the Romanian Air Club and Romanian Air Federation, which are the Romanian aviation authorities.

Through this letter we would like to connect with paraglider pilots in your country, because we want to share our experiences and learn from other pilots about teaching methods, advanced flight instruction, and how to further organize our activities.

Here in Romania, nature provides great resources for paragliding: mountains, ideal slopes for launching, hills and valleys, and beautiful scenery. Unfortunately, paragliders are not manufactured in Romania, and equipment is often beyond our limited financial resources.

Many paraglider pilots have graduated from our courses and received flying licenses. They have even won some national and local competitions and have proven to be excellent pilots. We would like to collaborate with pilots in the US. in order to improve our paragliding skills, and ask if you can help with gliders or other spare equipment that you no longer use.

We are looking forward to hearing from you, and you are always welcome to come to Romania for an unforgettable vacation.

Consider this letter an invitation to come and visit us.

believe the numbers you get from the manufacturers. They may have figured out how to make a wing go that fast, but generally it is accepted that you won't be able to reproduce those numbers in the real world Doug Hoffman

BIG-EAR APPROACH

John Braman San Diego, CA

Dear Editor, I read Peter Reagan's "Bad Wind Arising" incident report with great interest.

Peter makes several worthy suggestions to avoid incidents close to the ground upon landing: 1) fly a stable wing; 2) don't tty to fly in air that is beyond your skills; 3) fly fast enough; 4) practice active piloting; 5) anticipate turbulence; and 6) pay special attention. I would like to add one more recommendation for a technique that I use when I anticipate a turbulent landing in unfriendly territory: a big-ear approach.

When I descend to 200' AGL and give up my margin for an active recovery and successful reserve deployment, I pull big ears with my split A-risers. Split A's allow me to deflate the wing tips while still actively piloting the glider. With big ears, I accomplish two goals: I descend through the danger zone more quickly, and my wing loading increases on my now-smaller wing.

I hold the big ears until I'm six feet off the ground where I release them and flare in one motion.

Even when the expected turbulence has not been present, this approach has saved me. I remember landing after an X-C flight in the lee of a hill and pulling big ears at 200 feet, but the landing was smooth and I packed up my wing and started down a dirt road. It was not until I approached a nearby house that I realized the potential danger.

By the gate stood an irate homeowner with a shotgun in hand, who exclaimed, "Boy, you are trespassing!" I smoothly replied, "I am sorry sir, but it was an emergency landing. Did you see how my wing tips broke?"

He compassionately asked, "You alright son?" "Yes," I replied, "How do I get out of here?"

The numbers were an exaggeration to show how far new wings have come in recent years, and to demonstrate that you can't really

Granger Banks Advanced Tandem Instructor Boulder, CO

Coste! Constantin Bd. Stadionului Bl.25A, Et. 2, Ap.12 Buzau, Romania Phone: 011 04038421412 E-mail: silverwingsro@yahoo.com

STRANGE GLIDER SPECS Dear Editor, I was very surprised to read in the first paragraph of Doug Hoffman's Sol Cyclone review in the July issue of Paragliding. "60 km/h, 8.5+ LID, 40 km/h trim, all from a D HV 1." Which D HV 1 are you referring to?

SEPTEMBER

2001

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START 'EM EARLY -'"'rwo-year-old Henry Bartlett is the son of Jackson Hole paraglid.1 ing instructor Tom Bartlett. Henry has been kiting since this spring with a specially modified parafoil kite. He has mastered clean forward inflations and is now learning to turn on command. Note his aggressive forward run with excellent arm back technique.

Henry will no doubt be tearing up the PWC circuit in a few years!

- submitted by Jim Little USHGA AWARD NOMINATIONS

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his is a reminder that nominations for the USHGA 2001-2002 Awards will be reviewed at the fall Board of Directors meeting with presentation at the spring meeting. At this time we are soliciting nominations for all categories of awards.

The presentation of awards serves as an opportunity for the USHGA to publicly acknowledge the work of the hang gliding and paragliding communities as well as to highlight the contributions of the community at large. This is an opportunity for expressions of good will and to promote a positive image of our sport.

Award nominations need to be submitted for review by the Awards Committee and will accepted at the Board meeting, However, in order to give us an opportunity to adequately review the nominations, we request that the material be submitted to the USHGA office at least one week in advance of the meeting. All nominations must be submitted in writing.

Following is a brief synopsis of the award criteria. Specifics may be obtained through the USHGA Directors in your area or the USHGA office if needed.

Presidential Citation: The most prestigious, highest honor. One award is given per year for a significant contribution to the sport.

Exceptional Service: For volunteer, ongoing efforts which represent a significant service to the Association. One award given per year.

Chapter of the Year: For overall excellence in programs and activities for beginners and novices, site procurement, development and retention, safety, membership development, meetings, special programs or activities. One award per year.

Newsletter of the Year: For overall excellence in service to members, layout, article variety, safety promotion, meeting deadlines, promoting the sport. One award per year. Copies of three issues submitted for review. Internet newsletters will be considered in this PARAGLIDING

category for the first time this year.

Commendation: For volunteer efforts by USHGA members. No limit to number given per year.

Special Commendation: This category represents an opportunity to acknowledge and support the non-flying community. No limit to the number given per year. Nominations are strongly encouraged for each region.

Instructor of the Year: For excellence in teaching, support of the flying community and functioning as a role model for new pilots.

Written support from the Regional Director and three letters from students are requested. One award per year for paragliding and one for hang gliding.

Bettina Gray Award: For excellence in photography related to hang gliding and paragliding. Three photos are requested. One award is given per year.

National Aeronautic Association Safety Award: Recognizes an individual or group that has contributed the most to advancing and promoting safe flying practices. The USHGA makes recommendations to the NM. One award per year.

CIVL Diploma: A recommendation is made to the CIVL to acknowledge an individual who has made a significant contribution to the sports of hang gliding or paragliding which impacts at the international level. One award per year. The CIVL will make final determination regarding the recipient.

We look forward to hearing from you.

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PARAGLIDE AMERICA UPDATE "\ 7isit www.paraglideamerica.com for the blow-by-blow about this Y incredible transcontinental motorized paragliding adventure, and check out a television special which will air on October 24 at 9:00 pm Eastern and Pacific time on the Outdoor Life Network.

Look for a feature story in the next issue of Paragliding.

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Contact: Lars Linde, International Paragliding, 954 West Front Street, Red Bank NJ 07701, (732) 747-7845.

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WILLS WING TO DISTRIBUTE AIRWAVE PARAGLIDERS IN THE U.S.

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e are proud to announce Wills Wing, Inc. as our new distributor for Airwave paragliders in the U.S. Wills Wing has been very successful in the free flight business for over 25 years, not only in hang gliding but in paragliding with a network of 45 professional paragliding dealers across the U.S. We at Airwave are looking forward to a long and successful partnership with Wills Wing, and we are confident that this will become another strong link in the worldwide Airwave network.

Wills Wing can be contacted at: Wills Wing Inc., 500 West Blueridge Ave., Orange, CA 92865, (714) 998-6359, fax (714) 9980647, rob@willswing.com.

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s

by Peter Reagan e are seeing a lot of reports now and pilots are more conscientiously describing nearmisses as well. I think this level of openness will improve our safety in the future.

Here is a selection of stories from the last few months.

A visiting pilot launched at a coastal ridge-soaring site in perfect conditions.

After launch he initiated a left turn but noticed that his brake wouldn't release after the turn. He pulled on the toggle to try to release it, but things only got worse and his brake stayed deeply applied. He was now in a steep left turn. Radical weight shift allowed him to miss one tree, but he immediately hit some power lines.

Luckily, he was unhurt on the ground on a highway embankment. The power company was called and his glider sustained moderate damage. The entire incident unfolded in 15 seconds. Later equipment inspection suggested that the brake line might have been caught in the pulley system, off the groove in the pulley.

INEXPERIENCED PILOT, COASTAL SOARING SITE An inexperienced pilot flew downwind of the LZ in a strong wind and couldn't make it back to the normal spot. He tried to cross a large number of houses attempting to reach an emergency beach LZ, but did not have enough altitude. At the last moment, at approximately 30 feet and behind a beachfront two-story house, he made an aggressive turn downwind and flew into some power lines. All of the lines were severed in the first cascade above the risers. The pilot then fell onto his back from approximately 15 feet on asphalt pavement, suffering a sternal fracture and bilateral elbow lacerations needing repair. Observers felt there were large backyards available as emergency LZ's.

12

MOUNTAIN THERMAL SITE, EXPERIENCED PILOT REPORTING "I looked up after launching to see a knot between a brake line and one of the D-riser lines. My glider wanted to turn, which I countered with weight shift.

When I had lots of terrain clearance I yanked alternately on the D-riser and on the brake to try to free the tangle.

Encouraged because the knot seemed to be giving way, and thinking I might yet be able to soar on this flight, I gave another sharp pull on the brake which broke one of the lines going to one of the upper cascades on the trailing edge. Resigned now to flying directly to a valley landing, I pulled out my camera to shoot a photo of my deformed wing with lines streaming back from the trailing edge. Although to me the wing now looked worse, it flew better and no longer wanted to turn.

Having fixed my glider, I carefully made some gentle weight-shift turns and set up for an uneventful landing on a long stretch of the road in the valley."

ADVANCED PILOT REPORTING, MOUNTAIN THERMAL SITE "I had pulled up my DHV 2 wing with k.s and C's in a light, short cycle, then set it back down about 15 feet downhill.

Subsequent cycles were tediously infrequent and very light. I then pulled the wing up with crossed hands, /\sonly, and insufficiently scrutinized the wing.

Observers yelled something which I didn't comprehend. I had succeeded in launching with a serious line tangle involving at least three C's and two D's on the left wing. I couldn't see any cause for the tangle from my perspective in flight. The wing required speed bar and right weightshifr to fly and maintain direction. My glide ratio proved insufficient to clear the rim above the valley. After all attempts to free the tangle proved fruitless, I elected a 'between the trees' landing in an extremely tight place in the forest. My approach was perfectly executed, except that I eased off on the speed bar when effecting a left turn. The wing went parachutal from probably 30 feet to the ground. I did not

effectively execute an adequate PLF such that my impact was a little too far back to execute a roll. The shock, despite my cocoon harness foam protection, was astounding." The pilot broke his wrist, requiring surgery, and wrenched his neck and back.

Accidents are complex. Avoiding them involves attention to basics but also appropriate responses to unplanned-for circumstances. In three of these reports, line tangles were a factor. These are fairly common for all pilots, and we all dear them by jerking various reachable glider parts. However, in each of these cases this action had unexpected consequences.

There is no question in these cases that prevention is vastly more effective than treatment. In our training we get blase about tangles because we find that they can be cleared in the air, but fail to realize that they sometimes can't, and it sometimes really matters. My only serious paragliding injury resulted from a line tangle. It's amazing, but I very rarely have them anymore. Each time one happens I get cold chills and refuse to fly again until I can figure out how to prevent the specific circumstance. Take them seriously!

They are more common with light-wind inflations or any forward inflation. In these conditions it is especially crucial to clear your lines. My technique involves clearing each level of lines, starting at the leading edge, then milking the slack lines toward me. This straightens all of the upper cascades where the thinner lines and all those nodes are, which are more prone to tangle. Lower cascade tangles are extremely rare. Finally, I carefully straighten out each brake line and lay the lower line outside the rest of my lines to keep it separate. There are other effective ways to accomplish this goal, but if you are having occasional tangles, you may eventually ruin your day.

Sometimes you get a little inklihg during inflation that something doesn't feel exactly right, even though everything looks okay. If you have that feeling, it's almost always better to abort the launch.

PARAGLIDING

-·-------------------------

If the brake line in the first example really was caught in the pulley it may have felt a bit weird before the pilot left the ground.

There was no other point in this pilot's routine when the outcome could have been affected.

There are circumstances in which it's possible to fly a wing with a bad tangle, and sometimes that is the best option.

The expert pilot's use of speed bar and weight shift to go straight and keep from stalling is a case in point. He came close to succeeding completely, and in any event, had an outcome that could have been a lot worse. Another choice would be to collapse the defective part of the wing by doing a big ear, and fly whatever is left. Finally, this pilot commented, "I would probably have done better with a tree landing, but didn't want to trash my

Pa rag I

wing. A risk-assessment problem here?"

The second example reveals a significant judgment error, much more common at a stage of experience before one has much understanding of the effect of wind. When one begins flying, he has the feeling that he is flying from point A to point B on the planet, but as experience builds, one very gradually realizes that he is swimming in a moving ocean of air.

This is a very different act, and grasping it is aided both by studiously learning to perceive the air and lots of practical experience. The other point to be made has to do with planning ahead. As a pilot it is critical to always know where you will land, from wherever you are. This is drilled into all fixed-wing students. No one should be on a wing and a prayer.

Pilots of lesser experience are very prone

to making this mistake. Practice on every flight, planning your primary landing objective and all of your fallback options.

It's much more important to do this than it is to practice reaching for your reserve handle.

Finally, about power lines. There are two places on the ground that we simply must not go. One is moving water, the other is power lines. It's amazing how many unforeseen consequences there are to hitting power lines. A couple of years ago a pilot started a brushfire. At least two of our roughly 30 total fatalities in the U.S. have been electrocutions. Having all the lines cut is purely comic relief.

The response to the online report system has been very gratifying. Thanks to all of the reporters, and keep up the good work! Ill

ng

by Dennis Pagen

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SEPTEMBER

200 l

13

Calendar of events items WILL NOT be listed if only tentative. Please include exact information (event, date, contact name and phone number). Items should be received no later than six weeks prior to the event.

We request two months lead time for regional and national meets.

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

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

UNTIL DEC. 31: The Michael Champlin WorldX-C Challenge. No entry fees or preregistration requirements. Open to paragliders, hang gliders, rigid wings and sailplanes. For more details visit the contest's Web site at http://www.hanggliding.org or contact: John Scott (310) 447-6234, fax (310) 4476237, brettonwoods@email.msn.com.

FUN FLYING 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 Cloudcrofr. 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 THROUGH APRIL 2002: Airplay beginner and advanced classes in Arizona daily throughout the winter. Only one or two beginner students per instructor to provide

14

focus. Advanced clinics covering WX, thermal, X-C, and kiting for P-2 and higherrated 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 29-30: Mountain Flying. OCT 5-8: Instructor Training. OCT. 20-21: Instructor Recertification. OCT 27-28: Tandem II & Ill NOV. 1-3: Lake Powell SIV maneuvers clinic with Bo Criss, Dale Covington and Ken Hudonjorgensen. 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. 17-26: 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.

OCT. 19-21: Fall 2001 USHGA Board Meeting, Sheraton City Center, downtown Salt Lake City, Utah. 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 out-and-

returns and 60-k flights, gains to 6,000 m and thermals to IO 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.

OCT 26-28: Hawaii, Big Island Tune-Up Weekend Come to the Big Island where Paraguides Hawaii will celebrate their successful first season with a comprehensive tune-up course. Chris Santacroce will help the Paraguides Hawaii team to tune up all aspects of your flying, including equipment, posture, weight-shift, turning, brake input, thermaling, approaches and landings.

Extensive simulator work and video review.

Contact: Christopher Langan, Paraguides Hawaii, (808) 884-5131 (home), (808) 887-UFLY (8359), Christopher@paraguideshawaii.com, www.paraguideshawaii.com.

DEC. 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: l-800-782-9204, 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 mid-winter flying anywhere. Entertainment and dining. Contact: Ray Leonard, (775) 883-7070, advspts@pyramid.net.

PARAGLIDING

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Soar over to the

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New Distance-to-Goal World Record and U.S. Open Distance Record by josh Cohn Conditions looked pretty good in Zapata, Texas. There was 2/8 cumulus at about 4,500 feet and a moderately strong south-southeast wind. On the second tow ftom Michael Osoba, son ofthe famed weather guru and pilot Gary Osoba, I got away. After several turns in 15-20 mph winds you're committed.

T

he thermals felt more like real cores than usual; you could actually crank it in a few of them, although there was still plenty of the usual waffling. While making crosswind glides to the east to skirt the Laredo airspace there was plenty of time to spot the places I'd bombed out on previous days.

Coming over the San Ygnacio road at 2,300' (1 ,800' AGL) I could almost make out the horrible little clearing I'd attempted to land in the day before. At 10 miles out, this road is the only paved road on the first 40 miles of the route. It exerts a powerful pull when you start to get low. But coming in under a cloud it worked this time and I was soon happy again. I listened enviously on the radio to Kari aerotowing to the east of the airport.

The landscape below is mesquite brush, marked by a grid of dirt roads oriented to

16

something very different from north with radiating pipelines connecting natural gas wells. What is not obvious from the air is that nearly all of the dirt roads are separated from public roads by locked gates.

However, I'd had pretty good luck with hitching rides out from these areas, other than one three-mile hike.

At 25 miles out I passed over the dirt part of the San Ygnacio road where it snakes back under the course line. Next was the seven-mile section of tiger country that I'd walked out of earlier, and a blue hole just as big. I radioed to Kari that she should catch up to me and we should help each other get through the blue hole. She replied that she was going around it to the east. With this reminder to avoid the death glide, I waited under the clouds in light lift until finally some cu's started to pop in the blue ahead.

The little wisps never really worked,

PARAGLIDING

and the next thing I knew I was getting low. At 1,500' AGL I saw a small dust devil a quarter of a mile ahead. When I spotted the gaggle of vultures following it I felt encouraged. They didn't seem to be getting trashed too badly. So I radioed in, "Josh at 40 miles, 172 degrees, 800 feet and going for a dust devil," to Kari, driver Don and anyone else listening. It rook longer to chase down the dusty than I'd expected, but luckily there was light lift near it and I gained a little height.

The core was nice and fairly smooth when I found it - 450 fpm. Soon Kari came gliding in below and started turning below me. Then the vultures showed me a better core and I radioed Kari over. Soon we were screaming up to cloudbase (the FM prescribed distance below it, that is) at 6,000'. Around this time we were paid a visit by a Lear jet 1,000' below us. While we were definitely outside the controlled airspace of Laredo airport, the east and north sides of the airspace were very busy.

A little later we heard from Davis on the radio that the Lear jet pilot had noted our presence.

After getting to base with Kari at 50 miles out, on the northeast side of Laredo, she glided off and left me. The giant, paved circle of the Uniroyal tire test track was visible below. Another plane flew by, but not as close.

Two hours into the flight I was happy to have

made over 20 miles per hour in the initial crux of the flight. It looked like a record could happen, although the drift was less at higher altitudes. Leaving the Laredo airspace behind, it was a relief to be able to pick a route connecting the clouds with only Highway 83 to follow.

The first section of Highway 83 follows a south-southeast to southeast wind drift pretty well, cutting the corner at Catarina.

At Carriw Springs, 100 miles out, with 22 mph average speed, Highway 83 turns due north and it gets trickier. I made the mistake of getting lured downwind of the course line by some nice clouds over Carriw Springs. After that it was a battle for the next 50 miles to Uvalde to stay up without ever getting to base, and to stay within a reasonable (two miles or so) walk of Highway 83. During this time I was paying close attention to Kari's position and route, as my plan was to hitch a ride back with her and driver Don Boucher.

She had pulled away from me at an average speed of7.5 mph since Laredo. I heard Cun Warren on the radio navigating for Don. He had flown 260 miles the day before and missed his hitched ride back.

He'd spent the night as the guest of a 70year-old woman on her farm and hitched back to Uvalde the next morning where Don picked him up.

Closer to Uvalde there are more brown, cultivated fields, periodically sending up dust devils. I hoped to be able to hang on until then. When I did find something in that area it was a floating piece of orange plastic that marked it, not dust. But still I was not yet out of the woods, needing to keep driving east to stay near civilization. Just northwest of Uvalde I'd finally figured out where Highway 55 was (Kari's route) and glided in to some brown fields with cloud shadows on the edge of them.

"This has to work," I thought, just as I saw another gaggle of vultures climbing well. Soon I was sitting

pretty again: 6:50 PM at base, 160 miles out at 9,000' with Highway 55 stretching our downwind.

I heard Kari on the radio talking about route options with driver Don and then heard her sounding like she was about to land, low and having run out of landing options but with one at 250 miles.

The Texas Hill Country came into view. Up until now there had been no relief visible from the air. It was beautiful in the low evening light, although I was a little apprehensive about entering narrow canyons in these winds.

The next climb came from 4,500' MSL above the sunny lee side of some large hills ac 180 miles. It took me up under a cloud street extending far co the northwest.

Unfortunately, it didn't follow Highway 55 and it seemed to be dissipating. At 7:30 the streets (the first I'd seen during the flight) were shading each other and it was hard to cell if they would last at all. So, I

17

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made a crosswind glide ro cake the sector phoro of Camp Wood, my declared goal at 192 miles.

Gliding in under the next cloud street brought only a couple of blips oflifc. A low glide over a small pass with ripping ground speed was nice and smooth, but with no lift. I was planning ro land on a wide area of Highway 55's shoulder when I noticed power lines crossing the highway there. I was also at 199 miles and the temptation ro stretch the glide was great. These facrors conspired ro find me landing in a dry riverbed half a mile from the highway.

Of course, it had a power line crossing it roo, but landing in 15 mph winds it is easy to land shorter. After all my landings so far in hot, dusty, mesquite and prickly pear-

18

infested brush land, the clean white limesrone cobbles of the wash were a welcome change. Oh yes, and the GPS had clicked over to 200 miles!

I left voice mails for Kari and Don's cell phones, as they were deep in the hill country finding Kari. Billy goats butting heads down in the wash provided entertainment.

After little luck hitching, I finally got a ride back to Camp Wood and met up with Kari, Don and Curt there at 10:30 PM.

This flight is dedicated to the memory of Paul Ferguson. I'd also like to thank Windtech, Airplay, Ball ~rios, and Rytec USA for their help and support. •

W small town in South Texas, 50 miles south of Laredo on the Rio Grande. It was formerly a destination for sun-seekers during their winter migration south in search of friendly climates, but then the local Falcon Reservoir dried up and retreated miles down-river, and Zapata's winter appeal diminished correspondingly (don't believe those blue patches you see on all the maps) .

Summer appeal was always questionable in Zapata - the climate is really hot, and not very scenic. The surrounding area is dry, flat and covered in prickly pear cactus and mesquite bushes that offer no shade, while natural gas wells dot the horizon. The legacy left by the Spanish land grants in the area is nearly no public land and miles and miles of fences and locked gates. Owing in part to Gary Osoba's efforts to involve the local community, the local residents are exceptionally friendly and hospitable.

So why are we reading about Zapata, even if nice people reside there? Zapata also happens to be headquarters for the WRE, the World Record Encampment, created by a few hang glider pilots in their quest to do away with Larry Tudor's longstanding 310-mile World Open Distance Record. Davis Straub and Gary Osoba stumbled onto a meteorological and geographical phenomenon which they believe creates a uniquely favorable environment ro fly extremely long distances in soaring aircraft. Last summer Davis set a new rigid-wing world record of 348 miles, so this year, record-hungry pilots from around the world flocked to "beautiful" Zapata.

Thanks to the efforts of Gary, Davis and WRE manager David Glover, the WRE 2001 was in action during part of June and all of July. Based out of the Zapata Airport, the not-insignificant participation fee provided access to a hangar for lifesaving shade and the airport runway. In addition, a Dragonfly tug from Florida's Quest Air was brought in to aerorow the hang gliders up to altitudes of 3,000'-6,000' AGL, which gave the pilots a pleasant start for their flights.

The WRE was gracious enough to allow paraglider pilots to partake, but the event and site proved to be most ideal for hang glider attempts. As paraglider pilots we had a series of obstacles to ov~come in flying this new site. First, we had to PARAGLIDING

by Cherie Silvera

1":',''',', ]

,,

· b~f~re 10:00 ?foflong flyW,er~Jight, .ow t<.>w alti.W: save,in light · · t) . .On

pilots

winds), <.Teating beautiful cloudstreetS . starting early in: the day, sretdily incre.lsihg winds and constantly rising cloudbases. We never saw one of these "perfect" days, but everJ. on the less-thal').-pe~fect days personal bests were set and world '.repqtdS ~efe smashed. The heaJ aQtliboredam,ofJap~t~ quicldy fade as your F ~i~t.µ(ce ·. · gtows. See you. there P:e; m~tl

Wit~g Qpen Di~tance woi,ld record at 250 miles/402 km (previous 230 miles by Tove Heany, 1998).

July 28 - ~etinho Schmitz, new Flex Wing Distan:ce~to-Goal world record at 311 miles/500.5 km (previous 303.4 miles by Larry Tudor, 1990) .

July.28 - David Glover, new Rigid Wing Distance-to-Goal world record of 220 miles/354 km (previous 196. 8 miles by Dave Sharp, 2000).

OTHER NOTEWORTHY PERSONAL BESTS

• "

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"

you say, t:his:place~ounds pretty dire, what is the point? Why•wa,s anyone there?\VeU, ifyoµ sµi.yive. thisfong, dodg, ing th~ loneso,ne desert and rattlesnakes on the . .gr:ound q.nd the opliv:ious aircraft in the afr, you are ready to go. Let the cloud streets set .up a~d.lettheflesta begin! Just stay high and·fo!low the roads north (there aren't f11~¥). Setting a new personal best is just the horizoh. ·. . .

The WRE organizers relate that on ideal days, mdisti1re from the Gulf of Mexito isblown:·inland (south-southeast

on

SEPTEMBER

2001

Bo Hagewood tied Larry Tudor's previous flex wirJ.g hang gliding world record, flying 308 miles.

Paris Williams broke Tudor's hang gliding world record, and had the world record for a few hours, flying 318 miles. · Curt Warren, personal best of 260 miles on his flex wing hang glider.

Kevin Coltrane went from eight miles to 130 miles on his hang glider.

LOGISTICS XC season: June-July-August.

Getting there: Fly into Laredo (50 miles) or Austin (200 miles) and rent a car.

Necessities: Tow winch, retrieve driver/ car, working radio and cell phone, gallons of sunscreen and a hat.

Accommodations: Lakefront Lodge, $35/night, $200-$300 weekly for the motel and $15/riight for an RV. There is no lakefront, but the pool is the most refreshing pl~ce to spend your non-airborne time while our fabulous host Stan co.oks.a mean: brisket and keeps you plied with told drinks.

Contact: for ne'l(t year's WRE, davis@davisstraub;com, More details: See the Oz Report at www.davistraub.com/OZ/ P.S.: For next year a new grass airstrip is being scouted 15 miles east of Zapata, whi.qh should make passing the Laredo. ak$pace easier.

July 17 - Manfred Ruhmer, new Fle:x Wing world record at 435.4 miles/700'.8 km (previous 308 miles by LarryTudor, 1994).

July 17 - Davis Straub, new Rigid Wing Open Distance world ,record at 406.8 miles/655 km surpassingMark'sJ>ending world record.

July 20- Kari Castle, ne'NWomen'.s.Flex CherieSilvmi is a.member ()f the U.S. Wing Distance-to-Goal wotld record at 217 miles/350 km (previous 190.6. miles Paragliding Te;m spons()red .by Adva.nce

by Tiki Mashy, 1998). . . Paragliders and an outdoor adventt,tre film produc·er..

July 27 - Kari Castle, .new Women's Flex

19

PARAGLIDING INTERVIEWS

Bay Area Pilot Works to Open Foot-Launched Flying Sites by Kim Galvin When I started paragliding in 1995 and was slogging up the training hill at one ofour local flight parks for a two- or threeminute sledder, I met another new pilot named Gene Pfeiffer. Gene was kind ofquiet, had a great sense ofhumor and shared my beginner's enthusiasm for paragliding.

n '-.....-ler

the past six years Gene has not only become one of my best fi-iends, but he has also become a fi-iend to many of the hang glider and paraglider pilots in the Bay Area and an active member of rwo of the Bay Area foot-launched flying dubs. Gene is a native of the area that is now the Silicon Valley. He has been married for more than 30 years and has three children and a grandchild. He is an avid hiker, biker, cross-country skier and fly-fisherman.

Gene's work to open new flying sites is greatly appreciated by those in our community. I thought that sharing his story would inspire others to work to open new sites.

Luckily, Gene agreed to let me interview

20

Q: When did you start flying paragliders?

A: I rook my first paragliding lesson from Score Amy in 1992 at the Funston Bowl, near San Francisco, California. I rook another lesson from Score in 1993. I skipped 1994, bur then I got serious about paragliding in 1995 when my wife, Joann, gave me a great Christmas present money for paragliding lessons, a paraglider

and a harness. Scott and his brother Steve had moved to Maui, so I went there for 12 days in February and stayed at their house.

It was flyable for 11 of the 12 days and I rerurned to the Bay Area with my P2 rating.

Q: Where and how often do you fly?

A: I don't fly as often as I would like to. I usually fly rwice a month, during our main flying season, or about 20 hours a year. I mostly fly our local sites at Ed Levin Park

PARAGLIDING

Gene in the Anderson Flats LZ.

get up to about 8,000 feet I can see the bottom ofYosemite Valley and Half Dome. I've joined hawks in thermals and together we soared the mountains.

Q: How did you initially pioneer Anderson F!dt?

and Mission Peak near San Jose, California. We have a cabin near Yosemite, California where we spend a lot of rime. I developed a site, called Anderson Flat, which is about 25 minutes from our cabin. I try to fly there as often as I can.

Q: What is your favorite flying site?

A: For convenience, it is Mission Peak in Fremont, California. For challenge and beautiful views, it is Anderson Flat. When I

SEPTEMBER 2001

A: Since I spend so much time at the cabin with our family, I wanted to find a flying sire nearby. After about a year and a half of roaming the back roads near our cabin, I found a site that looked promising. I was only a P2 at the time, so I wanted some pilots with more experience to check out the site. I invited a group of pilots from our local club, the Bay Area Paragliding Association (BAPA), to our cabin on November 11 , 1997 to check out Anderson Flat. The first potential launch and LZ that I showed them was not really very good for paragliding, and some of them were ready to bail out to go flying in the Owens Valley.

I talked them into staying and checking out the other end of the valley, where I knew there was a big meadow. They liked the meadow, except for the tall pines trees surrounding it. We got back into our vehicles and started looking for a launch site.

There was a very experienced pilot, Johan Martenson, with me. As we were driving up the mountain, Johan suggested that we check out a ridge in front of us. I started hiking up one side of the ridge and Johan started hiking up the other side. As soon as I reached the top of the ridge, I yelled "Eureka!" I knew, even with my limited experience, that this was the launch area. I could see the LZ directly in front of the launch site.

(The elevation is 5,400' MSL at launch and 3,400' MSL in the LZ.) We cleared some of the scrub brush to make it a debatable P4-level launch. That afrernoon, Johan launched and immediately went up, as the rest of us cheered.

21

Q: Is the site getting much use?

A: We have BAPA fly-ins each spring and fall, usually with 12 to 14 pilots. In between fly-ins it is usually only flown by me and one other local pilot. I wish more pilots would fly the site, but it is important to have a site intro to safely fly there. We've kept the directions to the launch area off the Internet in order to encourage pilots to get a site intro before their first flight at Anderson Flat.

Q: Tell us about your work for BAPA and Wzngs ofRogallo (WOR). Are you currently working to open new sites?

A: I enjoyed opening the site at Anderson

Two other experienced pilots also launched that day. The next day it was too windy to fly, so we enlarged the launch area by clearing more of the dead wood from the launch site. The area suffered a major fire in 1987, and there were many dead oal( trees near the launch area. Late that afternoon the winds backed off and almost everyone was able to fly. I had to leave early, but as I drove away I had a great feeling of satisfaction as I saw many paragliders still in the air.

Q: How did you get permission to develop and maintain the site far foot-launched flying?

A: That winter I contacted the National Forest Service for the area. I took the rangers up and showed them what we wanted to do to improve the site. I gave them a written letter explaining that we wanted to dear some dead trees, brush and bear dover. They said that as long as we didn't plan any commercial operations, no permit would be necessary. The Forest Service sent me a letter approving my proposal.

The next spring I invited members of BAPA to come up to our cabin for a work party, site intro and fly-in at Anderson Flat.

We had a good turnout, cleared more of the launch area and had some good flying. For the next three years I sent letters to the Forest Service asking if we could expand the launch area and dear an alternate LZ. With the help ofBAPA members the launch area is now much larger and safer than it was originally.

22

Flat, so I volunteered to be the Site Director for BAPA in hopes of opening more sites in the Bay Area. Then, WOR appointed me to be the Chairperson of Site Acquisition.

Since the population of the Bay Area is so much greater than the Sierra Foothills, where Anderson Flat is located, the regulations and restrictions regarding the use of pubic land for flying are also much greater.

Many of the county parks and open space districts in our area are preparing new master plans for public use of their lands. This is good for the free-flying community, as it give us a chance to give our input for flying in the appropriate parks. The downside is that with all of the required studies, the process can take up to two years. One of our proposals will be to have the county park district accept paragliding and hang gliding on the same basis as hiking, biking, horseback riding, etc. If accepted, this should make it easier in the future to open new sites in the Santa Clara County Parks. We are currently working on opening two new sites in Santa Clara County.

you in contact with the recreation officer in their office to work out the details. The National Forest and the BLM are becoming more and more recreation-oriented.

The process is more-or-less the same for county parks, except chat there are many more regulations to deal with. The attitude that your contact has about paragliding or hang gliding will have an impact on your success. A formal contract, with insurance requirements, will usually be necessary. If the county parks are redoing their master plans, you should plan to attend their public meetings.

Q: What are the biggest obstacles to developing new flying sites?

A: Finding flying sites is the first problem.

When I was looking near Yosemite National Park I found many good launch areas but poor landing areas. Or, I found good landing areas but poor or inaccessible launch areas. Pinding both the launch and the LZ at the same site is difficult. Working with the bureaucracy, particularly in a large metropolitan area, can be very time consuming.

A launch site may be in an open space district, but the LZ may be in a county park.

Q: Are you optimistic about the potential to develop new foot-launched flying sites in the fature?

A: WOR is the largest foot-launched flying dub in the U.S., with 485 current members, and BAPA has approximately 125 members. We have the resources to have our voices heard. I am optimistic, but it will take time.

Q: Ifyou could pick a place to fly, anywhere in the world, where would it be and why?

A: I would like to fly my paraglider in

Q: What recommendations do you have far those who would like to develop new flying sites?

A: Find out who owns or controls the flying site that you are interested in developing. If the National Forest or the Bureau of Land Management (BLM) owns the land, then the process is relatively simple. Set up a meeting with the superintendent of the district. Explain where you want to develop your flying site and what you want to do to develop it. Most likely, he or she will put

Tuolumne Meadows in Yosemite National Park. I have backpacked and hiked in most of the area and I would love to hike up and fly some of the mountains around there.

Hopefully, in my lifetime, it will become legal to fly paragliders in Yosemite National Park.

Kim Galvin is a paragliding Instructor and Observer who lives in the San Francisco Bay Area.•

PARAGLIDING

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

Gene flying at Anderson Flats.

SEPTEMBER

2001

23

photo by Steve Roti

PARAGLIDING INTERVIEWS

by Steve Roti

US. paragliding community 10 yei edflying, and these days he's still competing, stJ#ng tance records and showing the younger guys

· sdone.

But Todd's exploits aren't limited to j

~; he's

also well-known in climbing circ.

Alaska and the Himalayas. In ation, Todd was also the founder

===.:'===

(www.biblertents.com) and worked at Black Diamond in Salt Lake before retiring recently.

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PARAGLIDING

.

Q

Given your diverse sporting nterests, have you tried kite urfing like josh Cohn and some fthe other top paraglider pilots?

A: No, but it does sound intriguing except for the fact that it's a water sport. I don't like getting splashed. We have been looking into the possibility of kite skateboarding on the Bonneville salt flats, or kite skiing or snowboarding, but I haven't tried any of these yet. Nova is importing kites now, so I'll have to get one.

an early Feral glider. Can you tell us about that one?

A: This is your typical beginner syndrome story. In the fall of 1989 I had been flying for a few months, but only had one soaring flight at the Point of the Mountain. I knew how to launch and land, but knew nothing about flying conditions or glider handling in flight. I had no idea that gliders could collapse, let alone what could cause it or what to do about it. I tried to launch off an

A: Yes. John Bouchard phoned in the summer of 1989 and said he needed a tent for a climbing trip and would trade me a paraglider for it. I had always been interested in the idea of hang gliding, but never tried it.

It sounded dangerous and cumbersome. But I knew other climbers who had taken up paragliding and it sounded fun and a good way to descend from mountain tops, which of course turned out to be not true.

A: Bouchard came out to Boulder one weekend. He showed me how to launch, and we flew Vail Pass and Lookout in Golden. We looked at North Boulder but determined it wasn't steep enough to glide out. After that I was on my own, not the best way to learn. By 1990 I was a member of the local hang gliding club and they taught me a lot. Mike Reeder started flying that year and was instrumental in getting me out to the hill every day so we could learn together. I started going to the competitions mainly as a way to associate with more experienced pilots and learn from them.

Q4: I've heard that you had an interesting flight from Island Peak in the Himalayas on

SEPTEMBER

2001

A: For me, flying in competitions was an extension of my decision to learn everything I could in order to fly safely. These meets are where the best pilots in the country come together, so where else could you have a better pool of knowledge? In 1990 I went to Saboba and the Point of the Mountain Nationals, and tried to glean as much experience as possible.

Q6: You went to the 1991 Paragliding World Championships in St. Andre, France, as part ofthe US. Team that included john Bouchard, Ed Pitman, Brian Porter, Lee Kaiser and Ed Stein. I read that you were flying an ITV Saphir Must, a steer-seat glider.

How was the flying that year?

Q2: How did you get involved in paragliding? Was it from climbing like many ofthe other early pilots in the US.?

Q3: From whom did you learn and who were your mentors during your first few years in the sport?

scene so I'd like to ask you a Jew questions on that topic. How did you get involved in paragliding competitions?

A: The competition committee

ice cliff at nearly 20,000', on the lee side of the peak, got an asymmetrical collapse right at the lip, spun back into the face and fell to the bottom of the cliff, luckily landing on a small ledge which stopped the otherwise certain 3,000' fall to my death. I had a broken ankle and rib, and had to crawl down the peak, then hobble along for 10 days to get to Lukla and transport out. I was so glad I did not die that I was actually kind of happy about it. While convalescing I determined that I was either going to quit flying or take it up seriously, put in a lot of time and learn it well. I joined the local hang gliding club and they were very gracious. Even though they were ignorant of paragliders, they knew about flying and weather and dispensed a lot of needed advice.

Q5: You've been active in the competition

made a spring practice comp at St. Andre part of the selection process for the U.S. team. Not many could afford the time or money for both a spring and fall trip, but I could and managed to make the team. I was the least experienced member of the team and learned a lot from the others, Brian Porter, for instance, already had extensive hang glider competition experience even though he was a fairly new paraglider pilot. Conditions were excellent for the comp; I think we had eight long taslr.s. Robbie Whitta! won on a Firebird Ninja, also a steer-seat glider, which is the one I got when I returned home, since I had been dismayed by how outperformed the Saphir Must was by the other gliders. Still, I got about 50th place, second on the U.S. team, and was pleased with how I had done and how much I learned .

Q7: I recall hearing a story that one day in St. Andre you landed 100 feet short ofgoal and almost became the first American to complete a task. True?

A: I did not know that no American had completed a task! Anyway, yes, I landed just short one day. On the final day I

25

thought I had goal for sure again when I got low on a ridge and caught in the valley wind. I was parked, sinking into the trees, and as I sunk into the treetops I just reached out and grabbed on and the glider fell down into about three trees. It took me a while to extricate the glider, but it was such a fitting end to the whole thing, I couldn't help but laugh.

Qf): In 1997your teammates were josh, Othar, Dave, Mary Anne Karren, Bill Belcourt and Lizzy Opitz, a completely different group from the ones in 1991. This time the results were impressive - the US. team placed sixth out ofthe 36 countries competing. What made the difference in 1997? Was it better teamwork, more experienced pilots, or what?

QB: In 1993 the US. sent only a small team to the Paragliding World Championships in Verbier, and in 1995 the US. didn't send a team to Japan, so your next chance to compete in the World Championships was in Castejon de Sos, Spain, in 1997. How did the event in Castejon compare to the one in St. Andre?

A: We had better teamwork, more experi-

A: Even though I had not made the team in 1993 and 1995, I was going to all the U.S. comps. So, whereas in St. Andre it was a total learning experience, in Castejon I had a better idea of what co do. Edel provided a glider that was as good as anything out there, and that was key. My strategy was to launch early, get to the start tarp on time, and stick with the lead pilots. Most days I could get some way around the course before getting left behind. Flying with the world's best pilots, seeing the decisions they make, even just watching them glide and thermal, is a strong learning experience. I hated getting back in the field where I would be surrounded by pilots no better than myself Plus, I had Josh, Othar Lawrence and Dave Bridges to fly with, who all had gung-ho, fly-fast styles, and appropriate-performing gliders.

26

ence and good gliders. We were all friends and did not compete with each other except on a friendly basis. Lizzy, Josh, Othar, Bill and Dave had been competing in Europe, in PWC's and other comps.

They flew with the best and really knew what they were doing. Josh won a task. I got third one day on the longest task, while Othar and Dave also made goal. Three of us out of maybe 15 total that day made goal. This task followed a course that we took on a practice day, about 70K to the east, so we had made the same flight just the week before. Othar and Dave made seventh and eighth another day. We were psyched to fly together, and although competing, we had fun together.

QJO: You turned in the best individual placing among the US. pilots by finishing 14th out of 181 competitors. !low did you do it?

A: My goal for the meet was to get into the top 20, and I flew well enough to do that and be the top American, following the strategy mentioned above. One day, at a critical point, Dave got into trouble and was gyrating out of the sky in front of me,

finally throwing his reserve. I was trying to radio our team leader Paul Klemond on the ground because it seemed unlikely that Dave would be unhurt. It looked like he would land in the rocks. Just prior to Dave's incident I could see a couple of options for me to take on course, but by the time Dave was down safely those options were gone, and I sunk out. I made the decision to ask the judges for extra points afforded those who assist pilots in trouble. Even though I had not had to land to help him, as the rule states, I thought that it affected my performance. Others on other teams were doing the same, and the judges did award the points, although it was controversial. Those extra points got me from 19th to 14th place. I did feel good about my flying performance, even though every day I could look back and see my mistakes and things to improve.

QI 1: The 1999 World Championships in Pinzgau, Austria, were a different kind of event altogether. The weather didn't allow flying on most days, and on the days when the competitors did fly there were some wild atmospherics going on. At one point you and Australian pilot Andy Kemp were blown 10 km offcourse to Kitzbuhl. Tell us about that experience.

A: The task was an out-and-return, with a large storm near the turnpoint. Many of the pilots reaching the turnpoint after me got into trouble in the resulting gust front.

I was most of the way back to goal and very high. The leaders were below me, low in the valley. Suddenly, I was in very strong winds blowing me north away from the valley toward Kitzbuhl. Except for not making goal, this wouldn't have been a problem, but for the huge thunderstorm quickly developing right over Kitzbuhl. I was getting sucked into huge lift and did my most radical, longest spiral for a few minutes to get down, in strong winds and rain. Definitely one of my more frightening storm experiences. I would never have flown to that turnpoint, or continued to fly, except for the competition. I was getting disenchanted with comps, the restricted flying, the forced stay in Austria, even though it was sunny in southern France.

Q12: Are you interested in going to fature World Championships?

PARAGLIDING

A: No. I retired from comps after Pinzgau, although I have been doing the Snowbird comp. Because of the open-distance, openlaunch-window format it is more like a flyin - not so many rules or people telling you what to do. I have been going to some of the comps and flying as wind dummy, just so I can hang out with my buddies.

Q13: Do you have any advice for aspiring competition pilots? What do pilots need to do to succeed in national and international paragliding comps?

A: Don't be shy about competing. It is the best cross-country training tool. Flying with the comp pilots is the best instruction you will get. At the same time, fly within your abilities and don't take the comps too seriously. This should also be some of the most fun flying you will ever have. Make your own weather decisions. Remember that the task setters made the call hours ago, before that big storm developed.

Launch as soon as the window is opened, be at the start on time, then fly your own cross-country flight, using other pilots for information but making your own decisions. Go to as many comps as you can for practice.

Q14: I understand that you have experience deploying a reserve parachute in emergency situations. Can you tell us about your reserve experiences?

A: Holy Cow, I am just telling you about my worst experiences. I do have fun flying you know. In 1991 I spun into the ground twice just after launch in turbulent conditions on my Saphir Must. While I think that glider was a particularly difficult one to control, it also made me realize that I should have thrown my reserve, getting into such trouble so close to the ground.

Not long after, I threw my reserve when I had a full frontal after launch on the Ninja, because that was always how things went bad on the Saphir. But it turned out that the Ninja was a much more docile glider, and possibly that throw wasn't necessary. A few months later I was trying out a new harness and speed system that used a small carabiner to clip in, and a D-ring instead of a pulley. While experimenting I realized that the carabiner could clip itself into the D-ring, which it then immediately did, jamming one side at full fast. I had SEPTEMBER

2001

both hands off the brakes trying to unclip when the other side collapsed, and quickly I was spun up and twisted, only about 100' off the ground, so out it came. One nice thing is how quickly a reserve inflates when you are spinning. Many pilots discovered that the 1997 comp gliders were particularly twitchy and I threw my reserve twice that year, once over Aspen and once in Mexico.

Q15: Do you have any practical advice for other pilots about how to make the decision as to when to deploy and what to do after the deployment?

A: Be aware of the ground and where you are. Don't assume that your glider will recover on its own, regardless of the safety rating. If you are not certain that you will get your glider under control before you hit the ground, then toss it. Once it is out and opened, all you have to do is watch the dirt come up real fast. Remember, almost no one gets injured coming down under reserve, but injury is likely hitting with an out-of-control glider. Maneuvers clinics help pilots learn about their glider in conditions that are out of the ordinary.

Probably learning aerobatics would help too, but I couldn't say for sure because I'm not proficient.

Q16: You used to live andfly along the Colorado ftont range and later you lived in Utah. How do the two areas compare for paragliding? What are your favorite flying sites in Colorado and Utah?

A: The Denver area has a very active group of cross-country oriented pilots. That is probably because there is no ridge soaring site - it is all thermals, and usually difficult, inconsistent, scratchy conditions with an occasional boomer. Utah has much more consistent and predictable conditions, more sites, more potential to make some distance, and fewer pilots interested in cross-country because the Point makes it easy to get airtime. But the last couple of years we have seen a surge in the number of pilots going to the mountain sites. Of course, I like Aspen not just for its flying but for all the other activities when the weather doesn't cooperate. Snowbird will become known as one of the best crosscountry sites in the world. There is poten-

rial for more than 200 miles, without towing.

Q17: You used to fly competition wings and lately you've been flying a DHV 2-3 glider. Is it necessary to fly a high-performance glider to make the kind offlights you and Bill Belcourt have been doingftom Snowbird, or could you do those flights on a DHV 2 or 1-2 glider now that intermediates have improved performance?

A: There is no question that big flights can be made on 1-2 gliders. Guys have been doing it for years. Ken Hudonjorgenson always flies a 1-2 and has done many long flights. Chris Santacroce did well competing on his Ignition. The new beginner gliders have better performance than the comp gliders of six or seven years ago. The last three years I have flown a Nova Vertex, which is very stable compared to the performance, and now I have an Argon. The reason I like a 2-3 glider over a two is more for the feel than the performance. I like to feel the air more, to tell where the lift is. It seems to me that 2-3 gliders have only slightly less performance than comp wings, but are significantly easier to control.

Q18: What are your thoughts on unsheathed lines? Are there added risks and maintenance responsibilities, and should more people consider flying with them?

A; I am used to skinny lines and don't seem to ever break or fray them. Unsheathed lines are less stretchy and give a "hard feel" to a glider, which I like. They don't scare me, but there also isn't any good reason to use them unless you are competing and serious about it.

Q19: ls there any general advice that you'd like to give US. pilots, anything that you've learned ftom your international travels and flying adventures that you'd like to share with our readers?

A: To me the most important thing is for flying to be fun. I love getting high among the clouds, looking down on the ground far below, watching the terrain float past.

Have fun, be conservative and safe, enjoy your friendships. Adventures will come your way. 1B

27

Five Thousand, Nine Hunc THAT'S RIGHT! STANDING AT HORSE CANYON LAUNCH, JUST WEST OF 5,932 FROM OUR LAST LAUNCH IN SWITZERLAND

by Dr. Ronn Kelsey, photos by Ronn Kelsey, Scott Kemp and Urs Imhoff ther waypoincs popped up and brought back memories of Mt. Pilacus with a 7,000foot (2,132-meter) launch, and Mt. Stanserhorn with a 6,900-foot launch just outside Lucerne, Switzerland, and much more.

0

GETTING THERE With a week's business facing me in Zurich, the summer was off to a bad start.

The pain of the time change, and the reality of my butt in a seat again for 1O+

28

hours started to set in, and then I realized that the trip offered the opportunity to fly with my friends in Switzerland, and a possible side trip to Monce Carlo, Monaco and the nearby French inland valley ro fly Sosple and other sites.

The flight from San Diego to Atlanta and then on to Zurich takes 9.5 hours, and on Delta Airlines costs just $517 round trip if you book early and fly on the off-travel days of the week.

TWICE THE FUN I set up the trip and then mentioned it to several other area pilots who fly at Torrey Pines. Scott Kemp, an experienced pilot from Southern California, jumped in and used some flier miles to join me during the second week of flying. Scott has flown and taught paragliding in the Philippines, and is always up for a new adventure.

SECRET TO SUCCESS What made our trip a success was our

PARAGLIDING

lred And Thirty-Two Miles SAN DIEGO, CALIFORNIA I LOOKED AT MY E-TREX GPS. IT REGISTERED AND 6,114 TO THE BEACH LZ IN FAMOUS MONACO.

friends in Switzerland, Urs and Corrine Imhoff, who helped us arrange our stay at the Engel Hotel in Sachsein, Switzerland, about 30 minutes south of Lucerne. More importantly, they guided us to the best flying sites and kept us safe whenever we flew.

Sachsein sits in the center of Switzerland and many great paragliding sires, and is just an hour and a half to the west over a mountain pass from Interlaken, Switzerland.

SEPTEMBER

2001

Urs Imhoff is very well known in Europe, and has been a major force in the design of paragliders and safety chutes, as well as che development of many comprehensive pilot uaining and maneuvers programs in Switzerland and around the world. I spent the weekend exploring and checking out flying sites for the week of flying char would follow once Scott arrived.

It was great to see Urs again and it seemed as if it had only been weeks, not

two summers, since he had given my wife Kim a tandem flight at Torrey Pines as we began our long relationship. My weekend exploration with Urs and Corrine reminded me that the landscape and air are big in Switzerland. My first week in Zurich went slowly in anticipation of flying the ideal landscape, participating in the annual Gleirschirm-Matterhorn Flying Club flyin/compecirion, and some big-air paragliding.

Scott arrived on rime, greeted by a

29

Swiss horn, which is used for a traditional greeting and communication in the Alps.

Looking tan and relaxed, Scott got off the plane, entered the baggage area and quickly disappeared for 45 minutes looking for his glider, which did not make it to Zurich. A little jet lag had sunk in, as he later told me that he really didn't know what he was doing all that time, but his glider bag did not arrive (a good reason to carry your helmet and instruments on the plane with you). Undaunted, as we knew we could secure a loaner glider from our Swiss friends, we continued on toward the mountains.

The best way to travel to Sachsein is by train right from the airport. We headed several floors down in the airport to the train station and jumped on a shuttle for a 15-minute ride to the main train station in Zurich, where we switched to a narrowgage train that runs to the village of Sachsein about every hour on the half hour.

Forty-five minutes later we arrived Lucerne, and after a short stop and "walkabout" there we continued on for another 30 minutes to a small train station, then to a small village just outside of Sarnen.

Church bells welcomed us back to Sachsein, and a one-block walk up the hill to the Engle hotel put us just minutes from several great launches. Snowcapped mountains could be seen every so often through the clouds, and we were greeted by green, mowed fields, the smell of fresh flowers, and a dark blue lake just behind the train station.

That was the good news. The bad news was that it was raining in Switzerland, which I have discovered it does about 40% of the time as the weather hits the mountains from the northwest and dumps on the mountains and valleys as it moves into northern Italy. If you want to fly five days in the Alps you should plan a 10- or 12-day trip to allow for the weather here.

Urs and Corrine had been checking the weather forecast and booked us on a train the next morning to Monaco. So, we arrived, had dinner, and left very early the next morning for Monaco, taking a scenic train trip through the Swiss Alps to Lagana, Milan, down to Genoa and the coast of Italy to Monaco and Nice. It was

30

a great train ride to a unique place to fly.

MONACO Geographic coordinates: 43 44 N, 7 24 E on the GPS. But you really know you're there when you enter the train station, which is very classy and clean as a whistle.

The fact that you're in Monaco is reinforced by the Mercedes and Audi cabs zooming everywhere.

We arrived in Monaco early on a Saturday evening with no hotel reservations, but finally caught a Mercedes cab complete with a driver who spoke no English. After some hand motions and uttering the words "Best Western" and "Para-Pantine" we were taken to Hotel Diodato (www.hotel-diodato.net). This hotel costs about $70 U.S. per night, depending on the exchange rate, and is right above a small beach called Le Golfe Bleu on the Baise de Roquebrune, where the paraglider and hang glider pilots land.

It is not to be mistaken for the Plage Du Duse beach just around a small point to the south of the LZ beach, where landings are frowned upon and are very tight and tricky when the beach is filled with hundreds of topless and bottomless sunbathers.

WE GET LUCKY We found a good, reasonably priced hotel next to the ocean, with good food, and not far from the paragliding beach LZ. No rooms were available at the Diodato, but they kindly referred us to Hotel Alexander (93 av. Sir Winston-Churchill, Roquebrune Cap-Martin, tel. 04 93 35 65 45) about a mile away on the other side of the peninsula, just across the road from those topless beaches and a great restaurant called Capa Azure. We ate there several times and the manager, excited to see our flying photos, provided a great bottle of wine for dinner during our last night in Menton just outside of Monaco.

In Europe, everything is closed on Sunday, so we walked and ate our way through the day, checking out those beaches and the LZ, and trying to figure out where launch was, as we could see what we thought was the launch area from our hotel. We also took an expensive, ill-fated trip to the Nice airport, the only place to rent a car on Sunday, to find

out that they are also very expensive. We ended up on the train back to Monaco, got off at the wrong stop and did some power-walking back to the hotel. A tip from us: Just rent one of those pint-sized cars to drive on the narrow, winding roads in downtown Menton for $35 a day.

Forget the cabs as they are very expensive.

I think we paid for one of those Mercedes town cars during our visit before we rented a car.

Even after reading a recent magazine article about flying in Monaco we could not figure out where the launch was or how to get there, or if we did how we would get back to a car or cab to pick us up. Looking for help, we checked with the nice folks at the Diodato, who put us in touch with a professional tandem pilot from a flight school in Monaco, Jean Pierre, who agreed to guide the two of us for about $75 per day, but with no guarantee that we would get to fly since conditions had been marginal. We met Jean Pierre at the fantastic and famous Vista Palace Hotel, which is perched above the jade-blue water of Monaco 1,000 feet above the ocean and the beach LZ. MONACO FLYING IS LIMITED DURING THE SUMMER We were advised that during the summer para-landings are limited to after 5:00 PM at the Le Bleu beach LZ, due to the number of people on the beach during the summer swim season. If you fly before 5:00 PM be prepared to be greeted by the police when you land, which will save you a night's hotel room expense but cost major bail if they let you post it!

Since it was early afternoon we headed off to the Sospel Valley about 20 miles east of Monaco for our first flight in the area. The drive was scenic with a unique, very narrow, one-lane tunnel right through the mountain that sped us to the valley.

THE SOSPEL VALLEY The Sospel flying site lies just outside the small village of Sospel. To get there, drive to the village of Sospel east of Monaco, continue through town to the end of the road, park, and take a short walk east, down a wooded path which will deliver you to a large, flat field that spans most of

PARAGLIDING

the round valley. It's almost a perfect LZ, which is why the local flying school uses it to train students. The launch is accessible by car, and registered about 1,200 feet vertical on my GPS above the LZ in the valley below.

It was now 3:00 PM and Scott, Jean Pierre and I scoped out the conditions.

Far off to the east we could see clouds overdeveloping but there was no sign of thermal activity in the small, round valley we were about to fly over. Jean Pierre indicated that the conditions looked fine to him, and "if we were good pilots" we should have little trouble flying, other than some possible minor turbulence on launch, so he suggested that we fly quickly to the center of the valley. (What he should have said was, "If you're thermal demons or insane aerobatic pilots you will have no problem!")

Thinking we were reasonably good pilots we got ready to fly, and Scott opened his borrowed glider bag to find a small Atlas. Scott weighs 185 pounds so he was way over the weight limit for the glider, and fully expected a sledder to the valley LZ. He reversed launched easily in very light wind, soared out over the valley and appeared to be doing just fine, although Jean Pierre and I noticed that he pulled big ears after just minutes in the air and was circling down. We thought he was just playing around as he was going up, but he did not appear to be in any trouble.

Later, I discovered that Scott was praying I would not launch, as he was going up like a rocket even though he was pulling max big ears and spiraling as hard as he could. He said that the flight taught him a whole new set of maneuvers as he spiraled all the way to a landing.

Thinking Scott was having a great flight over this beautiful valley with me standing on the ground, I quickly got ready to join him for what I thought would be a short, delightful flight over this perfect valley and LZ before we headed to the launch above Monaco. With our new, very experienced French friend watching over me I tripped on launch and provided quite a kiting exhibition as I sat on my butt, kiting the glider before I got back on my feet for a less-than-energetic, low-wind launch.

The air seemed okay. Wrong. My large SEPTEMBER

2001

Advance E3 wing tips were dancing, and my arms bounced actively to maintain control of the glider as I moved toward the center of the valley, going up all the while in moderate lift. Then I realized I had gone from 1,200, to 2,800, to 3,280 feet in a matter of minutes, and was gaining altitude just circling slowly while trying to maintain control of my glider. I would have been better off if I had cranked it!

Jean Pierre said I looked good-- at first. Then the fun started, and in a moment I was looking at the wing below me. Everything got real quiet and went into slow motion as I was sucked into a thermal, then spit out, and my glider instantly disappeared again as I tried to react to regain some control. I finally got the glider under control just in time to enter a 70% collapse on the right, then a 50% on the left, then another collapse and another. I lost count. I underwent more major collapses than I had experienced in many months of mountain flying in California, and could not figure out why I was not losing altitude. I just continued climbing with only 30% to 50% of my wing flying. To the E3's credit, it kept going straight with little input from me other than some prayers.

I had had enough. It was time for big ears and some advanced thermal-evasion techniques. Pilots usually look for hot trigger spots when thermal flying, but I was looking for cloud shadows, cool spots and a way to escape. I flew toward the east end of the valley, hoping to get out of the lift which was now really booming in the center of the valley, but it was worse there than in the center. Things were getting worse, and my Solar vario, which normally beeps, screeched in my ear like a fire siren.

Still going up with an unstable glider and wishing I had longer arms, I pulled even larger big ears and applied some light speed bar. I later had to sort out my lines as they had slipped past the plastic inserts on my biners due to pulling so hard. I was now spiraling down like Scott had 15 minutes earlier with big ears. As I neared the ground I learned another lesson. Thinking I was out of the lift I slowly released big ears in preparation for landing. Instantly, I shot back up like a rocket,

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as the whole valley was going up. I quickly pulled ears again and made a wide, sweeping turn, gaining altitude like Superman as I turned with ears back coward the LZ. Amazingly, once again I descended, landing just past Scott and just before a small scream about halfway down the valley.

With heightened senses, Scott and I headed off with Jean Pierre for what we hoped would be an easier flight over Menton and Monaco.

AMAZING MONACO The water was blue, there was a light breeze from the south and bathing suits were optional, although we kept our clothes on for the first flight. The launch is a short walk from where you park your car, and the site is a large, round hilltop

32

with short trees and low ground cover.

There were rubber pads laying across the launch which was undergoing a reconstruction project scheduled for completion in several more months. There was also a wooden hang glider ramp which I ended up running off in the light air to get airborne.

The beach LZ is ample, but is made somewhat tricky by a cafe, roped-off areas, umbrellas, and a small stream in the center. There were also lots of people, seemingly not used co paraglider and hang glider landings. All of these factors, combined with power lines, trains constantly running back and forth and thousands of rooftops distract you as you approach co land. The beach is not sandy, but covered with small, smooch, slippery

rocks, and it is the only place co land.

However, the biggest distraction is the view itself as you fly over this beautiful city. Sometimes pilots fly to the beach on moonlit nights.

I set up my landing approach from the north to land into a light south wind.

With the cliff to my left and the ocean co my right I was set up co land on a small strip of beach not covered by people. At the last minute, about 30 feet from touchdown, several kids jumped up and ran right in front of me, causing me to veer left and quickly turn into the wind, heading right for a large cement crash bin. I cook two wraps on the brakes and killed the glider as I lifted my feet and bounced off the heavy bin, moving it slightly off center and skidding to a smooch landing. The only damage was a slightly twisted ankle since I was wearing tennis shoes in preparation for a beach runout, not a trash bin collision. After some rest sitting on the train back to Switzerland I was ready for more flying and hiking in the Swiss mountains.

Scott followed me to the beach about 15 minutes later. He set up perfectly and spiraled in like a pro for a much more elegant return to earth than I had, landing just co the ocean side and behind me. He cook another flight the next day as I nursed my ankle, and we had solved our driver problem since I drove the car co launch and met him at the beach by Hotel Diodato after another great flight over Monaco. Scott loved chis place and I bet he'll be coming back for more flying.

FLYING WITH THE GLEITSCHIRMMATTERHORN FLYING CLUB The day started early with a short drive co the local meeting place, a nursery just outside Sarnen where pilots were drinking coffee before the fly-in/competition festivities began on the ground and in the air.

Switzerland is wonderful, and every time I visit I am reminded of the joys of simple values and play. The event started

Continued on page 42.

PARAGLIDING

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by foe Gregor It has been said that administrations come and go, but the bureaucracy remains the same. While the ideology of the current administration espouses personal responsibility and limited government, the Federal bureaucracy has other ideas. y the time you read this article an FAA notice of proposed rulemaking memorandum (NPRM) describing new Sport Pilot certification requirements will likely have been released for public comment. We will have 90 days to digest this information and respond before the government decides if, when, and how to implement the new rule. While the draft rule would impact the hang gliding community only peripherally, it lays the groundwork for sweeping changes in the way hang gliding may be regulated in the future.

In this article I will briefly summarize the Sport Pilot rule as currently drafted, including my take on the potential implications for the sport of hang gliding. I will begin by briefly outlining the genesis of our current regulatory situation, from the publication of FAA Advisory Circular 60-10 in 1974 to FAR Part 103 as it stands today, making use of direct quotations from FAA source documents to highlight the government's thinking. Put in historical perspective, it becomes clear why the current regulations evolved as they did and where I believe the FAA plans to take us in the future with the new proposed Sport Pilot rule. It behooves all who currently enjoy the present state of lightly regulated foot-launched free flight to pay close attention to that which follows.

ADVISORY CIRCULAR 60-10 In 1974 the FAA published an Advisory Circular [AC No. 60-10, 5116/74] outlining their position regarding the operation of "hang gliders" and the sport of "skysailing." In it the FAA outlined a suggest-

34

ed set of parameters that practitioners of the sport should follow to avoid future regulatory action. These included: 1) 2)

Limiting altitude to 500 feet AGL and below.

Restricting operations to areas outside of controlled airspace, restricted, and prohibited areas, to include uncontrolled (non-towered) airports.

3)

[italics mine] Remaining at least 100 feet away from, and never to overfly at any altitude, any buildings, populated places, or assemblages of persons. [italics mine]

Manufacturers and clubs were encouraged to develop procedures and standards for quality control, safety, and training.

The FAA cautioned that it would take steps to "observe the growth and safety status of this activity as it progresses and to continually assess the need for FAA involvement."

THE GENESIS OF FAR PART 103 Eight years later the rapid growth of ultralight activity within the U.S. prompted the FAA to propose limited regulation of both powered and unpowered ultralight aircraft. The result was FAR Part 103 [effective 10/4/82]. The purpose of this regulation was to "achieve an acceptable level of air safety by reducing potential conflict with other airspace users and to provide protection to persons and property on the ground." The FAA left responsibility for pilot certification, vehicle certification, and vehicle registration to the ultralight community with a warning that

positive action was expected to address these issues to the government's satisfaction: "Should this approach fail to meet FAA safety objectives, further regulatory action may be necessary."

Supplementary information was provided, describing the government's line of reasoning for adopting this regulation. It began by observing how technology had advanced to the point that "many hang gliding vehicles no longer fall within the scope envisioned by Advisory Circular No. 60-10." We had outgrown the handsoff approach. Those of us who thought we were not on the radar screen will be interested to know that as far back as 1982 the FAA was cognizant of the fact that we could exceed 10,000 feet AGL and achieve distances of over l 00 miles! The FAA was paying attention, and we did a creditable job of shooting ourselves in the foot as they watched: "The operations of these vehicles are now a significant factor in aviation safety. The vehicles are routinely operated, without authorization, into regulated airspace, such as airport traffic areas (now known as Class D), terminal control areas (Class B/C), positive control areas (Class A), prohibited and restricted areas. Many operations have also taken place over congested areas and spectators and into adverse weather conditions ...

The midair collision potential presented by unauthorized operations is contrary to the FAA responsibility of ensuring the safety of all airspace operation including air carrier aircraft." [parentheses mine] In addition, it was pointed out that: "Current hang glider publications have carried a number of articles describing hang glider operations that violate Part 91 regulations as well as the recommendations of Advisory Circular 60-10. Those descriptions have included operation near and into clouds, lowaltitude operations over open-air assemblies of persons, and flights in close proximity to airports with large concentrations of airline and general aviation aircraft opera-

PARAGLIDING

tions. Those potentially hazardous operations created the requirement for Federal regulatory limitations on hang gliders" We did it, we announced it proudly to the world, and the FM responded. To "deter flights which present a serious danger to aircraft and to provide a basis for necessary enforcement action" the FM published an NPRM on July 27, 1981 to "include both powered and unpowered hang gliders under the generic term ultralights." [italics mine] After the appropriate comment period, that NPRM formed the basis for FAR Part 103, made effective just over one year later.

The USHGA objected to the inclusion of hang gliders with powered ultralights.

While acknowledging the success of USHGA's efforts to promote safety within the hang gliding community, the FM defended its position, stating that "the basic rationale for issuance of this rule is the safety of all users of the national airspace, not just the ultralight operators."

This theme is raised again and again, and serves to underscore the reason why we came under regulation at this time and why we may well expect increased regulation in the future.

While intent on maintaining safety for all users of the national airspace system, the FM was not interested in eliminating ultralight activity altogether. Liberal limits on top airspeed, stall speed, fuel capacity, and empty weight were set to ensure that the aircraft falling under Part l 03 maintained the flight characteristics commonly associated with ultralights, while at the same time enabling most ultralight aircraft that existed at the time to continue operating without burdensome regulation.

Specific consideration was given to maintaining waiverability for ultralight operations so that two-place trainers and aerotowing operations could be continued, largely due to the perceived safety-enhancing aspects of these operations. The FAA emphasized the "sport" aspect of ultralight operations - flight conducted by informed participants fully cognizant of the dangers and risking only themselves and their own personal property- as justification for not requiring airman certification and aircraft registration. It was recognized that the economic impact of licensing and aircraft certification require-

SEPTEMBER

2001

ments could have a devastating effect on the community. The FAA's intent was to provide safety for all with a minimal amount of regulation.

However, it was "emphasized that the individual ultralight operator's support and compliance with national self-regulation programs is essential to the FAA's continued policy of allowing industry selfregulation in these areas." The FM would continue to monitor safety and compliance trends and "take additional regulatory actions to preclude degradation of safety to the general public while allowing maximum freedom for ultralight operations." The community was being served notice. Ultralights would be allowed as much freedom as the government considered prudent, but the safety of all users of the national airspace system would be paramount. Ultralight aircraft were to avoid "areas where significant operations of aircraft are occurring so as to minimize the risk of midair collisions." Such operations may only be conducted safely if all pilots are aware of the presence of other aircraft, and this is one reason why ultralight operations within controlled airspace (Class A, B, C, D, or E for an airport) require prior authorization from the controlling agency. In 1993 this rule was beefed up by an amendment to Far Part 103.17 (Amendment 103-4, effective 9/ 16/93) prohibiting operation within the lateral limits of the surface area for Class E designated for an airport.

Commentators responding to the NPRM voiced concern over ultralight operations at uncontrolled (non-towered) airports, as well. The FM sidestepped this issue, pointing out that the large number of variables associated with individual airports in this class would make it difficult to develop workable Federal standards uniformly applicable across the nation.

Instead, "The FM has concluded that such operations could be handled much more efficiently by airport managers developing local procedures in concert with the ultralight community." A clarification was later published in the FAA Aviation News, stating that the lateral limits restriction does not apply to those airports surrounded by a ghostly magenta Class E airspace designation.

Some commentators proposed that hang gliders be permitted to operate in or near clouds, since to restrict such activity

would eliminate their ability to vie for long-distance and high-altitude records.

We need to do better than this next time around, folks. The ostensible goal of the proposed change was to ensure the safety of the flying public. Enabling record attempts for ultralight pilots was obviously not a primary FM concern. Their response, predictably enough, was to uphold the same cloud clearance standards for hang gliders and ultralights as for any other type of aircraft plying the skies: "The cloud clearance requirements serve as a practical buffer to reduce the possibility of having aircraft exit the clouds on an unalterable collision course."

Most scheduled airline operations, commuter, corporate, and military aircraft fly en route on IFR flight plans, regardless of the prevailing weather conditions. They are cleared to fly through the clouds legally. The FM did not want us or any other uncontrolled, untrackable VFR aircraft presenting an unexpected and potentially unavoidable obstacle to those aircraft.

In summary, the rapid growth of hang gliding and ultralight activity in the l 970's prompted the FM to publish an advisory circular. By 1982, near-miss reports, complaints from the general and civil aviation community, and a perceived disregard for the rules prompted the FM to propose further regulation. The result was FAR Part 103. This regulation made it clear that ultralight pilots, both powered and unpowered, were required to observe certain basic rules of VFR flight operations, and to avoid activities that could endanger the lives and property of others.

Additional restrictions, such as remaining outside the lateral boundaries of airportcontrolled airspace, and not overflying large concentrations of people, were imposed due to the unproven nature of ultralight aircraft and the unknown quality of ultralight pilots. That was then.

Now, nearly 20 years later, the FM has issued another NPRM that could affect the hang gliding community.

THE "SPORT PILOT" PROPOSED RULE In 1988 the USUA (U.S. Ultralight Association) petitioned the FM to amend FAR Part 103, asking them to expand the definition of an ultralight vehicle to include two-place and overweight "fat" ultralights. In response the FM set

36

group to consider changes to Part 103 in response the USUA petition. The Aviation Rulemaking Advisory Committee (ARAC) was composed of representatives from the experimental, light, and general aviation communities.

Ultralight aircraft owners and operators had minority representation on a committee formed to consider changes to a regulation that allegedly was only to affect ultralight aircraft. It quickly became clear that the FM had an agenda, and after some FM guidance the ARAC eventually issued the following recommendations: 1) 2)

3)

machinery in motion that led to the new Sport Pilot proposed rule.

The FM had been working on initiatives to shore up the health of general aviation in the U.S. A new class of airman certificate, the "Recreational Pilot," was established in 1989 as a result of these efforts. This new class of airman certificate was intended to provide a simple, low-cost avenue of entry for prospective pilots. The new initiative met with extremely limited success. Meanwhile, the legal industry had discovered a new source of revenue, devastating the U.S. generalaviation (GA) manufacturing base in the process. Piper was the only company still producing GA aircraft, and they were considering plans to exit the business. In 1992, in an effort to reverse this trend, the FM created a new, simplified, "primary category" process for securing type, production, and airworthiness certification of new aircraft types. The problem was ultimately addressed by tort reform.

But the machinery remained in place - a tool with no use. At the same time, it was noted that, "Over the years ... public misconception of the actual scope of Part 103 has led some well-intentioned people to begin operating in a way that is technically outside of that scope." In other words, ultralight pilots were still busting the rules.

In 1991 the FM formed a working

Part 103 should remain intact and unmodified.

The "primary category" aircraft requirements could be used to address the certification of two-place and "fat" ultralights.

The FM should establish a new "Sport Pilot" airman certificate modeled on the (currently unpopular) recreational pilot certificate, but modified to address the "unique training and operational requirements of the types of small, slow, single and two-place aircraft that would be certificated under the 'primary category'."

This, of course, was precisely what the FM wanted to hear. Rather than rewarding pilots operating outside the scope of Part 103 with a relaxation of restrictions, the recommendation was to create a new class of FM-certified pilots. The existing base of "fat" and two-place ultralight pilots would provide the "interest" required to make the proposal a success this time around. The collection of waivers to Part 103 (like the USHGA towing exemption) could be eliminated and rolled into the new regulation, saving the FM time and money. "The proposal is in the public interest because it would improve safety by providing more instructors in type who would be validated through recognized procedures. It would enhance the use of certificated vehicles in additional classes and types and would expand annual condition inspections that would improve safety. The proposal would also expand the number of certified pilots, thus increasing the benefits and uses of the national airspace system.

This proposal would provide reasonable PARAGLIDING

and required training, airman certification, and promote compliance with general operating rules ... for persons operating light, slow, unique aircraft." [italics mine] The privileges to be enjoyed by the holder of a basic Sport Pilot certificate would be essentially the same as those now enjoyed under Part 103. Restrictions on the performance and capability of aircraft that could be flown by a Sport Pilot certificate holder would be relaxed to an increased empty weight (to a 1,200pound maximum), an increased stall speed of 39 kcas, and the ability to fly two-place aircraft. This expansion of privileges would come at a price, however.

Pilots would be required to obtain and maintain FM certification. A registered "light sport aircraft" would require certification and annual inspection by FM certified technicians.

But the government could not impose a new class of pilot certificate without providing for the required infrastructure.

A new cadre of instructors, examiners, inspectors, and maintainers would be required to deliver the necessary training and oversight. The skills and interest simply did not exist among the current FMcertified ticket holders. In the past, this had been the showstopper in any effort to regulate the ultralight community. The FM believes that is has finally engineered a solution to this problem.

An extensive study of ultralight activity collected by Air Transport Canada led the conclusion "that ultralight activity is as safe or safer than general aviation." In fact, it was found that general aviation pilots flying ultralight aircraft experienced a significantly higher accident rate than trained ultralight-only pilots! The solution, then, was to utilize the resources of the ultralight community itself. This would be accomplished by grandfathering current USUA, EM, and ASC recognized instructors. A written test and proof of experience would allow them to obtain the FM certification required to provide the needed services.

To solve the problem of administering such diverse aircraft types, the ARAC proposed that the FM set up a Flight Standards Review Board (FSRB) to review applications for new Sport Pilot certificate classes and ratings. Applicants would petition the FM to create a new class of certificate (a flex-wing hang glider class, for SEPTEMBER

2001

example). The FSRB would review the application and, if approved, a notice would be published in the Federal Register to inform the public and collect comments. After reconsideration, and taking public comment into account, a final decision on the application would be made through administrative action.

Aircraft manufacturers would be tasked with creating, ensuring, and maintaining standards. This would cover the type generation and approval problem.

Maintenance and inspection would be addressed by further tasking aircraft manufacturers to provide the required certification training for mechanics and inspectors. Owners would be permitted to maintain their own aircraft, but annual inspections by FM-certified technicians would be required.

The ARAC's draft NPRM specified that, "This proposal would include the towing of gliders or unpowered ultralights as a Sport Pilot privilege ... The U.S. Hang Gliding Association has extensive experience in this arena ... The safety record of these operations has been extremely good ... " But lest we get too comfortable, the committee noted that, "To preserve this safety record, the activity does require operational guidelines similar to those implemented by the USHGA, and provision is made for the FSRB to establish those ... the FSRB could easily adjust the criteria as necessary through administrative action to correct any unforeseen problems to preserve safety."

THE FM RESPONSE In February 2001, after receiving the ARAC recommendation, the FM delivered a briefing on the Sport Pilot initiative to the ultralight community in Illinois. It is evident from this briefing and conversations with ARAC members that, even with strong guidance from the FM, the ARAC recommendations fell short of obtaining the correct answer. In the FM briefing, "grandfathering" of current ultralight pilots and instructors has been replaced with a "transition period" during which pilots may continue to operate while working toward their Sport Pilot ratings. Candidates would be required to take written tests, a "practical test" (read check ride) and potentially additional FM-certified training to

obtain their Sport Pilot rating. Credit for previous ultralight training could be granted only if the new pilot ratings were obtained within a certain time limit. The original ARAC recommendation that towing be permitted has apparently been dropped. The FAA briefing slide describing the privileges afforded to a Sport Pilot specifically states, "May not tow any object." When USHGA asked about this restriction, a senior FAA official indicated that it was because towing is a commercial activity. Of course, not all towing is commercial (much of it is conducted in a non-profit club environment), but this change in particular could adversely affect the hang gliding community. T he FAA is under pressure ro eliminate waivers and exemptions to its rules wherever possible.

T hese devices were originally intended to address short-term, non-recurring problems. Exemptions are supposed to be incorporated into permanent regulation if the need persists, and be eliminated if not. Indeed, an important motivation for creating the Sport Pilot rating was to eliminate the profusion of Part 103 exemptions. If the Sport Pilot NPRM comes out with a prohibition against rowing, and the FAA moves to eliminate all Part 103 waivers and exemptions, many of our flight parks may be dealt a crippling blow.

WHAT LIES AHEAD T he intent of the Sport Pilot proposed rule appears to be threefold: 1) to rejuvenate general aviation by providing easier entry ro prospective pilots, 2) to improve the safety of the national airspace system by getting a better handle on the ultralight community, and 3) ro normalize Part 103 by reducing or eliminating the exemptions to that rule. Pilots who choose to certify themselves and their aircraft may fly under this rule and log their flight time. T his time could be applied to meet the requirements for higher ratings.

The FAA hopes that the Sport Pi lot certificate will become an entry point for pilots who will later move up the pipeline to obtain their private, commercial, and ATP certificates. The FAA believes that this effort will lead to "the rebirth of general aviation." The increased training and oversight would serve to make ultralight pilots and their aircraft safer and more reliable.

38

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To understand what this may mean to the hang gliding commun ity we need to ask the question, W hy Sport Pilot? Why not simply amend Part I 03, as petitioned, to permit heavy and two-place ultralights to legally operate under the rule? Th is would have involved considerably less time, money, and effort. Instead, an ARAC was formed and steered into recommending a multi-year development effort to create a new class of airman certification chat would provide an upgrade path for those ultralight pilots whose aircraft do not currently qualify under Part 103. Since the majority of modern ultralights fal l into this category, most ultralight owners will be expected to apply.

Once these pilots have a viable option ro operate legally, there will be little excuse for further bending of the Part 103 rules.

The Sport Pi lot proposal is engineered to transition the majority of ultralight pilots from Part 103 to a conventional pilot certificate, and to transition modern ultralight aircraft from unproven, unregistered designs to proven, certified, inspected, and regulated designs.

Part 103 itself is slated to remain unchanged under this proposal. Hang glider pilots may continue to foot-launch

their aircraft as before. But what about the future? As performance and pilot skill levels continue to improve, wi ll we someday find ourselves in the same position as the powered ultralight community is today? As proposed, hang glider pilots could be eligible to obtain a Sport Pilot certificate, purchase new, certified hang glider designs, and operate under the new rule as FAA-certified pilots. Few will feel char there is any advantage in doing so, but if this rule proves successful, and if the FAA perceives a significant benefit to the safety of the national airspace system, the next NPRM may be one proposing the dissolution of Part 103. T he argument then will be that existing hang glider pilots could easily transition to operation under the successful Sport Pi lot rule.

Costs will go up as manufacturers and instructors pass on the expense of certification to the customer. G iven the economics of the sport, many if nor most hang glider manufacturers in the U.S. could be expected to go bankrupt in the attempt, as has at least one ultralight manufacturer who attempted to make use of the new "primary category aircraft" rule to produce an FAA-certified design.

The current NPRM is due early this fall and may be viewed at http://www.faa.gov/avr/ arm/proc.htm when issued. Read it carefully. It is likely that the FAA NPRM will differ in significant derails from the draft form described in this article. This rule may represent a very real near-term threat to our flight parks, whi ch are instrumental in the growth of our sport by providing both safety in training and flying options for those livi ng far from suitable mountainlaunch sites. Beyond this, a successfu l Sport Pilot initiative may represent a long-term threat to the economic health of our manufacturing and training base.

Hang gliding has reached a critical phase, and what future exists for the sport may hinge on how we act today and how we fly tomorrow. I urge everyone to scrutinize this issue closely and make our opinions known.

Joe Gregor is an ex-USAF Senior Pilot with 3,000 hours total time in E-3 AWACS, Lear 35, Rockwell Sabreliner, T-38, and T-37 aircraft. He currently enjoys flying a Wills Wing Fusion. • PARAGLIDING

Sport Pilot NPRM

by BillBryden Joe Gregqr has ptese::p.ted:,a good

ovetvi&w· ofthe .evoltition ofRart 103 and a.'l$oc;;iated rulem~rig activJty, inqh.1,di~~theAviati01J Rulemaking Advisory C9111mittee (~MC).. that has been W;orking over the past deci,i.de with the FM to addressissµes concetning ultraligbt v:1:1hicles that have .evolved bey911d the limit~ o~P,1,rtl03.

Tlt¢USHGAhMb.eliln intimately . invl!)h,¢d in th.is procfsi, since. the creatimtofthe Pan 103 AMC task force abmit.J Oye~s ago 1 .Pen:p.is Pagen, Mike Meieptnd Bill Bryden hav:e been the USH GA.representatives during this unreasonably prot:r<;tcted: proqe,5.S., and the USHGA,1\oar<d ofl)irectorshas been regullil:rly briefedandk~pt apprised pf the pro.ces~ ai1d its status,. Fo;r ma:p.y years the sta~ufpt.the.FMrule~, orFAR's, was nebu:h~us and · apparent end time, That sit-

SEPTEMBER

2001

continue to be intimately-iuv~lv.edin . this process, and are acµtely;cl))ru.:etned: aboµt the implications of~he,p6tenti~ rules when it comes to.aerot~woperations, two·place training, ans;l.hang,gli4., ing and .paragliding in g~ner1)1, Weiwill · · scrutinize the details when,they are released, and. are already fi::u,,qi.ufatfo.g plans. to conference witho~h~t.ul1:r~1Jtght groups in or.der to compar~tfot~~ ~n4' coordin.tte our responses tO.'the pro~ posed rules .. If and when a,£i.IU'ibl9wn letter-writing. campaigri •W()ur. ~euibe1t is needed, we will certainlyletyou.know,' We. will communic.tt~~hi~ •thfou$h · notic.es in our m.tgazine~.'l:llld:<iln.Oµr website, and by e-mail to to get the word out. "'·'·'""'t'". pf0if:1~11e<,1:, rules are issued. we days to analyze other aviation bership ofilie

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THE LONG AWAITED

IJ~ji);fRfNINC'B TO T~A<E:hl ll~A<E:I IIN® TO L~AIRN ' ' @IJ!ttl®@6 @IR@3ANl¥!~1ll@lii!J' ~~i\\:G'li&i!IN~ lmli'!INN~I~@ \ Tl"A<!3HINE\3 1!&](2%/IC':8 ~,mrn ' W~ATl+H-~ :,~lii!JSJll!l1~1RAVl@M~ ' 'PH' WIN€:a IN UI~ ,1~ dNITT~IRMrnlAm r@ h\J"lMAN<srn IN@IIRlJ<!J]l~N

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Send to:

USHGA PO Box 1330 Colorado Springs CO 8090 l 1-800-61 6-6888 www.ushga.org

40

PARAGLIDING

Phone : 516 I 676-7599

e-mail : supair@macconnect.om

Dealers Welcome

Continued from page 32. off with games on the ground, as if we were in the Old West of the U.S. The activities included archery, throwing axes and spears, and my favorite, tossing an old cast-iron frying pan. This all made for good fun and warmed us up for the flying to come. Being a quarter Indian myself, which fascinated my Swiss friends, I was able to hit the target with several arrows and throw the ax. Maybe we should add some ax-throwing to our comps in the U.S.! The Swiss really know how to have fun.

The first part of the competition involved a flight from what the Swiss call their low launch (they consider 3,200 vertical feet low!) to a landing about 2.8 miles to the northwest in a large, flat, mowed field marked for spot-landings.

(Etiquette in Switzerland: Never land in an unmowed grass field. Always land in a mowed field if you want to be friends with the farmers who are very friendly if you follow this rule. Farmers came over to talk to us everywhere we landed, and they knew as soon as we spoke English that we were visiting American pilots flying with Urs and the Matterhorn Flying Club.)

The second flight of the day was from the club launch, which is about twice the elevation of the "low" launch and requires a good walk up the hill among some brown-eyed beauties. I revealed to my wife that I had met some Swiss "browneyed beauties," which was met with some questioning until she realized that I was talking about spotted Swiss cows, who are like dogs as they follow you around almost everywhere in Switzerland. Just don't let them chew on your wing, or

worse, get tangled up in your glider prior to launch.

The day ended with a great gathering, food and drink, and an awards dinner back at the nursery. Scott and I were awarded Swiss army knives for something, and soon we discovered that everyone received an award just for flying. I was delighted with mine, as it commemorated the Matterhorn Flying Club competition and our involvement.

I remember as a child dreaming of visiting the Matterhorn in far-away Europe, and now here we were, flying with these great Swiss pilots who had welcomed us to their country and watched over us as we flew the mountains of central Switzerland.

The big fun of the competition was the Dutch PWC team which joined us for the event. The Swiss thought they might have to change the rules to allow for this team and their skills, but in the end we all laughed together at the awards ceremony as no member of the team made goal, which was made great fun ofby the Swiss, since even those two American pilots made goal at least once.

The Dutch were great guys and pilots.

They just had a different agenda for the competition and flew off to do their own thermal thing. I spent time with several of them at dinner after one approached me when he heard me speaking English. He was surprised, thinking I was Swiss and speaking English so well. I told him I was a Swiss Choctaw Indian.

FLYING MT. STANSERHORN, SARNEN VALLEY, SWITZERLAND We rode the tram to the top and had

lunch at the mountaintop restaurant, enjoying the view. We could not help but note the sheer launch area just below us.

One step and you're either flying or falling.

Fortunately, due to a crosswind, we chose another launch about a 20-minute walk away, across and slightly down the mountain, on which I could actually stand. Urs came to my rescue and helped me carry my gear, since I was wearing boots which were poorly fitted and too tight for steep mountain hiking. After several days of hiking and flying my toes were black and very sore, and the trek to launch on the Stanserhorn was not helping my sore ankle or toes. However, the incredible view as we walked to launch washed away the pain, and I soon found myself looking at Mt. Pilatus and Lake Lucerne.

Scott and Corrine headed south to an LZ six or seven miles away in Sarnen, flying over the tram cables and winding their way around the mountain, picking up lift wherever they could. Urs and I headed northwest toward Lake Lucerne and an LZ next to a local medical center after a five- or six-mile X-C flight up the valley. We circled each other for some time over an area where an avalanche had occurred just after my visit two years ago.

The trip home was long, but I was satisfied with the flying and my experience. I would recommend the trip to any paraglider pilot. As I sat on the plane I thought about my great friends, waiting for our return to fly the wonderful Swiss Alps.

LESSONS LEARNED Travel and fly with friends.

0 Wear boots!

Hold on to big ears in high-lift conditions, all the way to the ground.

Consider pulling B-lines in big lift. ° Fly with locals if possible. They will keep you safe in potentially dangerous terrain and weather conditions.

Double check the weather. If you can find someone local to fly with, do so, but don't forget to use your own judgment. Don't fly just because you are there. It's better to come back next year and fly again. Ill 0

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United States Hang Gliding Association, Inc .. w e b s t e me Renew Y1

WWW.

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PARAGLIDING

PARAGLIDING ADVISORY: Used paragliders should always be thoroughly inspected before flying for the first time. If in doubt, many paragliding businesses will be happy ro 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.

EDEL CONFIDENCE - New, small $1,750. (801) 355-6109, selanna@sisna.com EDEL CONFIDENCE - Small, yellow, less than 20 hours, still crisp $1,500. (949) 388-9334.

SHOP CLEARANCE - XIX Inter 29m, XIX Form 29m, both under 5 hours, new condition, only $1,600 each. La Mouette motors 250, 210, harnesses, chutes, scooter winch, etc.

(509) 670-8888, skypilotbrian@yahoo.com

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

EDEL SABER -- Yellow, large, 60 hours, great condition $700. (214) 695-1666, alberto.voli@iint.com EDEL ATLAS- Small, yellow, less than 20 hours, still crisp, $1500. (949) 388-9334.

----------GIN BONANZA - Medium, DHV 2-3, beautiful wing, yellow/red $1,500 OBO. (509) 758-6345, barberic@imbris.net

PARAGLIDERS ADVANCE EPSILON 3 - 30m, DHV 1-2, 105122kg., red w/black trim, Woody Valley airbag harness, reserve, radio. Under 5 hours on all. Paid $4,416 will sell package for $3,395 OBO. Steve (570) 326-3120, smc@suscom.ner

POWERED PARAGLIDERS ----- -------------

DK WHISPER GT - Great shape, <20 hours, XL Humming wing $4,500. (801) 523-8173.

EMERGENCY PARACHUTES CANOPY REPAIRS - 30 years experience, factory qualiry repairs, 3 FM Master Parachute Riggers. 1-800526-2822, gear@paraequip.com

NOVA CARBON - Large, 90-120kgs., DHV 1-2, blue/white, brand new, 2 hours $1,900. Edel Galaxy tandem, 50 hours, reserve, 2 seats $2,000. Omega IV $900. (760) 753-7499, joelgay200l@yahoo.com

AIRWAVE HARMONY 27 - DHV 1-2, like new, 35 hours airtime, yellow, crispy $1,500. Reggae, 30 hours, crispy $/50. I also have harnesses, varios, airbag, etc. Email emmanoellavagnolli@yahoo.com

PRO DESIGN RELAX- Small (65-90kg) Crispy! Less than 20 hours, includes Pro Design Jam harness w/ side mounted reserve (never thrown), backpack & sruffsack, Kiwi helmet w/ installed radio earpiece and PTT system. Everything in excellent shape $2,600 OBO. Erika or Jeff (307) 734-4450, halfmoon25@hotmail.com

AIRWAVE JIVE 29 - Excellent condition, original owner, 90-11 Okgs., bought new in '95, still crispy, <30 hours, w/harness, never used reserve, helmet $1,700 OBO. (850) 492-3043, rszembo@aol.com ------------- -----

APCO BAGHEERA - Small, DHV 2, 1 hour, mint condition $2,300 OBO. (808) 575-5054.

We now take American Express cards!

EDEL ATLAS - Large, excellent, yellow, 20 hours $1,500. SupAir harness $300. Reserve $400. ADI radio $200. Helmet, large $150. (516) 431-5453, vince_donohue@yahoo.com

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

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

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

Please enter my classified ad as follows:

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

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

____ 19

issue and run for _____ _

Begin with

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

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ADDRESS: CITY: _ _ _ _ __

STATE: _ _ _ _ _

PHONE: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ I I I I I I I I

Number of words: _______ @$.50 = Number of words: _______ @$1.00 = _ _ _ __

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

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2001

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SCHOOLS & DEALERS ARIZONA DIXON'S AIRPLAY PARAGLIDING - Dixon White: USHGA's Instructor of the Year! Airplay: Top ranked school for years and featured in the best selling vi<leos "Starting Paragliding", "Weather to Fly" and the "Art of Kiting". The perfect beginner rraining areas at both our Washington and Arizona locations. Arizona's "best" beginner season is September through May. Washington is open May through September. At both locations drive-up to 360 degree treeless and rockless launches. Land in wide open fields, enjoy many flights each day! Limited access to the Flight Parks reduce traffic and crowding. Excellent individualized instruction with state-of-the-art lesson plans and equipment.

Comprehensive ground schooling with an emphasis on micrometeorology. Great new/used inventory, specializ-

ing in Windtech Paragliding Gear and M2 Harnesses, repair center, and superb customer service. In ARIZONA or WASHINGTON appointments are required.

PO Box 267,6 Flagstaff, AZ 86003. (928) 526-4579 www.paraglide.com or dixon@Jparaglide.com CALIFORNIA AIRJUNKIES PARAGLIDING - Join KEN BAIER for your "Pmsuit of Paragliding Excellence" in the land of year-round, excellent paragliding: Southern California and the Baja. Courses for Novice, Intermediate, Advanced and Instructor ratings. Powered paragliding,

OJAI PARAGLIDING - Ojai is Southern California's best kept secret. Ycar-round, great soaring in this beautifol valley surrounded by the Los Padres National forest.

Near Santa Barbara and Ventura. Great cross-country possibilities. Courses for beginner to advanced pilots.

Motorized paragliding, guided tour and tandems. New and used equipment, 12 years in the business' Tel# (805) 646-9660, info@flyojai.com,www.flyojai.com

HIGH PLAINS PARAG!.IDING - Flying equipment without compromise for your next paragliding adventure. We offer Nova, Sup'Air, Apco, ThinRedLinc, Renschler, Advance, Flytec and more. Whether your adventure is in the house thermal or on X/C, High Plains has what's right for you at the right price! On the web at: http://hometown.aol.com/hiplainz or call (406) 439-22.19.

NEVADA

DERPORT 2800 Torrey Pines Scenic Drive San Diego CA 92037

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Since 1928 l'ARAGLIDINC AND HANG GLIDING certified instruction, tandem flight instruction, sales, service, repairs, parachute repacks, motorized pg/hg instruction and site tours. Southern California Importer for PARATECH, AIRWAVF. and EDEL. Visa and MasterCard accepted. Call (858) 452-9858 or toll free at 1-8/7-l'LY-TEAM. Check us out at and order on-line at http://www.flytorrey.com

MAUI WOW WEE -

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 Ciry/Lake Tahoe NV. (775) 883-7070 http://horne.pyramid.net/ advspts NEW YORK AIR SPORTS USA - Lessons, service, equipment.

Paragliding, hang gliding, powered paragliding, trikes.

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

Proflyght Hawaii, first school in

soaring and maneuvers clinics, guided tours, tandem and

Hawaii, located on Maui, i.s now under new ownership.

towing instruction and special events. USHGA certified.

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

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 Profly~ht 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-CO-FLY-Hl. Visit our website WWW.PARAGLIDEHAWAII.COM

information.

MONTANA

USHGA CERTIFIED INSTRUCTION Powered Paraglfding•Towing•F'ootlaunclt Tandem oEqu ipment•Sa]ese Service

SOUTHERN SKIES - MOUNTAIN FLYING and POWERED PARAGLIDING instruction, sales and service with foll-time shop, 1 hour north of Charlotte. 7 beautiful flying sites nearby. (828) 632-6000 WWW.SOUTHERNSKIES.NET FLY ABOVE ALL - Experience year-round paragliding instruction in beautiful Santa Barbara, CA! Our frirndly, experienced staff offers hands-on, personalized, radio--controllcd 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 \Vebsite at www.flyaboveall.com or call at (805) 965-3733.

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

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

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

More than 4,000 paragliding enthusiasts read our magazine every month.

That's more than 8,000 eyes seeing your ad.

PARAGLIDING

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!'LIGHT CONNECTIONS, INC. P'f'i II

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

t'-Mail Address info@kittyhawk.com

SUNSPORTS PARAGLIDING -- Hood River, Oregon. Beginner lessons, sales, se1vicc, repacks, tandem flights. APCO, SUP'AIR, FLYTEC, HANWAG, IN STOCK! We have a complete shop with EVERYTHING rhat you need in stock! Rick Higgins, SunSportsPC@aol.com, (541) 38/-2112; Mark Telep 1hatspcc@hotmail.com, (541) 308-0101 Web: http:/ /homctown.aol.com/ rsunsports/ myhomepage/ index.ht1nl

HILL COUNTRY PARAGLIDING INC - Learn complete pilot skills_ Personalized USHGA certified craininr,, ridge soaring, foot & tow launching in central Texas. MOTORIZED PARAGLIDING INSTRUCTION & EQUIPMENT AVAILABLE. (915) 3791185. 1475 CR 220, Tow TX 78672.

KITE ENTERPRISES - foor launch, payout winch tow and powered paraglider instrucrion too. Training, sales, rentals and repair. Edel, Airwavc, 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-enrerprises.com

OREGON

• 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. C:all (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.

CLOUD 9 SOARING CENTER - The nation's largest paragliding shop and school. Open for LESSONS, REPAIRS, SALES year round_ Next ro world famous Point of the Mountain. www.paragliders.com. 1-888-944-54.33 or srop by at 12665 S. Minuteman Drive #1, Draper UT 94020.

OVER THE HILL PARAGLIDING/PPG: Now celebra ting 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.F. Yellowhammer, Gresham OR 9'/080 (503) 667-4557 email: othpara@spiritonc.com web: overthehillparap;liding.com

VIRGINIA KITfY HAWK KITES -

See North Carolina.

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

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. VISA/MC accepted.

PARTS & ACCESSORIES

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

Paragliding.

BRAUNIGER IQ BASIS VARIO - Never used, $350 OBO. Kenwood TH-22AT Radio, like new $2/5 OBO. Erika or Jeff (307) 734-4450, halfmoon7.5@hotmail.com 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, resetve repacks, harness boo-boos or annual inspections. 1-800475-1 504, 12665 S. Minuteman Dr. #I, Draper UT 84020.

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

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SEPTEMBER

2001

45

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

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 PARAGLIDING INSTRUCTOR'S MANUAL -- By Dennis Pagen, available through USHGA. Covers: Learning to teach/Teaching to learn; school organization; teaching beginners; teaching novice; weather considerations and mich more. 140 pages packed with illustrations. $15.00 +$5 s/h. USHGA, PO Box 1330, Colorado Springs CO 8090 I. (719) 632-8300, fax your MC/Visa/Amex to (719) 632-6417, www.ushga.org, ushga@ushga.org SOARING - Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $55. Info. kit with sample copy $3. SSA, P.O. Box 2100, Hobbs, NM 88241. (505) 392-1177.

Sell your unused equipment here.

46

*NEW* SPEED TO FLY with Jockey Anderson. A complete video guide to cross country paragliding. Great air-to-air and in-board footage with Jockey as he takes you around the world, providing flying tips and interviewing the top pilots. Covers thermaling, decision making, competition flying and speed to fly. 70 minutes $39.95 *NEW* A HIGHER CALLING by Dawn Treader Productions. Winner "People's Choice Award" at the Banff Mountain Film Festival 2000. A story of six friends attempting to fly cross country together as a group through western Nepal, where finding launches & landings becomes a daily routine. Become immersed into the Nepal culture upon every landing. Superb editing. 45 minutes $32.95 *NEW* PARAGLIDER GROUND HANDLING & THE ART OF KITING, by Adventure Productions.

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

Various wind conditions are covered with the successful and proven industry-standard techniques of Dixon White-Master rated pilot, USHGA Examiner and USHGA's PG Instructor of the Year. This is for the beginner, intermediate & advanced pilot who wants to do some brushing up on his skills. Be a master of your paraglider. 44 minutes $36.95

view packed with useful details and includes great cloud footage. A straight-forward presentation that is easy to follow. 50 min. $39.95.

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

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

FLY HARD: Viking Films newest release. Rob Whittall, Chris Santacroce & a vintage Buick convertible foll 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.

PARAGUDE: 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 SOUTH AFRICA- Thinking of visiting South Africa?

Look no further. .. awesome cross country, spectacular coastal ridge soaring for all levels. We offer accommodations-car rental, guiding, tours, kitesurfing, surfing, wildlife viewing and more. For more info contact Grant or Sheree, actionsportsafrica@hotmail.com, call +27(0)21 5573334, mobile +27(0)835319154.

*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.

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

WEATHER TO FLY, by Adventure Productions. A much needed instructional/educational video on micrometeorology. Dixon White, Master pilot and USHGA Examiner, takes 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

WINTER 2001 - Two IO day tours starting December 2nd-December 28th, 2001, $1,800. Dale Covington, 1-800-782-9204, kerwin@ida.net

Sell your unused equipment here.

PARAGLIDING

Pi112gdu Rus1ria 1999

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

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. l-800-616-6888.

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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

SEPTEMBER

2001

ADVANCE EPSILON 3 - Lost along Hwy 395 just outside VICTORVILLE, CA on August 14, 2001. Has a gold leading edge with a small (3-4") patch near the center; also blue SupAir Eva top harness, helmet, vario, etc. Contact Jason Gilbert (530) 318-7288, jg l lbert@hotmail.com

"AMERICAN FIAG" 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 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.

INDEX TO ADVERTISERS

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FIREBIRD IGNITION - Large. Stolen in the BELLINGHAM, WA area in early August 2001.

Yellow, with black Edel Hero harness with RS2 reserve; black full-face Edel Helmet. All items were packed in a black Edel backpack. Contact Matias Rudback (360)647-8485, rudbacm@cc.wwu.edu ARCUS - Large, Stolen/lost in the MARSHALL PEAK/SAN BERNARDINO, CA area in early August, 200 I. Blue, serial #0764, w/blue SupAir harness.

Contact Matthew Sill (646)528-4569, mwsill@hotmail.com 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 Quanrum reserve, Charley "Insider" helmet XL white, Flytec 4010 vario, Alinco DJ-191 2-Meter radio. Contact Kevin Lee (541) 9551737, thermaltracker@bigfoot.com

Adventure Productions ........................... 10 Aerolight USA ........................................ 13 Apco ............................................ 35,37,39 Critter Mountain Wear ............................ 7 Dixon's Airplay ........................................ 9 Flight Design ......................................... 33 Flytec ..................................................... 15 Hall Brothers ......................................... 10 International Paragliding/Pro-Design .... .40 Mojo's Gear ........................................... 15 Rocky Mountain Paragliding ................ .47 Sky Bee .................................................... 7 Sport Aviation Publications .................... 13 Sup'Air .................................................. .41 Super Fly, Inc ........................ 2,Back Cover Thermal Tracker .................................... 31 Torrey Pines Gliderport .................... 10,33 USHGA ................................. 5,8, 11,42,47 Wills Wing ............................................. 33

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