USHGA Paragliding Vol12/Iss12 December 2001

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challenging yourself... finding your way ...

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

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~ GI N SUPER FLY, INL · EXCLUSIVE NORTH AMERICANl~1PORTER/Dl5TRIBUTOR · [BOlJ 255-9595 · info@4superfly.com · www.4superfly.c:. : _'--om · -'-55:_::2_W _.8__3_60__5_.

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AIR..milMAIL

1.!SHGA REPORTS

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Cl!"ASSIF-IED ADVERTISING ~

INCID, ~ RIPORTS

COVER: Jeff Clemenson and a hang glider above launch at Dog Mountain, Morton, Washington. Photo by Ancil Nance. See photo gallery on page 39.

D ECEMBE R

2 001

3

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

Jayne Depanfilis1 CEO, jayne@ushga.org Jeff Elgart, Advertising, jeff@ushga.org Sandra Hewitt, Member Services, sandra@ushga.org Natalie Hinsley, Member Seivices, natalie@ushga.org USHGA Officers and Executive Committee: Jim Zeiset, President, jimxgreen@aol.com Mark Ferguson, Vice President mark@ballvarlos.com Russ lqcke, Secretary1russ/ocke@Juno.com Bill Bolosky, Treasurer, bolosky@mlcrosoft.com REGION 1: BIii Bolosky, Mark Forbes. REGION 2: Jamie Shelden, Ray Leonard, Scott Gasparian. REGION 3: David Jebb, John Greynald, Gregg Lawless. REGION 4: Mark Ferguson, Jim Zeiset. REGION 5: Frank Gillette.

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

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

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

The States Hang Gliding Association is an air sports organization affiliated with the National Aeronautic Association (NM) which is the official representative of the Federation Aeronautique Internationale (FAI), of.the world governing body for sport aviation. The NM, which represents the U.S. at FAI mf)etings, 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 paragl !ding methods and safety. Contributions are we!• come. Anyone is invited to contribute articles, photos and ii lu:,trations concerning paragliding activities. JI 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 con. tributions where necessary. The Association and publi· cation 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· 736;3, fax (949) 888-7464, e-mail: GllDodgen@aol.com, The USHGA ls a member-controlled sport organization dedicated to the exploration and promotion of all facets of unpowered ultralight flight, and to the education, training ani:I safety of its rnembersh ip. Membership is open to ;l.nyone Interested In this r~alrn 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.). Chilnges of address shouktbe sent six weeks in advance, including name, USHGA number, previous and new address, and a.mailing label from a recent issue.

P,\RAGLIDING (ISSN 1089·1846) is published monthly by the United States Mang 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 ma Iii ng offices.

POSTM,\STER: SEND CHANGE OF ADDRESS TO: PARAGLIDING, P.O. BOX 1330, Colorado Springs, CO

80901-1330.

DECEMBER

2001

VOLUME

PAT PAGE COMMENTS Dear Editor, This is in response to the question from Len Bedaw ("Airmail," Sept. 2001) about why the elevator control on Pat Page's sailplane was not functional, leading to Pat's demise right after takeoff.

There is strong relevance here to hang gliding and paragliding, so please read on.

With most sailplanes built more than 10 years ago there are several manual hookups on the critical controls and structural components, as there are on every hang glider and paraglider! If these hookups are overlooked or incomplete, the attendant control surface won't work, or structural integrity will be compromised. For a sailplane, the absolute worst case is usually the elevator, because, without that, you will almost certainly end up diving into the ground right after the tow plane yanks you off the ground. There is usually only one outcome.

Pat Page was immersed in hang gliding for 15 years. While working in the industry he would often assemble and disassemble 10 gliders per day. He was very experienced and very careful - many would say obsessive. So, what happened?

Well, a combination of factors was involved, as always. There was certainly time pressure when he assembled his ship that morning. Nevertheless, Pat insisted on a final "positive control check" right before flight. This involves a helper who holds each control surface rigidly while the pilot makes certain that the control stick is positively connected to all surfaces.

This must really make us all stop and think hard! Here we had a highly experienced pilot, a passionate advocate of safety, top-class equipment, and no weather factors. How could this happen? It's not certain if the elevator control disconnected itself during takeoff or if it was never connected. After the crash it was found to be disconnected. The favorite theory is that, despite a "positive control check," the elevator was actually never hooked up.

Subsequent analysis identified a way that the illusion of a connected elevator could occur! Worse yet, over the past 20 years, several other pilots have died or been seri-

12, ISSUE #12

ously hurt from exactly the same failure mode on the same make and model of sailplane. (Pat knew this last fact, and it made him properly cautious. But he did not know of the "illusion" phenomenon.)

Here's what all pilots can take away from this: 1) Automatic and foolproof critical assemblies are always highly preferable.

Upgrading older (manual) equipment can save lives!

2) Mistakes can happen in the very best of circumstances. They can happen to any of us, at any time.

3) Know what is absolutely critical and double-check it - absolutely!

4) Work hard to find ways that failures can occur in your equipment, and always avoid complacency with the attitude, "I am going to find a failure today!" I think Andy Grove of Intel once said, "Only the paranoid survive."

5) Share all knowledge on root causes of accidents so that others may avoid paying the ultimate price. Search out every bit of information available about your particular equipment.

6) Use "aids" where they might help.

Checklists and "remove before flight" banners are absolutely ingrained in military and commercial pilots, because they have saved countless lives.

The tragedy of Pat's loss may have some meaning if we all genuinely redouble our efforts and attitudes as noted above. Force it on yourself and your friends!

If anyone would like a deeper understanding of sailplane technicalities, just drop me an e-mail. And, by the way, the "Pat Page Memorial Fund" is still accepting contributions: Account 0049 6389 5183, Bank Of America, I 646, Highway 395, Minden, Nevada 89423.

Len Bedaw also suggested some kind of memorial in the spirit of learning.

What a wonderful sentiment. I will follow up on that.

Jim Herd JLHerd@home.com Pleasanton, CA

PARAGLIDING

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RELEASE, WAIVER AND ASSUMPTION OF RISK AGREEMENT In consideration of the benefits to be derived from membership in the USHGA, (Pilo~ and the parent or legal guardian of Pilotif Pilotis a minor, for themselves, their personal representatives, heirs, executors, next of kin, spouses, minor children and assigns, do agree as follows: A. DEFINITIONS - The following definitions apply to terms used in this Agreement I. "PARTICIPATION IN THE SPORT' means launching (and/or assisting another in launching), flying (whether as pilot in command or otherwise) and/or landing (including, but not limited to, crashing) a hang glider or paraglider.

2. "SPORTS INJURIES' means personal injury, bodily injury, death, property damage and/or any other personal or financial injury sustained by 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'sparents or legal guardians, as a result of Pilot's PARTICIPATION IN THE SPORTand/or as a result of the administration of any USHGA programs. l "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 person(s) sponsoring and/or participating in the administration of Pi/ot'sproficiency 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; D Ali persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where Pilot PARTICIPATES IN THE SPORT "All persons involved" 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 PARTICIPATION IN THE SPORT. B. I FOREVER RELEASE AND DISCHARGE the REI.EASED PARTIESfrom any and all liabilities, claims, demands, or causes of action that I may hereafter have for SPORTS INJURIES, however caused, even if caused by the negligence (whether active or passive) of any of the RELEASED PARTIES, to the fullest extent allowed by law.

C. I WILL NOT SUE OR MAKE A CLAIM against any of the RELEASED PARTIESfor loss or damage on account of SPORTS INJURIES. If 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 AGREE THAT this AGREEMENT shall be governed by and construed in accordance with the laws of the State of California.

All disputes and matters whatsoever arising under, in connection with or incident to this Agreement shall be litigated, if at 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. SEVERABLIUTY. If any part, article, paragraph, sentence or clause of this Agreement is not enforceable, the affected provision shall be curtailed and limited only to the extent necessary to bring it within the requirements of the law, and the remainder of the Agreement shall continue in full force and effect.

F. I REPRESENT THAT Pilotis at least 18 years of age, or, that I am the parent or legal guardian of Pilot and am making this agreement on behalf of myself and Pilot. If 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 event that Pilot suffers SPORTS INJURIESas a result of Pilot's PARTICIPATION IN THE SPORT, even if caused in whole or in part by the negligence (whether active or passive) of any of the RELEASED PARTIES.

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

__ ____,/__ ...,

Adult Pilot's Jifnature

Date

Jftnature ofPilot's Parent or !.epl tiUJrdian iffilot under 18years ofap.

Date

MMR 12-97

1 Lb

I

SHIPPING in the USA Up to 2 lbs add 5.00 3 - 4 lbs add 6.00 5 - 6 lbs add 6.50 lnt'l-email us for cost.

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USHGA PO Box 1330 Colorado Spring: co 80901-1330 1-800-616-6888 www.ushga.org

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D ECE MB E R 2001

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A 7

'"UPDA1

JI! ··. .

BLUEYE FLYING GOGGLES

VISION QUEST PRODUCTIONS

lytec USA is pleased to announce the addition of Blueye Goggles, state-ofthe art eye protection, to their flight products line. Blueye Goggles are the ultimate wraparound eye guard for air and extreme sports, and they look cool too! Their refined contours combine the innovative "vac-u-air flow system" with sensational form to deliver an exceptional sporting accessory. The frames are made from soft Santoprene which provides a rugged and comfortable fit. The lenses are made of impact-resistant polycarbonate, treated with FX2 anti-fog coating providing excellent eye safety, fog-free vision, and 100% UVA and UVB protection.

Features include: • Impact-resistant Polycarbonate lens 100% UVA and UVB protection • Interchangeable and replaceable lenses • Anti-fog coating to the inside of the lens • Soft sancoprene rubber frame, aerodynamically shaped to provide flexibility and comfort while sealing the eye area from wind, dust and snow • Small, circular perforations within the frame to allow air circulation to prevent fogging • Adjustable clip and elastic strap for comfort and safety • Unrestricted peripheral vision • Every pair of goggles comes with one extra lens • Available lens colors: blue/clear, smoke, yellow, rose, mirror • Low-profile design allows goggles to be easily worn under full-face helmets • Ideal for hang gliding, paragliding and ultralight flying

WEBSITE

F

For more information on Blueye Goggles please call your authorized Flytec dealer or con tact: Flytec USA, 1-800-6622449, or (352) 429-8600, fax (352) 4298611, info@flytec.com.

500 West Blueridge Ave, Orange CA 92865, USA ph: 714.998.6359 fax: 714.998.0647

"\ 7i.sion Quest Productions is proud to V announce the arrival of their new website (www.jhvisionquest.wyoming.com).

They are a multimedia production company specializing in adventure sports, with a focus on paragliding. They have some pretty amazing paragliding videos, and be sure to check the team pages for the best flying of all (the aerobatics will blow your mind).

Documenting the sport is what they do best, so please register with Vision Quest and inform them about you and your flying sites.

The Jackson Hole Paragliding Team has many plans for the future: touring the United States with a boat-tow system, flying in competitions, doing aerobatics demos, and offering instruction and tandems.

Jackson Hole, Wyoming offers the most incredible, scenic flying in the country, and they have sites for every wind direction. The Jackson Hole aerial tram takes pilots up 4,100 vertical feet.

Boat/truck cowing operations are available, and if you are a pilot of any skill level they have something to offer: basic instruction, advanced instruction, maneuvers clinics, or free flying with great people. It is a very paraglider-friendly community, and the local club has more than 100 members.

Contact: Demian McConnell, www.jhvisionquest.wyoming.com, visionquest@wyoming.com.

GARMIN MAP 76 AND GPS V armin International, the leading manufacturer of navigation electronics, is pleased to announce two new handheld GPS units: the Map 76 and the GPS V The GPS MAP 76 is designed to provide precise GPS positioning using correction data obtained from the Wide Area Augmentation System. This unit features a built-in quad helix antenna for superior reception and can provide position accuracy to less than three meters. The GPS MAP 76 comes with a built-in basemap of cities, coastlines, lakes, rivers, state highways, interstates, and interstate exit

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PARAGLIDING

Fly Different

Enhanced Features: 126-hour barograph. User programable tones, including selectable audio exicement levels.

FlyChart 4.32.12 software CD and PC interface cable.

FlyTEC 352,429,8600 • 800,662,2449 • www.flytec.com

•

www.rno1osgear.corn \;! 1

for a TEXAS sized Holida'j I From NOW until 12/15/2001 take 1006 off any order at mojosgear.com totaling• ~ over $50.• To get your discount, place your order on the web and include this ~ecial item#: G121501. 'lhe ~stem will caJculate your quali~ing disoount1

('mamum discount $250 pe,- order. Disa:,..-.to,y available rorordersplaced ata.r secure or6'1ewebsi~. We reserve he ~ht t> stop Nu• earfyl l getstoo intense!)

M:ljos Gear Ltd., Co, 1475 CR 220, Tow, Texas 78672 or call (800) 664-1160

information. This unit is also equipped with additional memory totaling eight megabytes. The added memory allows the Map 76 to accept downloaded map data from Garmin's entire line of MapSource CD-RO Ms. An extra-large display measuring 1.6" W x 2.2" H gives users a clear view of information, while a waterproof case means the GPS MAP 76 will keep working well even if it's been submerged in water.

Even more amazing, this unit will actually float if accidentally dropped in the water.

Some noteworthy features of the Map 76 are:

• •

• • • • •

•

WAAS-enabled 12-parallel-channel receiver Built-in basemap of North and South America 1.6" W x 2.2" H display (180 x 240 pixels) Up to 16-hour battery life using 2AA Permanent user data srorage (no memory batteries required) 500 user waypoints Automatic 3,000-point track log Submersible construction Size: 2.7" W x 6.2" H x 1.2" D Eight megabytes of internal memory Ability to download additional information from MapSource line of CD-RO Ms Celestial and tide tables

The GPS V incorporates the same userfriendly design, two-way display, functionality and portability as the GPS III Plus, but it also boasts longer battery life, higher screen resolution, better accuracy, more internal memory, and superior navigation capability for pilots and retrieval drivers. In addition to the features found in the very popular GPS III+ and 12 Map, the GPS V provides turn-by-turn routing information and significantly enhanced map upload capability. The GPS V will provide drivers with audible alerts when they are approaching necessary turns or their final destination, thereby taking away almost all the guesswork of getting around in unfamiliar terrain. Routes can be programmed using the built-in basemap on the GPS V or by downloading map data from select MapSource products.

10

Some noteworthy features of the GPS Vare: • • • • • • • • •

• •

Route generation for turn-by-turn navigation Audible turn and destination alerts North and South America basemaps 19 MB of internal memory for detailed maps Dedicated "find" button for address and locations WAAS capability for better accuracy High-contrast display (160 x 256 pixels) Backlit display and keypad Compact, lightweight design: weighs just nine oz.

Waterproof construction to IPX 7 standards Up to 25 hours typical use on four AA batteries Stores up to 500 waypoints

The GPS V, with its enhanced memory and turn-by-turn routing, will prove ideal for retrieval vehicles, and the MAP 76, with its larger display and enhanced memory, will prove to be popular with X-C pilots. The MAP 76 and the GPS V are both compatible with the Flytec 4030XL, and the MAP 76 will be compatible with Flytec USA's new next-generation instrument pod. For more information on these exciting new GPS units as well as the complete Garmin recreation, marine and aviation line contact: Flytec USA, 1-800-6622449, or (352) 429-8600, fax (352) 4298611, info@flytec.com.

THE MICHAEL CHAMPLIN WORLD X-C CHALLENGE ere are the final results for the 2000 Michael Champlin World X-C Challenge. Pilots still have until February 1, 2002 to submit their scores for the 2001 contest.

There are no entry fees or pre-registration requirements. The Challenge is open to paragliders, hang gliders, rigid wings and sailplanes. For more details visit the contest's Web sire at http://www.hanggliding.org or contact: John Scott (310) 447-6234, fax (310) 447623 7, bretronwoods@email.msn.com.

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PARAGLIDING

# Pilot

1 Ric Niehaus 2 Mark Poustinchian

Wing Flex Wing Flex Wing-

* Pete Lehmann

Rigid Wing Single Surface

3 Davis Straub 4 Dave Sharp 5 Greg Dinauer 6 Kevin Frost 7 John Greynald 8 Armand Acchione 9 Bill Belcourt 10 Tom Nejame 11 Tom Truax 12 Ken Kenzie 13 Kurr Ziegler 14 Deane Williams 15 Russ Brown 16 Mike Degroff

Rigid Wing Rigid Wing Rigid Wing Rigid Wing Flex Wing Flex Wing

Score

5213.72 5004.19 4969.24 4675.42 4631.12 4367 4119

Paraglider

3537 3207 3194.58

Rigid Wing Paraglider Flex Wing Flex Wing

3049.5 2987.83 2942 2846.14

Rigid Wing Rigid Wing

2809.76 2366.64 2211.8

Flex Wing

17 Ramy Yanetz 18 Mark Grubbs

Sp Rigid Wing

19 John Scott 20 Mike Ziaskas

Flex Wing Flex Wing-

1752

21 Dean Funk

Rigid Wing Flex Wing Rigid Wing

1578 1438.61

22 Steve Rudy 23 Rita Edris 24 Vincent Endter 25 Harry Sudwischer 26 Tim Mcintyre 27 Erich S.L. Richey 28 Peter Birren 29 Wayne Michelsen

Rigid Wing Flex Wing Rigid Wing Flex Wing Flex Wing Flex Wing

2200 1932 1780.4

1055 559 527.92 361

30 Scott Smith 31 Mike Christian

Flex Wing Flex Wing Flex Wing

353.32 336 326 291.93 276

32 Lori Allen 33 Nancy Smith

Flex Wing Flex Wing

209.4 160

34 Larry Snyder

Flex Wing

142

35 Michael Miller

Flex Wing Flex Wing

60

36 James Asher

50

DAVID FRANK EARNS THIRD DIAMOND SAFE PILOT AWARD he USHGA would like to congratulate David Frank of Ketchum, Idaho for his achievement oflogging more than 3,000 consecutive safe flights, earning him the Third Diamond Safe Pilot Award. Frank earned this award back in August, 2001.

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AIRPLAY NEWS

I\ irplay has stocked up on Loft .r\Jnstrument Flight Decks, which are perfect for mounting a GPS, vario, cell DECEMBER

2001

phone, CD player, radio, etc. A handy map case and an integral hook-knife are included for $99 plus shipping.

The Windtech Serak has received DHV 1-2 certification in all sizes and has now been reviewed in Germany and France as the best in its class. Visit www.paraglide.com for more information. As with all Windtech gliders, the Serak is perfectly constructed and has exceptional handling. Airplay has a complete stock of gliders in all colors. Contact your dealer or Airplay for more information. Kari Castle used the Serak to help her win the U.S. Nationals, and a complete review of this exceptional glider is in the works. Dixon White comments, "This is my all-time favorite glider! I'm getting everything: speed, glide, security and awesome handling."

Contact: Airplay, dixon@paraglide.com, (928) 526-4579.

SUPER FLY/GIN GLIDERS OASIS uper Fly is proud to announce that the Gin Gliders Oasis has been certified in the DHV 1-2 category. The long-awaited Oasis brings Gin's proven competition technology to the widest range of pilots.

Gin's new state-of-the-art design program has made it possible to design a glider with a high-tech airfoil which consists of23 different profiles along the span of the glider.

The optimized nose shape and planform allow for flatter turns at a lower speed with less G-force. The long, progressive brake pressures and travel are tuned to be responsive yet forgiving.

All this makes for a glider that will make your life and flying easy. The Oasis has efficient turning characteristics and is stable and smooth, even when the air is not. It has excellent glide performance and a great sink rate, and is user-friendly, allowing easy launches in any flying conditions.

The Oasis is designed for talented beginner pilots or experienced pilots who want maximum security and performance in a DHV 1-2 glider.

For more information, technical specifications and photos, please visit www.4superfly.com and dick on "news."

S

SHGA MERC

NOISE ORDER FORM

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VIDEOS All our videos are in USANHS NTSC format only. *SPEED TO FLY World tour instructional video on XC flying techniques & tips. (70 min).......... 1/b tcGROUND HANDLING & The Ari of Kiting Instructional. Learn techniques & tips. (44 min) ...... 1/b *A HIGHER CALLING Superb paragliding XC adventure in Nepal. Excellent editing. (45min) .. 1/b *THE PERFECT MOUNTAIN Spans the globe in search for the quintessential site. (44 min) ... 1/b *BALI HIGH An exotic PG adventure on the island of Bali, Indonesia. (38 min) ...................... 1/b *WEATHER TO FLY Dixon White educates us on this very important subject. (50 min) ........... 1/b *TO FLY: DISCOVER HANG GLIDING TODAY Special promotional video. (10 min) ................ 1/b STARTING PARAGLIDING Covers the basics of your first flights. (30min) ................................. 1/b MASTERS AT CLOUDBASE A paragliding music video, set to hard hitting music. (20 min) ....... 1/b FLY HARD Rob Whittal & C. Santacroce paraglide the westcoast. Rock soundtrack. (36 min) .... 1/b PG: THE MOVIE Owen's Valley world competition. Hot action, rockin' soundtrack. (40 min) ....... 1/b CLOUDBASE PARAGLIDING Great intro. video. Meet the hot pilots, fly the hot sites. (36 min).1/b

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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 DEC. 31: The Michael Champlin WorldX-C Challenge. No entry fees or pre-registration requirements. Open to paragliders, hang gliders, rigid wings and sailplanes. For more details visit the contest's Web site at http://www.hanggliding.org or contact: John Scott (310) 447-6234, fax (310) 447-6237, brettonwoods@email.msn.com.

JAN. 28-FEB. 2, 2002: Millennium Cup Sol 2002 (paragliding). FEB. 4-9, 2002: Millennium Cup Sol 2002 (hang gliding). El Pefion, Valle de Bravo, Mexico. Prizes: $3,000 USD and trophies. Contact: Erick Salgado, tel: Ol l-00-52-726-20048, fax: 0 l l-00-52726-23279, eneva67@hotmail.com.

APRIL 12-14, 2002: Torrey Pines Hang Gliding and Paragliding Air Races, featuring the world's fastest hang glider and paraglider pilots. Held at world-famous Torrey Pines Gliderport. All categories of Serial and Open Classes will compete. Entry fee for three days is $150. APRIL 10-14, 2002: Torrey Pines

Hang Glider And Paraglider Manufacturer's Exhibition. Manufacturers showcase the world's newest and most complete lines of hang gliding and paragliding gear. Open to the general public. JULY 6-7, 2002: Torrey

Pines Paragliding And Hang Gliding Costume Fly-In. California's most extreme, fun costume fly-in. Dress up your paraglider and fly free.

Games, contests and prizes for the most outrageous and original flying costumes. All pilots welcome to camp overnight on the property.

Saturday night cookout and parry for all attendees. Media and filming bluffs welcome.

Contact: David Jebb, Director of Operations, Torrey Pines Gliderport, Air California Adventure, Inc., D&M Distributing, LLC, 1858-ZULU (9858), Toll Free: 1-877-FLYTEAM (359-8326), www.flytorrey.com.

CLINICS/MEETINGS/TOURS APRIL 13-14, 2002: ITP with Dixon White.

Comprehensive Instructor Training Program for first-time instructors and recertification.

Flagstaff, AZ. APRIL 15: Tandem Clinic for T3 ratingwith Dixon White. Contact: dixon@paraglide.com,www.paraglide.com, (928) 526-4579.

DECEMBER

2001

THROUGH OCT. 2002: Dixon's Airplay Washington, a.k.a. the "Ranch" (near Wenatchee) will reopen April 20 for the summer season through October. Specializing in new pilot instruction. Each instructor works with only one or two new students. Excellence in instruction with complete training in weather, flight dynamics, kiting and much more. Learn at a private flight park, no crowds, perfect grassy slopes, drive-up 360° launches from 20 to 1,800 feet. Limited weekday and weekend space available. Make reservations early. Complete paragliding store and service center. Contact: dixon@paraglide.com, www.paraglide.com, (928) 526-4579.

THROUGH DEC. 2002: Dixon's Airplay Arizona open all year (near Flagstaff).

Specializing in new pilot instruction. Start out right with thorough training in meteorology, kiting, flight dynamics and much more. Only one or two new students per instructor. Wideopen, 360° drive-up launch sites from 20 to 1,200 feet. Limited weekday and weekend space available. Make reservations early.

Complete paragliding store and service center.

Contact: dixon@paraglide.com, www.paraglide.com, (928) 526-4579.

THURSDAYS: Torrey Pines Gliderport paragliding talk show on Internet radio, airing weekly on wsradio, Thursdays from 5:00 to 7:00 PM. Hosted by Gabriel and David Jebb, open to a worldwide audience. Call in toll-free at 1-800-327-0061 (U.S. and Canada) or 1760-476-4111 for the world audience. Surf to www.wsRadio.ws and click under the "live" section. Contact: David Jebb, Director of Operations, 2800 Torrey Pines Scenic Drive, San Diego, CA 92037, (858) 452-ZULU (9858), www.flytorrey.com UNTIL MARCH/APRIL 2002: Jackson Hole

Paragliding presents "Texas Towing, From Tandems to Tumbles. "Join the Wyoming Cowboys as they head south for maneuvers training courses designed for pilots of all ability levels. Progress at your own pace. Improve your skills and gain confidence in a safe and fun atmosphere. Features Pro-Tow Aerobatics Contest Champions Ranyon D'Arge and Matt Combs. Call now ro reserve space: Scott Harris, (307) 690-TRAM (8726), www.jacksonholeparagliding.com.

JAN. 2002: Parasoft Paragliding School soaring trips to Iguala, Mexico, since 1992. Pilots are picked up at the Mexico City Airport. P2's and P3's guided by a bilingual pilot to some of central Mexico's mountain sites with drive-up

Continued on page 38.

diagnose the problem in time, and gently

5) Comfort in motion. Flying is actually a

meditation. Do you feel in control (most of the person from continuing the Who S ould Fly? discourage the time!) when you ski, snowboard, kayak, personal risk. I don't have rules for this. The

by Peter Reagan hen I was six, not long after she taught me to swim, my mom posed a challenge for me that she might have lived to regret (she never told me). We spent summers in a cabin on a creek in the Adirondacks. It had been in the family for years. The creek was beautiful, fairly slow, shallow, full of rounded rocks with no really obvious channel, and maybe 60 feet wide. She explained that it was good to practice agility by striding down the creek from rock to rock for hundreds of yards without getting one's feet (or hair, for that matter) wet.

She didn't realize that 15 short years later I'd be climbing vertical walls of ice on Denali, or that my feet were destined to be used and abused as landing gear. As we learn to fly we make a lot of mistakes and learn from them. Agility and coordination, as well as good conditioning, give us some margin to partially compensate for a lack of experience. That means that agile athletes require less luck to survive their training. It also implies that foot-launched flight, while it is quite forgiving, is a lot safer for some than for others.

In three accidents reported from last summer's flying season, questions were raised by local instructors as to whether the victims were really physically and mentally qualified for foot-launched flight with current technology. This raises a very difficult and sensitive issue. The last thing I or anyone else wants to do is discourage a person from flying. But without going into the details of the events, each of which involved compromised athletic performance, I think the issue of who might perhaps consider deciding not to fly should be looked at by the flying community.

Instructors have already been struggling with this. One of the three was a poorly conditioned, heavy tandem passenger, and the other two were felt to have had prior, avoidable, narrow escapes during training.

Instructors for the rated pilots had prescribed extra instruction in kiting, launching and landing, and at least one pilot had voiced his own misgivings about his abilities. All three suffered significant injuries in relatively benign situations.

Instructors and flying companions wonder if they could have done anything to

14

best response will be very individual. But in this column I would like to address the question from a subjective point of view.

How can I tell personally if I have what it takes to be a good pilot?

The following is a partial list of characteristics that make a person better qualified to fly. Some of these can be improved by training but some are innate. Ultimately, with experience, a pilot will need to rely somewhat less frequently on these abilities as his skill increases.

1) Levelheadedness. Each of us has a unique temperament and this seems to be largely hard-wired, and believe it or not, genetically inherited. Some people will try anything, no matter how terrifying. Others panic while walking up a gentle hill. Some people will continue to think fast and critically during all the seconds they have. This latter characteristic was popularized in the book, The Right Stuff.The safest pilots combine an even temper and confidence, with a realistic appreciation of the risks.

2) Critical spatial thinking. This one is a little harder for the individual to evaluate.

It's important though, and I recommend thinking about it. How well do you conceptualize how the glider works and what the air is doing? Getting this wrong can be disastrous. One can learn a lot about how the air feels, but having a fairly accurate mental image matters a lot. A lot of this is learned, but some people have a lot more trouble than others learning it.

3) Good physical condition. This one is under your control and can be attained with about eight weeks of training if you are not now in good shape. As a rough guideline, can you run a 10-minute mile?

Body weight itself has a more complex relation to safety than conditioning. There are very large people who fly safely, and thin ones who don't.

4) Agility. Contrary to my mom's concern, this one is largely innate, though practice does help some. I think my mom's training program is a good way to judge one's ability, however. Picture running down a stream on rounded rocks scattered unevenly two to three feet apart. Picture jumping down from three or four feet, or climbing a tree. Or how about team sports?

Have you been average or better at one of them? If these questions worry you, I'd think twice about foot-launched flight.

skate, glissade, wakeboard, skateboard, mountain bike, toboggan, surf, etc.? Flying is a lot like sliding.

This list is not exhaustive. For example, intermediate syndrome, or for that matter substance abuse, though both correctable in principle, can make an otherwise very competent pilot into an accident waiting to happen.

Some pilots can realistically assess their own special challenges and are careful to limit their flying to very forgiving settings and conditions. This can improve the margin of an otherwise athletically compromised pilot, if he is careful to stick to training hill rules. Seek out even, unobstructed, grassy launches with large, level, soft or sandy landing zones in stable morning or evening conditions. Launch in upslope winds under 10 mph and maintain a lot of ground clearance. You will soar less than some of your flying buddies, but you will get a lot of very scenic airtime and a lot less time in the hospital.

Most pilots at increased risk are actually recognized by their instructors or companions. If you have misgivings about yourself, I think it's appropriate to ask for candid comments from others. These conversations can be awkward for both participants but can often clarify a decision for a pilot who has misgivings.

To summarize, you don't have to be a star athlete to be an excellent and safe footlaunched pilot. This pastime is well within reach for very average recreationalists. But I believe there are occasional people for whom the risks are significantly greater, and I think it's reasonable for them to reassess their participation.

We at USHGA really appreciate the accident reporting we have gotten in the last year since the online form became available. Accidents are hard to report. At best they are very embarrassing. You readers are lucky that my friends twist my arm to report my own mishaps. Accidents often make it harder to write for a while. It's also difficult to figure out what happened immediately after the event. But the benefits of reporting are really big and we are already reaping them. Our accident and fatality rates are down substantially. We are creating a culture of safety that will enhance our ability to explore the air and all of its fascinating nuances. 1111 PARAGLIDING

The USHGA Instructor Program Explained

by Paul Voight s a Regional Director and regular Board meeting attendee for the last 12 or so years, I have witnessed and, at times, been a part of the evolution of the USHGA Instructor Training Program (ITP, formerly ICP). I also happen to be an ITP Administrator.

The program has evolved to a point now where I believe it won't undergo many (any?) more changes in the near future. Therefore, this article should help explain how it now works, and clear up any confusion or misconceptions that may be lurking out there (and things should run smoothly for a while). The notion that it is too hard to become an instructor is, in my opinion, inaccurate.

Starting at the beginning, if you are an intermediate pilot or higher, and you want to get certified as a Basic Instructor, you need to attend a clinic. (I'll cover Advanced Instructors later.) Clinics are often listed in the calendar of events. The office also knows when and where they are occurring because a form from the Regional Director to the office is supposed to precede any clinic that is planned. If you can't find a convenient clinic, plan B is to rustle up a few other people interested in certification or recertification (these clinics can be run concurrently), and then hire one of the people on the ITP Administrator list to run a clinic in your area (possibly in conjunction with a local hang gliding/paragliding shop). Administrators don't generally run clinics unless asked, so waiting for a clinic to cosmically come to your area won't work. If you want one, make it happen (or get one to happen somewhere you would like to visit).

Next, there are a number of required tasks that need to be accomplished before a candidate passes a clinic. First, you need to get a basic first-aid card. Call the local Red Cross phone number and attend the next (half-day) class. Second, you need to apprentice under (at least one) already certified instructor. A checklist of the tasks to be apprenticed needs to be signed off item by item. While both of these steps were designed as "prerequisites," they can be accomplished after the clinic (in a

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2001

timely manner), at the discretion of the Administrator.

At the actual clinic, you will need to make some presentations, watch and critique other presentations, as well as benefit from any presentations made by the Administrator. In addition, you will be exposed to teaching risk management (the Robertson's Rules of Reliability charts and handbook), and take (and pass) the USHGA Instructor test. Last, but not least, you must take and pass the USHGA version of the FAA Fundamentals of Instruction (FOi) test. While designed as a prerequisite, the fact that the ITP Administrators (and Tandem Administrators) are the Administrators of this test, the reality is that it is often administered at the clinics.

The FAA home study book, with all ofthe questiom and answers, is available through the office and many airports. Ask for "the red FOI book." The background to adopting chis test is chat it relieves the Administrators from having to spend the one or two days needed to cover the material, allowing the clinics to be shorter and more focused on our specific sport instruction techniques.

Successful completion of these requirements, along with a $15 rating fee, will make you a certified Basic Instructor, which will enable you to teach the sport and issue Beginner and Novice ratings. The rating lasts three years, after which you need to attend a recertification clinic in order to become recertified.

The recommended length of a clinic is three days (two practical and one testing). A candidate (example: an instructor from another country) can, at the discretion of the Administrator, attend only the testing portion of a clinic, but he'd better be good! For recertification, two days are recommended (one clinic day and one testing day).

Now pay attention here, because here are the most recent changes (improvements) to the program.

You can only become an "Advanced Instructor" at your third clinic (second recertification). The only difference between Advanced and Basic Instructors is that Advanced Instructors can issue Intermediate and Advanced ratings in addition to Beginner and Novice ratings.

Once you attain an Advanced Instructor rating, you may no longer need to attend recertification clinics. Instead of receiving a "need to attend a recertification clinic" letter from the office, you will receive a "recertification form" which requires you to provide Continued on page 38.

Cooling S0111e Ther111al Superstitions copyright © 2001 by Peter Gra_)l illustrations by Harry Martin

\, '- !swear oy tractor cnerma1s, my friend Scott Rutledge, ace Chelan X-C pilot, said two years ago, "I just fly from tractor to tractor. Ir works every rime. " "Every rime?"

"Well, maybe nor every rime, bur .. ."

A few days later I had my longest opendistance Chelan flight to that dare, naturally, the day after the X-C Classic ended.

"Scott, I flew almost to Davenpon yesterday. Eighty-three miles, alone, and I didn't

16

use a smg1e tractor cnerma.1.

"Of course nor, silly." Scott scoffed, "Ir was Sunday and all the tractors were in their barns!"

SILLY RABBIT, WICKS ARE FOR CANDLES Scott has plenty of good company. The idea of "thermal triggers" is widely accepted, with several recent accounts in the USHGA magazines. My old friend and respected colleague, Dennis Pagen, wrote about them in

rus exceuem 1 ';J';J L. oooK, unaerstanaing me Sky. In "Bird Man," an April 2001 Paragliding article about famous instructor Dixon White, Tom Harpole wrote that thermals can be "released mechanically by something as small as a rabbit running through them." In "Thermals: Collectors, Wicks and Triggers" (December 2000 Paragliding, January 2001 Hang GlidiniJ, Will Gadd describes similar "active triggers," as well as passive ones such as ditches, hedges and power lines that supposedly "trip" thermals

PARAGLIDING

loose or "wick" rhem into rhe sky. After many lively discussions and lots of research and calculation, here's my conclusion: tractors, cars, gliders, animals, power lines and assorted objects on rhe ground are effective at breaking rhermals loose - just about as effective as rain dances are at producing rhunderscorms.

PHYSICS FOR FUN AND DISTANCE Why do I say this? For a sense of scale, let's start wirh a brief tour of rhe marh and physics. How big is a rhermal large enough for us to soar in? In rheory, rhe minimum practical turning radius for a hang glider is about 40 feet at stall speed and a 45-degree bank, and a paraglider can reduce rhat radius co about 22 feet. A steeper bank is rarely profitable, as it swaps a heavy sink rate coll for slight reductions in radius. In reality, a paraglider's inside wingtip in such a small turn would be far below stall speed. More realistic minimurn therma!ing radii are on rhe order of 40 feet for a paraglider and 60 feet for a hang glider. The best climb rates are typically found by circling at abour half the radius of rhe entire rhermal, and workable, small rhermals are usually at least five times railer rhan rheir diameters.

I've measured rhermaling circles wirh my GPS tracklog interval set at one second, map page at highest resolution, and have rarely found myself circling at smaller rhan a 200foot diameter in a hang glider.

For illustration, let's define a "small hang gliding rhermal" as being 200 feet in diameter and 1,000 feet tall, while a small paraglider-workable one is 140 feet by 700 feet.

(Note: I emphatically do not suggest rhar real rhermals are shaped like tennis ball cans, or rhar rhey have sharply defined edges.) Wirh DECEMBER

2001

rhar caveat, it can be enlightening to model them as simple cylinders. Using well-known values for air density, rhe paragliding rhermal, at sea level on a warm day, will have a mass of about 400 tons, while rhe hang gliding rhermal weighs 1,200 cons. (In my experience flying borh aircraft, rhe discrepancy in workable rhermal volume seems less rhan 3: 1, bur rhar's only a personal impression.)

A common, large thermal would be 1,000 feet in diameter and 10,000 feet tall.

That one has a mass of 300,000 tons. For comparison, a high-end nuclear aircraft carrier weighs some 91 ,000 tons. Toward rhe extreme but plausible end is a rhermal of 2,000 by 17,000 feet, weighing two million cons, equivalent co more rhan five Empire State Buildings. (Due co rhe net effects of pressure drop and cooling, such a rhermal would expand co about a 2,300-foot diameter at its top.) We can expect co encounter rhermals in a mass range of several thousand to more ti.ian 100,000 tons.

If these numbers sound, well, inflated, it's because we're accustomed co thinking of air as wispy, insubstantial scuff, partly because it is invisible. For another angle, compare a glider/pilot combo weighing 250 pounds, which I'll refer co as a Standard Glider (a medium-sized pilot on a high-performance hang glider, or a heavy pilot on a paraglider).

Under typical conditions, one SG weighs the same as a sphere of air 18 co 20 feet in diameter.

We all know that thermals, and weather in general, are solar-powered, bur what does this mean in practical terms? Air under atmospheric conditions obeys the Ideal Gas Laws of physics co a very close approximation, so estimating the energy requirements for lift production is a matter of looking up

standard values, converting units, and applying simple math, most of which I will spare the reader (for background and discussion, see http://www.ellrel.net/peterandlinda/thermal_physics.hrm).

Let's refer back co our Standard Glider.

To produce buoyancy co balance one SG, we must heat a volume of air by adding 8.2 million calories. Within a reasonable range, the volume is irrelevant. With the same energy input, we can get 250 pounds of buoyancy by raising rhe temperature of 314,000 cubic feet of air (one percent of a small hang gliding thermal) from 80° co 81.2° F, or by heating 3,245 cubic feet (the 18-foot-diameter sea-level SG equivalent) co 620° F. That example is for illustration, and I am not suggesting that every time the ground absorbs 8.2 million calories of sunlight, a usable thermal will be formed. Instead, this energy (when conducted co air) creates one SG's worth of buoyancy. If we could contain tb.e warm air in a perfectly insulated, weightless bag, it would be just enough to suspend one glider and pilot. In reality, we can only utilize a small fraction of a thermal's lifting power. On the other hand, in sufficiently unstable air, a relatively small amount of warm air could evolve into a thermal capable of lifting a larger load than the raw energy input would indicate. But without solar heating, such a good lapse rate cannot last for long. The essential point: 8.2 million calories is a bare minimum for simply balancing one glider and pilot.

How much solar energy might be available? At maximum, during June and July in rhe southwestern United States, about one kilowatt of sunlight per square meter reaches horiwntal ground at mid-day. At 3.6 million calories per kilowatt-hour, that translates co

17

14.6 billion calories per acre-hour. If we assume that half of this energy heats the overlying air rather than reflecting into space or conducting deep into the ground, one acre will produce 15 SG's of buoyancy per minute.

This raw buoyancy does not tell us how large or frequent the resulting thermals will be or how quickly they will ascend. To make such predictions would require a sophisticated fluid dynamics analysis beyond the scope of this article, but we can make some observations: • Each 3° C (5.4° F) temperature increase will expand a volume of air by one percent, making it one percent less dense than the surrounding air. For example, heating 3,000 tons of air by 6° C (10.8° F) will produce a modest-sized thermal (of, say, 230-foot diameter and 2,000-foot height) with 60 tons (480 SG's) of buoyancy. This requires four billion calories, roughly the output of one acre in a half-hour under ideal conditions.

• For the same temperature change, a larger thermal will have a higher buoyancy-todrag ratio and will therefore accelerate more quickly and reach a higher terminal velocity.

• For the same total buoyancy, a smaller, hotter thermal will have less drag than a bigger one, and will ascend faster.

In light of the physical dimensions of thermals, how could tiny objects such as tractors, gliders, or rabbits have any effect on them? Only if thermals are somehow stuck to the ground, yearning for the open sky, but

18

tethered like hot-air balloons. What kind of force could restrain a thermal with buoyancy if! the tens of tons? Dixon White, according fo "Bird Man," describes thermals in terms (of surface tension: " ... surface bubbles of warm air [that] eventually exceed their inherent ability to swell, then they burst and rise."

So does Gadd, who writes that rocks are " ... good wicks and passive triggers, as they tend to pierce the surface tension ... " In his book, Pagen implicitly accepts the surface tension idea by describing a thermal as "a bubble ... that remains on the ground for a period of time before it releases in a sudden rush."

BUBBLE THEORY Sorry to burst all these bubbles, but, surface tension is strictly a liquid phenomenon! It cannot occur within or between gasses. When I mention this, some people say, "Maybe it's not really surface tension, but it's something like surface tension." That's an unsatisfying explanation and it is quite an understatement. Water has relatively strong surface tension, but it cannot support a drop of condensation weighing more than about 0.15 gram, or 1/200 ounce. A force capable of holding down a thermal would need to be some 10,000 times stronger than the surface tension of water. Anyone who demonstrates the existence of such a novel effect can earn a slam-dunk Ph.D., if not a Nobel Prize, in physics. But research efforts are probably better spent in pursuit of cold fusion.

What supports the Bubble Model of thermals? First, the analogy of air or steam bubbles on the bottom of a heated pan of water is appealing because it occurs for similar reasons, it's neat and clear, and we can see it happen! Second, we want to explain the

cyclical nature of thermals. Discrete bubbles seem to behave the same way. As they grow, first they stick to the surface, then they pop loose and float upward. While a bubble is stuck to the pan, in unstable equilibrium, perhaps a tractor the size of a grain of salt could bump it loose.

A fundamental principle of science says that we should only look for novel explanations when established theory fails to explain a phenomenon. Surface tension between masses of air certainly qualifies as a novel hypothesis, previously unknown to science, so the burden of proof should be on those who propose it. On the other hand, can we explain our experience with thermals in terms of conventional fluid dynamics and thermodynamics?

While some thermal sources produce lift more or less continuously for hours at a stretch, most of them are periodic, with bursts oflift alternating with lulls. Something must hold the air close to the ground while it warms and gains buoyancy, but surface tension is not required. The more prosaic forces of time and inertia can do the job.

Let's look at two models in parallel sequences of snapshots. In the Bubble Model, pools of air form above thermal generators or collectors. The pools evolve into domes and then spheres of warm air that is trapped or stuck to the ground by surface tension. If a "triggering" object or event comes along, it can break loose the bubble, which will suddenly "bloop up into the atmosphere," according to "Bird Man." If tractors, rabbits and power lines are unavailable, the bubbles will "eventually exceed their inherent ability to swell, then they burst and rise."

In the Realistic Model, thermals are not so neatly defined. Air above heated ground PARAGLIDING

gradually warms, expands and begins to rise.

Meanwhile, it mixes to some extent with surrounding air, and it might be diluted by wind. As the air slowly rises, it forms an indistinct dome. Near the surface, cooler ambient air moves in to replace the rising air, and is in turn heated by the ground. This process continues in a gradually accelerating manner.

When the rising, fuzzy blob of air attains a sufficient vertical speed, the heated ground below it cannot produce warm air fast enough for a continuous supply. The incoming air also ventilates and cools the warm ground. At this point, which might be a few minutes to as long as 30 or so minutes after the beginning of the sequence, the thermal cycle ends, and we go back to Frame 1.

What provides this leisurely cycle time?

Remember that significant heating (in the 5°-10° F range) of a modest-sized thermal produces lifting power on the order of 30 to 60 tons. We can call this the thermal's absolute buoyancy. However, the same thermal's relative buoyancy, compared to an equal volume of surrounding air, is only one or two percent. If we hold a chunk of wood, waterlogged so that only two percent of it shows above water when it floats, on the bottom of a pool, it will rise slowly at first. The same applies to our several-thousand-ton thermal.

It's in no hurry. Here's one place where the bubble analogy falls apart. An air bubble in a pan of hot water has a relative buoyancy of about 78,000 percent! A far better, but more difficult to see, analogue is the warm water that forms actual thermals in a heated pan, visible against shiny metal in good light. That water makes indistinct, turbulent columns that climb far more slowly than the nearby frantic bubbles.

Consider Frame 3 in both sequences, and imagine that the heat is switched off by a dense cloud shadow. In the bubble model, the thermal will stick to the ground indefinitely if nothing triggers it. After all, the surface tension that holds it to the ground also isolates it from the surroundings, so it can only lose heat slowly through conduction. In the realistic model, the thermal will not wait around, but will lift off as a small, weak runt.

Sound familiar?

Other thermal behavior can also be explained without resorting to exotic surface tension theories. Yes, thermals tend to rise from sheltered bowls, but not because the air pools there or because thermals bump into tree lines or houses and are jostled into the sky, but because these so-called collectors are

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2001

sheltered from the mixing and cooling effects of wind. Ridges can perform the same function, on their lee and windward sides. A ridge or other high ground reliably generates lift, not because it wicks air skyward, but because it usually has faces that are more perpendicular to the sun than flat ground, it tends to be sparsely vegetated, and it is well drained and dry (more about the role of water later).

THE ROOTS OF MYTH With such weak (I would say non-existent) scientific support, why is the surface tension/bubble theory of thermals so popular?

The main reasons are: 1) Appealing Explanation for a Mysterious Phenomenon. We humans seek neat, clean mental models, and if the process in question is largely invisible, we are quick to invent something to hold in our imaginations. ('That thunderstorm came out of nowhere! There must be gods up there, throwing lightning bolts and waiting for us to ask for favors.")

2) Anthropocentrism. Humans have a natural inclination to see themselves at the center of the universe. Will Gadd writes, "How many times have you landed in a likely field only to watch someone else climb out above you?" The implication: "Since there was a thermal just after I landed, I must have caused it!' ("It rained after we danced, therefore ... ") 3) Sampling Bias. A pilot who believes in tractor thermals will fly from tractor to tractor, thus meeting more thermals that seem to come from tractors than if he believed in parking lots or yellow barns or pinto ponies. (We perform our most intense rain dances after we've been afflicted by a long drought. And what defines the end of a drought? Rain!)

4) Selective Memory. People tend to remember data that supports their conceptions and forget what doesn't. If you press someone who believes that flying low over a field can "release a thermal," you'll find a pilot who has landed plenty times after flying low over a field and triggering ... nothing! ("Sure, we danced last week and it hasn't rained yet, but we didn't dance hard enough.")

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5) Coincidence With Realiry. If a false theory

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leads one to correct decisions most of the time, it can be almost as good as an accurate undemanding. When other factors can produce similar results, it's easy to forget that correlation does not imply causation. This is a key element of a durable myth, so it is wonh exploring further with some examples.

CASE 1 Tractors stir up dust, so if a thermal lifts off nearby, the dust can help make it visible. If the dust lies on the ground in a long trail, we ignore that tracror and fly toward the next one. This gives us insight into a key role of the tractor. Since they move rather slowly, why wouldn't a parked tractor in a five-mph wind work just as well as a moving one? Or how about a barn in a light wind? Those also disturb the field of moving air. But the best tractors are the active ones, because they raise dust. If I have to choose between two equally attractive dry fields, one with a tractor, one without, I'll favor the tractor, not because I believe it will kick a thermal loose, but because it might provide useful information.

On the other hand, opting for a shaded field with a tracror instead of a sunnier one without can end a flight prematurely. Correctly understanding the benefits and limitations of tractors can sometimes tip the balance between a low save and an early landing.

CASE2 Ridges are usually good thermal producers, not because thermals stick to them and drip upward off their crests, but for the reasons previously noted. The problem with the ridge-wicking and dripping model is that if it's over-applied, it can lead us to misinterpret conditions where ridges are worse thermal generators than the surrounding flatlands. One common example is an east-west ridge late in the day, in a west wind. It no longer faces the sun as well as the flats, the wind ventilates and cools it, and we give up precious ground clearance by flying over a ridgeline rather than over the flats.

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CASE3 Pagen writes: "One site in Pennsylvania has a train that wends up the valley and releases thermals on schedule." Aside from the sampling bias and selective memory factors, real physical effects could also create the illusion that trains trigger thermals. Railroads are built in right-of-ways, cleared of vegetation,

on mounds of gravel, topped with dark-colored ties and steel rails. That's a decent thermal prospect with or without a train. In addition, the engines' waste heat could be a significant contribution. One freight engine can produce up to 4,000 horsepower. Assuming that the engines are one-third efficient and that the equivalent of two such engines are running at full power, they will produce 16,000 to 24,000 HP worth of heat (depending on how much work goes into lifting the train up a grade versus heating the surroundings through friction), or 716 million to 1,074 million calories per minute. This in turn equals 88 to 132 Standard Gliders per minute (and per mile if the train is doing 60 mph), or six to nine optimal acres worth of sunlight. Since a 100-foot-wide right-of-way amounts to 12 acres per mile, a mile-long train might (briefly!) increase the area's thermal output by 50 to 75 percent.

Can tractors also help us if they don't bump thermals loose from the ground? Not enough to bother with. Farm tracrors come in the range of about 100 to 400 horsepower.

Let's assume that an average one is 250 HP, and (generously) that it operates at 200 HP constant output. Because the engine and drive train are only about 25% efficient, such a tractor actually creates 800 horsepower worth of heat, so assume that all 36 million calories per minute go into heating the air. That's equivalent to about 0.3 acre in full sun. A typical field in eastern Washington covers one-quarter square mile (160 acres), so adding a tractor might increase the field's thermal output by one-fifth of one percent. This contribution could be more than balanced by the cooling effect of damp soil that the tractor rums over.

Returning to the anthropocentrism and selective memory angles, if we believe in thermal triggers, why do we imagine that they generally work in our favor? What would cause a tractor to bump a thermal loose just when we happen to need it, not a few minutes too early or late? And, if a trigger did release a thermal, wouldn't it be one that hadn't ripened to the point of bursting its surly bonds on its own? In other words, triggered thermals should be weaker than the ones that aren't so favored. As we've seen, it's all about energy, and human-scale vehicles or objects cannot contribute more than a minuscule fraction of the required heat. A freight train, possibly, but not a tractor, glider, or rabbit.

Psychology professor Gregory W. Lester

PARAGLIDING

explores the roots of myths in a fascinating article, "Why Bad Beliefs Don't Die" (Skeptical Inquirer, Nov./Dec. 2000, www.csicop.org/ si/2000-11 /beliefs.html).

Lester illustrates the crucial survival value of beliefs (conceptions of the world that do not rely on immediate sensory data), and he gives compelling reasons for resistance to changing our beliefs, even in the face of contradictory evidence.

HYDRO-POWERED LIFT: NEW MYTH IN THE MAKING? Pagen writes: "Ground that is moist after a rain is generally a poor producer of thermals because of the cooling effects of evaporation." Gadd writes: "Moist ground cover absorbs the sun's energy and uses it to evaporate water, a cooling process that kills thermals." Disputing this, Jim Palmieri (letter, April 2001 Hang Glidin:;y claims that water vapor is lighter than air, and is therefore good for creating lift. For example, a benefit of plowed versus flat fields is that the "furrows allow moisture to rise ... and then vaporize."

Then, "the heated water vapor will rise, not so much because it is warmer but because water has a low molecular weight and is less

dense than the rest of the atmosphere." In fact, water vapor has less than two-thirds the density of air. To equal the buoyancy of water vapor, we would need to heat an equal volume of air from 80° to 410° F! Sounds good, huh?

Ample flying experience indicates that Gadd and Pagen are right about this one, but why? The key is energy. Evaporating a quantity of water requires 300 times more energy than raising its temperature by one degree Fahrenheit. Remember that making 250 pounds of air buoyancy consumes 8.2 million calories. Using the same energy to evaporate water produces only 20.4 pounds of lift, which makes water vapor less than 1/12 as effective! Also, the higher heat capacity of water vapor means that more energy is needed to raise its temperature (and volume), so it is about 13% less effective than air for producing lift after it evaporates. Yes, humid air is somewhat more buoyant than dry air at the same temperature, but it only reaches the same temperature at a tremendous energy cost, energy that could have gone into far more efficient dry-air lift production. There's a good reason that sweating works so well.

I predict that the water-vapor-benefit notion will fail as a myth, despite its ostensible grounding in physics, because it doesn't meet the Coincidence with Reality test noted above. After a few blunders into territory that I had forgotten was assaulted by thunderstorms the previous day, I'm not inclined to make the same error on purpose. It's no coincidence that few world records are set in regions that get more than 10 to 15 inches of annual precipitation.

BETTER SOARING THROUGH PHYSICAL CHEMISTRY While no one needs a formal education in thermodynamics to fly cross-country, a basic sense of the interactions of air and energy can't hurt. I have already found that knowing about the sheer tonnage of thermals helps me understand how they are affected by time, wind and terrain. Most of our myths do not drastically cut our performance, or we would soon abandon them. However, a sharper sense of what to search for and what to ignore can make the difference when we're at unzip-the-harness altitude, desperately scratching for one more climb. I hope this article represents a step in that direction. II

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by Jim Zeiset, USHGA President hat series of events put me in the top leadership position of the volunteer group that makes up the Board of Directors of the United States Hang Gliding Association, and what am I going to do about it?

I'm guessing it all started back in 1986 when the Competition Committee was looking for someone to take on the responsibilities of World Team Leader for the 1987 World Team. This team would represent the U.S. in the World Championships in Switzerland. No one wanted the task, partly because the last team leader got beat up by a team member in Austria (actually, this may have happened in London). I volunteered on the premise that I would have control of the World Team funds and be allowed to carry a 45. Well, the 45 thing didn't get approved, but I did get control of the World Team funds. In the first team meeting I told the pilots that I was results oriented and had no time for whiners. I completed the travel arrangements for the Team, including entry fees, air transportation, housing and ground transportation. In addition, I provided representation for the Team at the daily teamleader briefings and defended and brought protests to the meet director on our behalf.

The whole thing went pretty well, even though we didn't come home with the gold.

I did it because no one else would, I could do it, I had the time and, yes, it was a chance to get some airtime in Switzerland.

The next project I took on for the

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USHGA was rectifying the financial collapse we suffered as a result of inept management of our operations in Pearblossom, California.

I felt that we were considerably handicapped by being headquartered in California, and pushed hard for a relocation to anywhere that was a right-to-work state. After interviewing the staff it became obvious that no one was willing to move to work for us halfway across the country. Perfect! I had uncovered an embezzlement scheme that the Executive Committee (dominated by Californians) refused to prosecute because of some leftist labor standards unique to California.

The Board of Directors evaluated a number of sites and eventually narrowed the choice to Boise, Idaho or Colorado Springs, Colorado. I, of course, was pushing for Colorado Springs and almost lost it to Boise because I pushed the BOD too hard.

Ultimately, the home of the United States Olympic Committee won out. With the help of several of my own employees, Liz Sharp, and a couple of rental vehicles, the move was completed. Next, a hiring committee was formed, and after many interviews an Executive Director was chosen. He pulled the whole mess together quite satisfactorily and I went back to my business.

Within five years the organization's leadership demands outstripped his capabilities and, as we were faced with financial ruin again, I returned to jump into the fray. The hiring committee was formed again, and again I allowed myself to be swayed from my ideal candidate. I wanted to have a strong business manager with the ability to pay attention to detail. I wanted someone with experience in a hang gliding business, a pilot, someone who understood my passion. The Executive Committee at the time would have none of it. They wanted a finger-crusher, shoulder-rubber, have-lunch-with-the-otherUSOC-ED's kinda guy. Believe it or not, I still had not learned that you don't make things happen just because you're right.

They hired the finger-crusher who wasn't sure if "hand glider" was one or two words, and I eventually supported it. He got us back on our financial feet and things rocked for about three years. I chink it was about the time that the Executive Committee abolished the Finance Committee and the Insurance Committee, placing those responsibilities on the back of our Executive Director, that he started checking out. One day he came to a

BOD meeting with an agenda item for an increase in dues. I was appalled because I was familiar with our budget from previous years of financial bailouts, but I had finally learned not to appear excited over it.

The BOD is made up of doers and watchers, and after 14 years I knew who the doers were. I gently lobbied the doers and convinced enough of them to send him a message: "Tighten the belt!" The dues increase was defeated. Ah, but that wasn't the end of it. Just before the next BOD meeting the Executive Director convinced the Executive Committee that things were so bad we would have to skip production of the magazine for a month. The Executive Committee summarily jumped the dues up five dollars without even consulting the Board of Directors. It is within their charter to take what they deem to be emergency action when the BOD is not in session. At the next BOD meeting the action was reported in the Executive Committee Report and I freaked. Jimmy the bulldog jumped up barking, and got knocked back in his seat by the gavel-wielding President, "Out of Order." He was right, and it was done and instituted. But I wasn't. I quietly went around to the doers and the watchers and lobbied for a new Executive Committee. At the end of the meeting elections were held, and a new Executive Committee was elected to the man.

The Executive Director stopped sending membership renewal notices because of problems associated with the implementation of the new database processes, and it was this kind of action that sowed the seeds of impending financial problems. The ED had been directed to update the old database software by the now relieved Executive Committee. He had contracted a pilot to write new software, paying him in advance for his services and then checking out when the pilot-programmer wanted some definition of parameters. The office abandoned the customized software when they were unable to easily incorporate the new system into their daily work processes. Essentially, there was a lack of project management with respect to the implementation of the new database and website processes.

David Glover, the new President, worked diligently with the web designers, but the staff was still unable to incorporate the new database system into their daily operations. Things got even worse. I was consulted.

PARAGLIDING

I recommended that we combine Hang Gliding and Paragliding magazines, take out a line of credit at the bank for $50,000, and see if the Executive Director wasn't interested in employment elsewhere. He was.

At David's request I started to go into the office one day a week to try to keep a lid on things. I was absolutely blown away. As I drove away after each visit I would have a ritual scream and tear at my hair. By the end of eight weeks I was nearly bald. Something had to be done immediately. We needed full-time management that could hit the floor running wide open, and it wasn't going to be a shoulder-rubber ifI could help it.

We formed a hiring committee. I got more than 70 resumes from Monster.com. I'd been down this road before and this was going to be the last time. David moved to Colorado Springs and we kept things afloat.

During one of our meetings I laid out the parameters for what I wanted in our next Executive Director. I wanted an MBA, a hang glider pilot, working knowledge of Microsoft Office, the ability to type as fast as think, five years experience at a hang gliding or paragliding business and um, uh, oh yes, a woman.

"Sounds like you want my girlfriend, Jayne DePanfilis," said Glover.

Yes, I did. I asked for a copy of her resume and scheduled an interview. I knew right away that this person's qualifications stood head and shoulders above all other candidates, and she could hit the ground running. She was not a shoe-in, however, because it would not do for her to work under her roommate David Glover. David wanted to resign his post as President, but not right away because Jayne was initially hired on a 90-day contract. Her supervision was turned

over to me.

Jayne did hit the ground running, and in the three months of her contract unified the staff, stopped the financial bleeding, brought the accounts payable current, began to organize the accounts receivable, and identified financial drains and plugged them. I wanted her to come on board full time, but anything good is a struggle. Some people didn't want to hire a qualified candidate with industry experience.

Reason prevailed, and we hired her. At that point David resigned as President, opening a position on the Executive Committee. I was about to lose control of all I had worked for. Jayne and I had developed a great working relationship, and David wanted to see me run for President. I was asked to run by several of the other doers on the BOD. David spoke individually to the swing voters to get their support. The BOD met by teleconference and a quorum was established per the SO P's. David's resignation was accepted and an election for a new President was held. I was elected.

With the confidence I had developed in Jayne's ability and passion to manage the office, I agreed to have Russ Locke, the Secretary, be her contact with the Executive Committee. This freed me up to get back to my business and fly on the Rigid World Team in Algodonales, Spain, as well as attend the Hearne, Texas Nationals.

By the time of the fall BOD meeting in Salt Lake City we were nearly solvent. We had $80,000 in the checking account, had paid back $22,000 to the USHGA Foundation that was borrowed by the previous ED, and had $150,000 in a Money Market account, up from $34,000 in that

account at the beginning of the year.

USHGA was now "nearly solvent" because the membership pays in advance for its benefits and services. Annual memberships total around $500,000 per year, 50% of which we must have on hand to pay back to our members in the event that we would have to instantly shut down operations.

I'm afraid the terrorists have won a big battle in that they have cost us a lot of our freedoms that we took for granted. I flew my twin-engine Cessna into Jeffco Airport in Denver, Colorado on October 30, and found myself driving home in a rental car because some terrorist threatened a nuclear facility, and there is one within 10 miles ofJeffco.

General Aviation was grounded within 10 miles of all nuclear facilities until midnight, November 6. I think it might get worse before it gets better.

We are now well into the fall with winter fast approaching, and USHGA has nearly $300,000 in the bank, a dramatic improvement over where we were in January of this year. I attribute this improvement in our financials to the hard work and focused efforts of our new Executive Director and the USHGA staff. The Executive Committee intends to maintain a close working relationship with the Executive Director and to support her in her endeavor to maintain a solid financial foothold for the Association.

The USHGA will also help fund the public, tax-exempt United States Hang Gliding Foundation, or USHGF, whose mission is to preserve sites, educate people about hang gliding and paragliding, and to provide a source of funds to support our future World Teams. More on this stuff next month.•

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23

PARAGLIDING INTERVIEWS

Who was that guy who flew a DHV 1-2 paraglider in the US. Nationals this year and placed eighth overall (ahead ofquite a few pilots who flew high-performance gliders)? It was Zach Hoisington, who got into aviation by learning to fly paragliders when he was 12 years old, and now has a dream job designing airplanes.

Paragliding Magazine: Where are you living

andflying these dtzys?

Zach Hoisington: I live in Long Beach, California, and fly mostly at Marshall and Elsinore where it's flyable nearly every day, year-round.

PM: What kind ofwork are you doing at

Boeing?

ZH: I work in the conceptual aircraft design group at the Phantom Works. Ir's my job to attempt to create new airplane con£gurations. I wanted a position exactly like this when I was about six years old, and that probably explains why I'm excited on the . drive to work every morning. One drawback

24

is that it rakes many years and thousands of people to create a new airplane. I envy the paraglider designers who can watch a prototype fly just a month after coming up with a new idea.

PM: A few years ago you wrote an article

describing your "shrink-to-fit" glider experiment. How much flying did you do on the prototype and did you do any follow-up work on it?

ZH: I personally haven't done much with the shrink-to-fir glider in the past few years.

(This is a paraglider that can change size in flight for improved speed and climbing.) I flew with this glider for about a year and it gave me some great X-C flights. I stopped

using it, however, because I was concerned about the complications that could occur during the size transition and the loads that the system puts on the fabric. I'm sure the design could be improved, bur I don't really want to be the test pilot. For now, I'm excited about something else.

PM: What might that be?

ZH: Nothing very exotic, just looking at different ways to reduce drag on existing paraglider con£gurations.

PM: You and your parents and sister took up paragliding when it was still in its early stages in the US. How old were you and whose idea was it to start flying?

PARAGLIDING

First day ofparagliding, Ono, California.

Aspen, Colorado, where I worked as a tandem instructor.

D E C E MB E R 2 001

25

ZH: One winter day in 1988 we saw someone fly a paraglider (a controlled descent) down the ski park at Mt. Shasta in Northern California. The whole family thought it looked like fun, and soon after we all took introductory lessons together. I was 12 years old at the time. Eventually we all had our own equipment and took flying trips together.

PM: Who were your early instructors and mentors in Northern California when you startedflying?

ZH: Pat Blackburn was my main instructor but I also learned from John Yates, Jim Yates and Ed Pitman. Later, I learned tons while flying with Josh Cohn. This was great for me because Josh was always a better pilot, giving me someone to try to catch up to.

Support from my parents was and still is priceless, especially considering I wasn't old enough to drive a car in the beginning.

PM: From today's perspective, some ofthose early paragliders look like pretty scary contraptions. What was it like learning to fly in the late 1980 's? How do those early gliders compare to what we're flying today?

ZH: My first paraglider had a DHV 3 rating and an LID ofless than five. In order to soar, we often flew with wind very dose to our maximum penetration speed, leaving little margin for changing conditions. Aside from the improved recovery, paragliders today are much safer because of the increased speed and glide. Fortunately, back

then we didn'f stay in the air all that long, affording less time for something to go wrong.

PM: josh Cohn tells a story about when he first met you at Funston in 1990, when he was 18 and you were 14. You were flying a UP Katana and josh had an Airbow with a speed seat. According to josh, the two ofyou traded gliders and you tried a very aggressive seat-flare that resulted in a halfback-flip. True?

ZH: Unfortunately, yes. I ended up getting stuck inverted and did a 30-foot slide on my head down the beach. Lots of sand got scooped up by the ventilation holes in my helmet, making a pretty embarrassing mess.

PM: This year josh made the first 200-mile paraglider flight in the US. I asked josh, "How much farther do you think a paraglider can fly in one day given our current state-of the-art technology?" His answer was, '1 think maybe 300 miles. "What do you think?

ZH: As crazy as 300 miles sounds, I came up with something similar by estimating a ground speed and time aloft. It is dangerous to make approximations like this when there are so many variables involved, but it is fun to hypothesize.

An approximation for ground speed can be found by adding a tailwind component to the average airspeed during the flight. For now, average airspeed will describe the speed that the paraglider travels through the air mass, in the direction of the overall straightline flight path. This can be estimated from the speeds recorded from past paragliding

FAI triangle world records. It is probably safe to assume that these records were broken with light winds, and a freak of nature didn't give them an average tailwind during the flight.

Using this approach, let's look at Manfred Ruhmer's 432-mile flight on his hang glider last summer in Zapata, Texas.

The flight lasted 10.5 hours and there was an average tailwind component of about 17 mph. The world record speeds flown around triangle courses vary between 27 and 45 mph. Manfred flew at the low end of that range, around 24 mph. This is still fast, considering that the conditions were probably very light during the beginning and end of the day - 24 mph airspeed + 17 mph wind gives a ground speed of 41 mph- 41 mph x 10.5 hours gives 430 miles.

Now let's use the same approach to the problem with paraglider numbers. During Josh's record flight he also had an average tailwind of around 17 mph. Stronger wind could still be safe if there is a wind gradient with higher winds aloft, but let's assume 17 mph for now. The ground speeds of existing paraglider triangle records vary between 14.5 and 17.5 mph. Let's take the low end and assume that a paraglider can maintain an average airspeed of 14 mph. Josh maintained a much lower average airspeed during his record flight, but it wasn't an epic day.

Now add a 17-mph tailwind and you get an average ground speed of 31 mph.

Picking the duration of the flight is a little trickier. Although a paraglider can often outdimb a hang glider, the lower LID between thermals causes problems. In com-

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PARAGLIDING

parison to a hang glider, a paraglider has less chance of randomly stumbling into thermals and is less likely to make it to the next known thermal source. So, to be conservative, let's say the paraglider can only use 9.5 hours of the day instead of the 10.5 hours that Manfred had. Therefore, 9.5 hours x 31 mph = 295 miles, or to be safe, somewhere between 250 and 350 miles. I think it's only a matter of time and determination before more records are broken.

PM: Can technological improvements to paragliders ofthe future increase that number, or are we effectively limited by the rekttively low top speed ofour gliders?

ZH: We can pick up speed by increasing wing loading, but it's at the penalty of increasing the sink rate. Speed and sink rate are both increased approximately by the square root of a change in wing loading.

Historically, as the performance of our gliders has improved, the wing loading has increased a little. This is a compromise we make to get the best all-around performance out of our gliders, and a reason why some DHV 2-3 gliders are faster than the l-2's. I suspect that this trend will continue, and someday we will fly wings that are even a little smaller and faster. For a long-distance flight, sink rate, LID, time aloft and strength of the wind are all important. In the future, increased speed may help some, but being able to stay in the air all day long under a cloud street will have a greater impact on the total mileage.

PM: What other thoughts do you have about

DECEMBER

2001

27

the potential performance offoture paragliders?

ZH: For the time being, we aren't able to increase the aspect ratio of our gliders much further without stability problems. I don't feel that we are at a limit, but even if we are, the performance may still improve significantly. Take a modern DHV 1-2 wing with an LID of eight as a starting point. Remove the lines, coat the glider with a shiny layer of aluminum, and put the pilot in a sleek pod suspended by magic beneath. This configuration would have an LID of about 14. The glider would be much smaller and have a higher stall speed than what we are used to, bur it would have a sink rare and glide slightly better than a modern hang glider. I doubt we'll ever quire reach this scenario, bur it is reasonable that we will get much closer than we are today. Much of our parasitic drag is created by the lines, creases at each cell, and the wrinkly fabric.

New line materials, precisely preformed fabrics, new cell configurations, or who-knows-what, may change this significantly. Ir's wonderful that we have so many manufacturers our there trying to solve these problems and coming up with innovative solutions. On the other hand, whether the performance improves in the future or not, my enjoyment of the sport will be about the same.

PM: Wiry did you choose to fly a DHV 1/1-2 glider (the Pro-Design Effect) in the Paragliding National Championships this year?

ZH: Several reasons: #1) I fly for the purpose of maximizing fun. For me, I have more "fun" on gliders with higher stability. #2) As a general rule, I try nor to rake higher risks during competition than I would rake during a normal day of flying. Sticking to this rule, a more stable glider allows me to fly in rougher conditions and in spookier places than I could get away with on a hotter glider. So in the end, I may actually place higher. #3) IfI don't do well, it's a good excuse. #4) I get scared easily. #5) My mother and father were watching this year and they get scared very easily.

PM: How were you able to pl.ace so well competing against pilots who were flying higher-performance gliders?

ZH: Despite the great difference in appearance of the gliders out there, the performance doesn't vary all that much. According to Vol Libre, the LID of my glider is 7.56. Most of the modern 2's and 2-3's vary berween 8.4 and 8.9 and the sink rares are about 15% better. In Chelan we had light conditions, where making it to goal was the most important part. I was never very fast, bur I did alright making the distance.

There were often times when it was possible to fly slower and climb higher to compensate for the lack of glide. This strategy worked well for me until the last day when I got a little ambitious and flew too fast.

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PM: You also flew a serial glider in the Nationals in 1996, back before the serial cl.ass concept was publiciz,ed by Rob Whittall and other proponents.

Do you think the serial cl.ass has a foture in paragliding competitions?

ZH: I hope that we will have it in the future, bur I have mixed feelings.

In theory, I think the serial class has many advantages. This includes overall safety and more importance placed on pilot skill. In addition, manufacturers can save money by concentrating their efforts on the

PARAGLIDING

gliders that the general public can fly. On the down side, dangerous gliders can still pass the "serial" tests. This is not a fault of the DHY, but has more to do with the nature of paraglider testing. If manufacturers design gliders for maximum performance and only constrain them to pass the tests, there may be big problems. Noc only does this invalidate the DHV ratings, but it decreases the safety of the gliders that non-competition pilots are buying. Requiring certification may also stifle innovation and hurt the small companies.

PM: Many paraglider pi/,ots have taken up kitesuifing in the last few years. I heard that josh attempted to drown you last fall in the murky waters ofLong Beach under the guise ofgiving you kitesuifing pointers.

Have you pursued the sport?

ZH: Yes. I've been learning over the past year and I'm having a great time with it. Unfortunately, we have too many good days for paragliding, so that usually cakes up all of my free time. •

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·a The •

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by Rich Parry, photos by Quinn McLaughlin and Rich Parry

The eighth annual Baja Thermal Clinic held October 26-28 in La Salina, Mexico was a huge success. Three great days of ridge and thermal soaring overlooking the Pacific Ocean made for a memorable event.

The eighth annual Baja Thermal clinic held in La Salina, Mexico was a huge success. Three great days ofridge and thermal soaring overlooking the Pacific Ocean made for a memorable experience. f you want to catch some great thermals, soar over a ridge several miles long, learn from some of paragliding's best instructors, have fun, relax in beautiful Baja Mexico, and spend a few days eating, drinking and sleeping paragliding, then the annual Baja Thermal Clinic is the event to attend. For the past eight years the clinic has been sponsored by Air California

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Adventure, Inc., and Torrey Pines Gliderport, and is open to pilots of all skill levels. It's an experience that is hard to duplicate anywhere else.

PRE-CLINIC WARM-UP Several pilots arrived at Torrey Pines Gliderport in San Diego, California, a few days before the clinic began to take advan-

rage of the excellent flying conditions and refresh their skills before heading south of the border. The clinic was held in La Salina, Mexico, located 60 miles south of the Gliderport. Pilots from as far away as Germany joined others from Michigan, New York, Wyoming and California. We had two doctors and a satellite phone for emergencies, but neither was needed. It was a fun-filled weekend with opportunities to fly from sunup to sundown.

For those who wanted to get an early start, a small group of pilots left the day before the formal first day of the clinic.

Everyone was anxious to spread their wings and fly in Mexico. We piled into several vehicles and were off. The 90-minute ride from San Diego to La Salina included a stop on the U.S. side of the border to get automobile insurance. Most U.S. insurance carriers limit their liability to the U.S. Considering the minimal cost, it's a prudent purchase.

Considering our suspicious-looking vehicles filled with a dozen or more paragliders and harnesses, not to mention the scruffy occupants, we felt assured of being stopped at the border. We didn't look forward to unpacking and packing our paragliders and explaining what paragliding is to a border patrol agent. But our fears were unfounded as we were waved through the border without hitting the brakes.

The 45-minute trip from the border to La Salina was informative and entertaining.

David Jebb, the driving force behind the clinic, turned into a tour guide, telling us stories about each of the many places he had flown as we passed them. We learned that David had flown many sites in Baja before selecting La Salina as the ideal place to fly in Mexico. In addition, David's fluent Spanish and familiarity with the local customs served us well. His first-name familiarity with the local constable and resort owner gave us confidence that we were in good hands and would have a great time.

We arrived at the Baja Seasons Resort in La Salina before noon. Some of the pilots pitched tents in the camping area, while others who required creature comforts opted for a motel room. Large suites with a terrace opening to the ocean and beach are also available for those who want to go first class.

We literally threw our street clothes PARAGLIDING

into our accommodations and headed for the launch site a mile away. Over the next few days, six pilots would attempt to fly from the launch site and land on the beach, within feet of their rooms. Half of the beach attempts were successful, and although I found myself among the unsuccessful half, just trying was a thrill. One of the pilots who did succeed commented, "When I finally made it to the beach, I couldn't stop smiling."

Although the clinic provided a shuttle service to carry equipment to the launch site several times each day, the clinic hadn't actually started, so we were on our own.

You have to be in good shape to make it up the 650-foot vertical trail that zigzags up the ridge, but we were happy to be there and weren't going to let this slow us down.

It was just after noon when we found ourselves on top. After a short introduction to the site for those who had not flown there, we started unpacking. The conditions at the top required high-wind launch skills (13-16 mph). This is where those hours of kiting pay off. During the clinic one of the pilots boasted that he didn't have any difficulty launching. I thought that this was a pretty cocky statement, but during the clinic I watched carefully and he backed up his boast with performance. He later told me that he spends many hours kiting in a local park. You can't paraglide there he said (the park is for kiting practice only), and he had certainly nailed that skill.

During the clinic I would learn many skills through formal discussions with instructors, but I also learned a great deal from just being around other pilots.

Our first flights were short, but our goal was to become familiar with the site rather than break records. In the LZ, we packed our gear and headed topside for a second flight. Conditions for that second flight were smoother and launches were easier.

Flights were longer this time, so we could explore and have fun. Most pilots were happy with two great flights, but a few with tree stumps for legs managed a third flight before the day ended.

AB the sun set we headed back to the resort, but the day was far from over. After cleaning up, it was off to Happy Hour where a lively discussion of the day's events, mixed with Mexican margaritas, beer and other libations, ensued. By this time more clinic attendees had arrived. We shared more stories and renewed old friendships.

DECEMBER

2001

When Happy Hour ended, we headed for the dining room. The Baja Seasons Resort offers a family-style menu with plenty of good food. I recommend the Baja Shrimp.

It was 9:00 PM when the group moved from the dining room to the outdoor spa where, once again, paragliding and related stories continued late into the night. David mentioned that at every clinic, without fail, someone falls into the swimming pool on his way back to his room. Since I wasn't drinking (alcohol), I thought I was safe from such clumsiness. However, as I said goodnight to everyone, I missed the pool by inches. I learned the next morning that someone did fall in. Considering that the pool was empty this time of the year, the vertical drop into the pool may suggest the need for a reserve.

It was late by the time everyone headed for bed. fu I lay there, thinking about the day's events, I couldn't help but think that the trip was already a success - and the clinic hadn't even started! I eagerly anticipated the first formal day.

DAY 1-THERMALING 101 We met in the main conference room at 8:00 AM for a welcome and check-in. A huge breakfast, included with the clinic fee, all but assured us that we would have enough energy for the first day of flying.

After brealctast it was time to get down to work, and class was in session. The first seminar covered safety. For most clinic participants, La Salina was a new site, so an understanding of thermaling etiquette was important. It was especially important because there was a wide diversity of paragliding expertise among us. Attendees ranged from new P2 pilots to advanced P4 pilots.

Gabe Jebb led the discussion using the Socratic method of instruction, asking a question of each of the participants and then expanding on it before moving to the next question. It is important to emphasize that the first pilot to enter a thermal sets the direction, and that the lowest pilot in the thermal has the right of way. After these and dozens of other rules were covered, we set off to the launch site for our first day of flying.

Our equipment was transported to the launch site while the pilots were driven to the landing zone to hike up the ridge. The launch site was covered by a moderate fog and relatively high winds (12-17 mph).

This gave David Jebb an opportunity to demonstrate techniques for high-wind launching. Watching David is like watching an Olympic athlete perform. He performs maneuvers so effortlessly that you are convinced it is easy until you try it yourself.

While waiting for the sky to clear, Gabe Jebb took the opportunity to do a "site analysis," which consisted of discussions about weather, physical topology, bail-out zones and other factors.

A firm grasp of weather conditions is essential for safety reasons, but it also helps ensure a better flight. We discussed ambient temperature, puddle temperature, average wind speed, instantaneous wind speed, differential wind speed, wind direction, barometric pressure, dew point, humidity, thermal gradient, thermal rise rate, and how they relate to flying in thermals.

The physical topography portion of the discussion addressed geographical features of the terrain, such as where we might find thermals and ridge lift. A short description of ridge compression and lift band was also provided. Locations to avoid because of rotors and venturis were also pointed out.

Alternate bail-out spots are more than just the places you pick at the launch site where you will stop (bail out) if your canopy is not centered and fully inflated above you when you are ready to launch.

Bail-out areas are also places to land in case you can't reach the LZ. These spots are constantly changing and should be reevaluated during the flight, so that in the event you must land, you already know where you are heading. At La Salina, if you land outside the LZ, your major concern is avoiding the cacti. Fortunately, the LZ is huge and hitting it is not difficult. Barbedwire fences, a highway and power lines are present, but these are sufficiently far from the LZ that they are just things to be aware of rather than be overly concerned with.

There are also plenty oflarge, flat fields in the event you totally miss the LZ. I had an opportunity to use one of them on my failed attempt at a trip to the beach.

Other factors in site analysis include everything not mentioned in the previous categories. Watching birds soar is an excellent way to find lift or visualize wind direction. The Pacific Ocean is easily visible from the launch site, so whitecaps give additional clues for understanding the myriad variables that a pilot should understand before flying.

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By noon the fog had cleared and pilots started launching. High wind speed conditions were present, but launching was not overly difficult. I launched and was rewarded with a 90-minute flight that could easily have been longer. However, there were periods of a few seconds during which I was unable to see in any direction. I used a whistle as a fog horn to warn others that I was in the air and moved toward the ocean to lose altitude and regain visibility. This method for avoiding a midair collision was

was these kinds of discussions that underscored the very positive atmosphere that permeated the clinic, the desire to make everyone a better pilot and make flying more enjoyable. This exercise was entertaining and educational. One pilot commented, "Sharing our achievements and mistakes at the end of the day was a lot of fun and a valuable learning tool. " We each had the opportunity to share our successes and learn from our failures, all with the goal of becoming better pilots. With this final , formal learning exercise of the day completed, we adjourned for dinner, more stories, margaritas and beer.

After dinner some headed back to their hotel rooms, while others headed for the spa and more paragliding discussions.

It was a great first day and we all looked forward to more.

DAY 2 -ADVANCED THERMALING

Cacti surrounding the LZ gave pilots an added inducement to hit the LZ. discussed earlier in the day. Little did I realize how soon I would have an opportunity to put to good use what I had learned.

After moving in and out of good visibility, I decided I had tempted fate enough and headed for the LZ. As the sun set we were off to the hotel and Happy Hour, where once again paragliding was the topic of discussion.

Gabe Jebb asked each pilot to name two things they did right during the day, two things they learned, and two things they intended to work on the following day. It

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The second day started in a similar fashion to the first, but the enthusiasm level had definitely increased. Pilots of all skill levels had a great first day and were pumped for a repeat. But before we took to the skies it was time for breakfast, followed by discussions.

Thermal shapes (e.g., column, bubble, etc.), sizes, rise rates and how to "core" a thermal were addressed. The dynamic nature of thermaling and the need to always be actively piloting were stressed.

When you find a thermal, how do you stay in it? If you feel lift, how do you know if it is from a thermal or from the ridge? All of these topics were discussed in a lively, relaxed atmosphere.

Additional thermal topics ranged from simple rules of thumb like always keeping "hanging pressure" on the brakes and sitting back in your harness, to more esoteric thermaling topics like wind shear and thermal compression.

With the breakfast and thermal discussion complete, it was back to the ridge to

put into practice what we had learned. The plan for the day was to break the clinic participants into three groups. Those who wanted to work on general flying skills worked with one instructor. Others who wanted to learn how to top-land worked with another instructor, and ground-handling students learned from a third instructor. To expedite the learning experience, each group used a separate radio frequency, which allowed each of the instructors to provide personalized attention.

High wind conditions (13-16 mph), similar to the previous day, greeted us again at the launch site. Some postponed launching while others launched perfectly under the watchful eye of a nearby instructor, who provided help ranging from adjusting the wing and aiding the pilot to no help at all if that is what the pilot wanted. During this second day of the clinic we learned a lot, and everyone had a least two flights. Many had more. A few clinic participants brought their non-pilot wives and they were treated ro tandem flights during the day.

Happy Hour started later than the previous night, since most pilots were flying until nearly sundown. Debriefing started as it did the previous night. Each pilot was asked to relate things they did right, things they learned, and things they wanted to work on the next day. We all shared our experiences, but one clinic student provided an account that brought him, and us, dose to tears. A hush feel over the room as he related the joy he experienced while flying and everything he had learned that day.

He then went over and hugged the instructor to thank him. The moment ended in applause, which broke the silence and saved us a few tears.

Dinner followed with more discussions and then it was off to the spa again. I heard comments such as: "This was my best day of flying. " "Three days, six hours of airtime, and dozens of excellent flying moments." "David Jebb and all the instructors made the trip an excellent learning

PARAGLIDING

Author Richard Parry launching.

experience for pilots of all skill levels."

And, finally: "Ir's a great day to be alive."

DAY 3 - GRADUATION If it had rained on the last day, making flying impossible, I don't think anyone would have been too disappointed, since we had experienced two great days of flying and learning. Bur the weather gods smiled on us and the last day was the best day of the clinic. The sun was out early and we anticipated another great day.

Breakfast was followed by a short lecture with an emphasis on thermaling and landing techniques. It was hard to concentrate since we could look out the window and see the sun breaking through the early-morning cloud cover, and we knew that it was going to be a perfect day for flying. W ith the discussion completed, we headed to the launch site for the last time.

We were on top by 10:00 AM and it wasn't much later that we were in the air.

At this point everyone was comfortable with the site, and the early-morning, light wind conditions made launches a pleasure. Several pilots had to catch flights to return home early, bur most stayed until the very end. It doesn't get much better than this, so no one wanted to leave.

Kevin ~rren turning at the south end ofthe ridge.

I'LL BE BACK If you are looking to learn more about paragliding in general, and thermaling in particular, you can't bear the Baja Thermal Clinic. You learn from expert instructors and have a chance to put into practice what you have learned. I didn't meet anyone who didn't have a great time. In fact, many of the pilots made their longest or highest flights ever.

As we said goodbye we thanked each other for sharing the weekend and making the clinic a success. We promised each other that we would be back for the ninth annual Baja Thermal Clinic to be held in October, 2002. I hope you will join us.

DECEMBER 2001

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Looking north along the ridge.

ACKNOWLEDGEMENTS AND RESOURCES Clinic instructors included David Jebb, Gabe Jebb, Wes Royal and Armin Perham.

David is a Master-rated pilot and the director ofTorrey Pines Gliderport in San Diego. He is the kind of person who can kite in high winds for hours while reading a book, but he will tell you humbly that he is not a good pilot. Gabe walks in his father's footsteps, and is an excellent Advanced-rated pilot and instructor. Wes is a natural, soft-spoken instructor who is willing to share his experiences to help you become a better pilot. I met Armin, a former Torrey Pines flying instructor and currently a medical student, for the first time at the clinic, bur it wasn't long before I knew that he too had the experience and skills to help make the clinic a great learn. . mg expenence.

For an event of this magnitude to be a success, more than expert instructors are required. Maya Jebb, Michele Jebb and Nick Greece took care of the many logistical and administrative tasks, including transporting pilots and equipment to and from the sites.

Thanks go to the instructors and support staff for making the clinic a success.

Thanks also go to the attendees, from whom I also learned. For sharing photos, I am indebted to Quinn McLaughlin. To my wife, Sharon Parry, a P3 pilot who introduced me to paragliding, you are the wind beneath my wings. As for me, I am a new P3 pilot learning as much as I can about the sport. To support my paragliding habit I work as a software engineer for Qualcomm, Inc. in San Diego, California.

You may contact me at rparry@qual comm.com.

Additional photos from the 2001 Baja Thermal Clinic can be found at http://www.kaffeine.com/paraglide/baja20 01.

At Happy Hour everyone had a chance to share their flying experiences.

34

A great resource for information is the Paragliding Talk Show hosted by David and Gabe Jebb. This show can be heard weekly on Internet radio at http://www.wsradio.ws. You can call in to get answers to your paragliding questions, and talk with the pros.

If you are interested in joining the fun at the 2002 Baja Thermal Clinic, or paragliding information in general, visit the Torrey Pines Gliderport website at http://www.flycorrey.com. • PARAGLIDING

Fall USHGABOD Meeting In Salt Lake City, Competition Calendar by josh Cohn t the recent board meeting, the Paragliding Subcommittee of the USHGA Competition Committee met for the first time. Mark Ferguson chaired, with voting members including Todd Bibler, Bill Belcourt, Paul Pearce, Ryan Swan and myself.

Several important changes were made to address issues with the Paragliding NTSS (National Team Selection System).

WORLD CHAMPIONSHIPS NOT INCLUDED This was changed back to give newcomers a better chance to get on the team. This rule had been changed since the l 999 World Championships by hang glider pilots, without the knowledge of most on this subcommittee.

This change was made retroactively so that none of the 2001 team will get points from this year's Worlds. The majority opinion was that keeping the points would shut out new blood and be perceived as unfair. A counter argument notes that team members may have a harder time attending other points meets afrer spending the time and money to attend the Worlds. The vote was unanimous, with the two obviously interested parties abstainmg.

LIMIT ON FOREIGN MEETS To prevent U.S. meets from becoming irrelevant to team selection, a maximum of two of the four meets in two years used for NTSS may be foreign meets. This only affects the ranking if one has good results from more than two foreign meets in two years. At present this only slightly affects the top several ranked pilots.

WILDCARD POSITION As before, the top four men will be selected by ranking, but now the other team members choose the fifth male place on the team, pending approval of the Paragliding Competition Subcommittee chair. The intent is not to get our buddies on the team, but to compensate for the imperfections of competition seasons and the NTSS and ensure the DECEMBER

2001

best team is assembled. We agreed that the bias should be toward picking promising rookies rather than holding a place for veterans who haven't been active lately.

TEAM TO BE SELECTED 120 DAYS BEFORE A WORLD CHAMPIONSHIPS A team set well in advance will leave more time to get organized. This will also allow inclusion of meets in January/February for July 2003's Worlds in Portugal. The popular spring Florida hang gliding meets were a reason given for pushing the deadline to a tight 45 days this year, awkwardly after the deadline when the meet organization wanted the team registered.

OTHER PARAGLIDING COMP SUBCOMMITTEE NEWS Ryan Swan was reelected as U.S. Paragliding T earn Leader, to provide continuity and give more advance time for fund-raising, team development, etc.

A U.S. League was declared, whose intent will be to promote local competitions, thus increasing the depth of competition experience in the U.S. League meets will not be sanctioned by the USHGA in the usual way, but through the League committee. The League meets are envisioned as fun, inexpensive and perhaps only several days long, but still fair and organized. At the end of each season a League ranking will be computed. The ranking will help the top League pilots to gain entry to PWC' s as well as have their flying recognized. Anyone interested in organizing a League meet should contact Ryan or me (josh_cohn@hotmail.com) for coordination, advice, etc.

There were motions to investigate both changing the name of the organization to the USHPA, and combining Hang Gliding and Paragliding magazines, pending comments from the members. These are both good ideas, one reflecting the growing numbers and influence of paragliding members in the Association, and the other promoting more cross-fertilization of ideas between the two sports.

A bid was accepted from Chad Bastian to hold the 2002 Nationals in the Owens Valley. The Competition Committee, followed by the full board, accepted the recommendations of the Paragliding Competition Subcommittee.

Paul Klemond (paul@kurious.org) has created a Comp Pilots E-mail List, and Ryan Swan (ryan@4superfly.com) is working on a Competition E-newsletter. Drop them

e-mails to be added to the recipients lists.

Thanks to Carlo Borsattino of Wind tech UK for his help in compiling the International Paragliding Competition Calendar for 2002.

Dates.Jan. 7-13, 2002 Event. Mystic Tour Paragliding Meeting and International Paragliding Acromeeting Location: lquique, Chile Web: www.mystictour.com.ar E-mail:. info@mystictour.com.ar Details/Info: ACRO and free flight/SAT show (pilots of the International Safety Aero Team), courses, tasks and competitions, lectures, an outdoor cinema, special guests, parties, great prizes and raffles.

Dates. Jan. 13-19, 2002 Event. PWC Mexico Location: T apalpa, J alisco province of Mexico, near Guadalajara Web: www.pwca.org E-mail: pwca@pwca.org Details. First round of PWC circuit 2002.

FAIICNL Category. FAI Category 2 event

Dates. Jan. 26-Feb. 1, 2002 Event. The Wanaka Aerobattle, International Aerobatics Competition Location: W anaka, South Island, New Zealand Organizer. Rob Darby E-mail:. lucky_montana@hotmail.com Details. 2/3-day event FAIICNL Category. ?

Entry fee. NZ $500 Prizes. Cash prize purse of NZ $5,000

Dates. Jan. 28-Feb. 1, 2002 Event. Mexico SOL Millennium Cup 2002, PG and HG competition Location: El Pefion, Valle de Bravo, Mexico Contact. Erick Salgado E-mail: eneva67@hotmail.com FAI/CNL Category. Probably Category 2 Details/Info: There will be an acrobatic competition on Sunday, Feb. 2 Prizes. Erick comments, "We are working with the sponsors so we can offer a cash prize this year. As soon as I know I will let you know the details."

Dates. Feb. 2-9, 2002 Event. New Zealand Paragliding Nationals 2002

Location: Wanaka sites, including Coronet Peak, South Island, New Zealand Organizer. Rob Darby

35

E-mail: lucky_montana@hotmail.com Cost. NZ $180 before Jan. 19, $200 after Details: Registration/briefing, Friday, Feb. 1 Includes. Maps, comp levy, film, barbecue,

Location: Annecy/Grand Bornand, French Alps

awards dinner, prizes, limited transport

Web: www.pgcomps.org.uk E-mail: info@pgcomps.org.uk Details. Second round of the British

FAI/CIVL Category?

Prizes. Yes, to be confirmed

Championships 2002 FAI/CIVL category FAI Category 2 event

Dates. Feb. 16-23, 2002 Event. Australian Paragliding Nationals Location: Mystic Hill, Bright, Victoria,

Dates. July 4-20, 2002 Event. 7th European Paragliding

E-mail: karicastle@telis.org or info@flyaboveall.com Web: http://flyaboveall.com, until further notice Dates. Sept. 15-21, 2002 Event. British International Algodanales Open

Australia

Contact. Karl T exler E-mail: brightvt@netc.net.au Web: http://home.netc.net.au/ ~alpcomp/Brig ht0pen2002/

FA! Category 2

Championships Location: T olmin, Slovenia Details. PAI Category 1 event

Dates. July 21-27, 2002 Event. Nordic Open 2002 Location: Kossen, Austria Web:

Dates. Feb. 17-23, 2002 Event. PAI Pan American Competition Location: Governador Valadares, Brazil Contact. Chico or Monica Santos Web: www.goup.com.br E-mail: pan@goup.com.br Details. PAI Category 1 event Entry foe. $100

http://www.kkpg.no/index. php3?id=224 Details. FAI Category 2 event

Dates. March 2-9, 2002 Event. Manilla Paragliding Open 2002 Location: Manilla, New South Wales,

of PWC circuit 2002

Australia

Organizer. Godfrey W enness Web: http://www.mss.org.au E-mail: skygodfrey@aol.com Details. FAI/CIVL Category 2 event

Dates. July 28-Aug. 3, 2002 Event. PWC Italy Location: Cornizzolo, Italy Web: www.pwca.org E-mail: pwca@pwca.org Details. PAI Category 2 event, second round

Dates. Aug. 11-17, 2002 Event. PWC France Location: Morzine Web: www.pwca.org E-mail: pwca@pwca.org Details. FAI Category 2 event, third round of PWC circuit 2002

Dates. April 28-May 3, 2002 Event. Zimbabwe Paragliding Competition Location: Zambesi Escarpment, Zimbabwe Contact. Mark Bailey, ZIM-SKY School of Paragliding/Southern Cross Paragliders Web: www.sxp.addr.com, soon to be www.southern-cross-paragliders.com E-mail: southern_cross_paragliders@hotmail.com FAI/CIVL Category. FAI Category 2 tbc

Dates. May 3-6, 2002 (first May Bank Holiday)

Event. Welsh International Open Location: Southeast Wales, United Kingdom Web: www.pgcomps.org.uk E-mail: info@pgcomps.org. uk Details. First round of the British Championships 2002 FAI/CIVL category FAI Category 2 event

Dates. June 2-8, 2002 Event. British International Open

36

Location: Algodanales, south Spain Web: www.pgcomps.org.uk E-mail: info@pgcomps.org.uk Details. PAI Category 2 event, third and final round of the British Championships 2002

Dates. Sept. 29-0ct. 5, 2002 Event. PWC Korea Location: Mung Yeong, Korea Details. PWC Final 2002 Web: www.pwca.org E-mail: pwca@pwca.org Details. FAI Category 2 event, fifth and final round of the PWC circuit 2002

Dates. July 11-27, 2003 Event. Eighth World Paragliding Championship Location: Larouco, Montalegre, Portugal Details. Paragliding World Championship (First Category Event) Organizer: FPVL (Portuguese Federation of Free Flight) Contact Person: Jorge Oliveira E-mail: fpvoolivre@mail. telepac. pt

josh Cohn, current/,y based in Hawaii, thanks Windtech for their excellent gliders and kites, and Team Airplay for their support. II

Dates. Aug. 31-Sept. 7, 2002 Event. Snowbird X-C Location: Salt Lake City, Utah, USA Contact. Two-Can Fly Paragliding/Ken Hudonjorgensen Tel: (801) 572-3414 Fax. (801) 572-3414 E-mail: khudonj@Qwest.net

Dates. Sept. 8-14, 2002 Event. PWC Turkey Location: Erzincan, Turkey Web: www.pwca.org.

E-mail: pwca@pwca.org Details. PAI Category 2 event, fourth round of PWC circuit 2002

Dates. Sept. 10-17, 2002 Event. U.S. Paragliding Nationals Location: Owens Valley, California, USA Contact. Chad Bastian/Kari Castle Tel: (760) 872-2087 or (805) 965-3733 PARAGLIDING

Big Ears dMore

by Dixon White ou may want to read through the previous Dixon's Notes to follow the terminology and concepts. You can order back issues of the magazine by contacting the USHGA, or me. The website, www.paraglide.com, also has a reprint of these articles.

Novice pilots(P2) should be comfortable doing "big ears." Big ears, or symmetrical tip folds, is a pilot-induced maneuver that should be a tool in your quiver, but you must realize the drawbacks. The advantages are plenty. You can achieve a higher sink rate, which may be handy when trying to leave lifting air or a crowded sky, avoiding clouds, or descending into a tight landing zone. You'll also find that your glider is more solid in turbulence and more resistant to asymmetric folds.

There is some concern, although I've never witnessed this problem, that a glider in big ears may be prone to deep stall. I think this could be a problem if a pilot were attempting to hold big ears and use the brakes at the same time. With a small surface area creating lift, a glider will stall at a higher speed. Big ears is achieved on most gliders by reaching up on the outside A-lines, the ones that go to the last open cells, and then pulling about 12 inches of line down toward your shoulders.

All Novice pilots should be comfortable using their speed system, big ears and their reserve parachute, and doing circles (360's).

Be sure your instructor helps you through these skills prior to accepting your license.

Keep in mind that it's almost a given that pilots will need one, if not all, of these skills at some time. When flying without an instructor we often see Novice pilots flying in conditions they didn't know they were going to get into. Inexperience leads to an inadvertent lack of weather or site judgment.

Being confident in your ability to use the above-mentioned skills requires practicing them more than once. Set a goal of practicing them until you "know" you can do them in an instant. This usually means no fewer

DECEMBER

2001

than 20 repetitions. Be sure to retry these skills in smooth conditions on a regular basis, especially if you haven't flown in a while.

Use of a speed system generally gives a glider two to four miles per hour of extra speed, which can make a difference in getting where you need to go, however, finding your speed system in flight requires practice. While in a simulator keep in mind that your speed system isn't being blown back by the wind. You can often lean forward in your seat while reaching your heel to your bum and hook the bar/rope with your foot.

If you still can't reach the bar/rope with your foot, then fly one-handed, as reviewed in the previous article, and reach your free hand under the seat to find the rope/bar and hook it under your foot. When pushing out on your bar/rope it's important to have your hands at trim. Many gliders become less stable with the application of the speed system, and applying the brakes can aggravate the instability. If you encounter turbulence be sure to return to normal trim and use normal surge-control techniques. Be careful to not push against your risers with your hands while applying the speed system, or at any time. You still want your hands "floating," as reviewed in previous articles. Active piloting is always a must! Try to lay back while pushing on the speed system so you profile less of your torso to the wind. You're trying to fly fast with this configuration, and a more aerodynamic position helps.

Doing symmetrical tip folds (a.k.a. "big ears") is an important skill that should also be possible for a pilot to perform with ease.

Big ears can help a pilot descend more quickly, target a small landing area, and stabilize a paraglider in turbulence. Ideally, a pilot would never need big ears if he avoided conditions that might force their use.

Ideally was well, a pilot would have the skill to use other descent and stabilizing techniques. The use of big ears is a two-edged sword, but there are times when it may be the best tool. More on this next time.

Dennis Pagen's new book, The Art of Paragliding, is an excellent resource and you can order it, along with other books and videos, at www.paraglide.com or from the USHGA.11

large, illuminated display, 40+ memories, 1.Sw or Sw transmit output, scan function, lockable keypad, cress encoder standard, DTMF selective call, full featured! SAU $149 to $229.

Dry-cell battery cases (AAx4 ), PTT's for all brand radios, antennas, etc.

Mfv*P,.ltff/lJH.,._ This comfortable "One Size Fils All" radio harness instantly adjusts to hold any radio snugly lo your chest.

Features all-Cordura construction, large bellow cargo pocket and pen/antenna pouch. $44.95

'-9•, ffl,& . ,........,

Solid Cordura construction protects your investentl Fully opens lo cover gear cinches up around unfolded wing, harness, etc., offering protection and portability. Unique Cinch Closure" design stays ed! Built in stow bag and shoulder straps. The best quality 1111d design 11v11il11ble tod11y!

NumJwmHNk~

Beautifully crafted aluminum hook knives all feature replaceable stainless steel blades and lightweight construction. Knife pockets available.

4" Single blade design. The best small hook knife available.

4 3/4" Also a single blade design, ith snap strap. Incredibly rugged!

The 8" R11ptor. The highest quality Hook Knife available today. Light- weight and very strong, he handle is designed lo fit your hand ,even while wearing heavy gloves.

37

THE LONG AWAITED launches. Perfect safety record: flown every day with no accidents! Included in the trip is transportation, hotel, breakfast and coaching

by USHGA Tandem Instructor Granger Banks. Details at http://parasoft.boulder.net/WinterFlying.html.

L

JAN. 6-13, 13-20, JAN. 27-FEB. 3, FEB. 3-10, 2002: Sixth Annual Super Fly Mexico Tours. Seven-day flying tours to central Mexico. The sixth year without a rain day. No minimum experience requirement. Fly four to five different sites. Enjoy first-class accommodations, ground transportation and guiding while participating in a comprehensive thermal and X-C course. Most participants have their personal bests while on these memorable trips. Air-to-air X-C coaching via radio.

Everything but food and airfare included.

Contact: info@4superfly.com or (801) 255-9595 to reserve a spot.

FEBRUARY 7-9, 2002: Spring USHGA Board ofDirectors Meeting, Ontario, California, in conjunction with the Air Sports Expo at the Ontario Convention Center.

Contact: (719) 632-8300, www.ushga.org.

Plus $5 S/H in the USA "E~~rni0J1N~ • f@ ~ihNl'lir~ rn~:4\esl,IY~~ r(ii) T~~i&!HJ "'l 1:§~fuei®©L ®i'<i:]);kNl~%1:nl@!llN ' 'D~k</Elc!IIN@ IB~~INN~Ci&l : Hlll:.l':lcllN~ N®'\01(:;~ IBWILL® A WU"llcllfill~ (i'/D®ILlSJIIDffirt\i,ml®NIB ' rffil~ WIN~ IN Hciffi klrn t /INr~i'<ME[l')lkT~ Te'! kElVAl,INC";~[l') IINIBTl'<LJ(:;fl®N

Send to:

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

38

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, www.pyramid.net/ advspts/brazil.htm.

MARCH 1-10, 2002: Super Fly Brazil Tour, Governador Valadarez, Brazil. Fly in a T-shirt and shorts at doudbase. One of the most consistent sites in the world. Known for supersmooth thermals and easy X-C. Book a ticket to Governador and we handle the rest.

Comprehensive thermal and X-C clinics, thorough instruction in active flying and basic maneuvers. Conditions appropriate for many levels of experience (P2 rating with 50 flights minimum). Come for one week or more.

Space limited, make reservations soon.

Guides Jeff Farrell and Chris Santacroce promise to help you to have the best flying trip of your life. Trips include transportation, lodging, guiding, X-C and thermal coaching, and retrieval. Contact: info@4superfly.com, (801) 255-959.

proof of currency (five lessons taught per year and a current first-aid certification) to a Regional Director or an ITP Administrator, who will sign you off on said form. Send the form in with $15 to USHGA and you're good for three more years. (If you are not current you will need to attend a clinic to recertify.)

Jfyou are a basic instructor, and are in a situation in which you need to be able to administer the Intermediate and Advanced ratings, but haven't been in the program long enough to get your Advanced rating, simply obtain an Observer appointment from an Examiner in your area. While not given out frivolously, Observer appointments are generally not commonly refused (unless you have a bad reputation!) and are a simple, cost-free appointment. The point here is that there is no downside to having to wait for your Advanced Instructor rating. The "value" of the Advanced Instructor rating has simply been changed (to enable you to recertify via form).

Last, there is the "Assistant Instructor" rating, which needs to be mentioned. This rating is available to Novice pilots, and allows them to assist certified instructors with new students in low and slow flights at small training hills (very low ground-clearance flights).

They cannot issue ratings. The requirements are the same as for obtaining the Basic Instructor rating (with the exception of needing the Intermediate rating).

Normally, upon attaining the Intermediate rating, an Assistant Instructor can be "upgraded" to Basic Instructor through their ITP Administrator and a recommendation from the instructor they have been assisting.

I think that about covers the topic. The program is designed to produce high quality instructors, while minimizing the amount of time the instructor candidate needs to invest in obtaining and maintaining the rating.

There is a sizable list of quality Administrators spread geographically around the 12 regions, all of whom are capable and willing to put on top-notch clinics. Many are very willing to travel to run clinics.

I personally believe chat this program is a good one. It should enable motivated individuals to become and remain certified instructors with relative ease. In the long run, this will allow the public to more readily and safely learn our sports, and continue on to become active members and proficient pilots. Ill PARAGLIDING

Ancil Nance began flying paragliders in 1991 and now has more than 1,000 flights and 400 hours of airtime. He has been photographing for a living since 1973 when his first photo story was published in Motorcycling magazine, a story about a trip down the coast from Portland to San Francisco on a 1971 Norton Commando. Since then his photos have appeared in Outside, Sports

Illustrated, Sunset, Oregon Magazine, California Magazine, Cross Country, New West, and others.

In 1986 he acted as photographer, oarsman and dishwasher on the Upper Yangtze River Expedition which successfully ran 1,200 continuous miles of the river from the source at 18,000 feet in the Tangula mountains ofTibet.

Flying is all he has time for now, however. He carries a earn.era on every flight, shooting mostly with an Olympus 2500L digital camera, which helps in getting out timely flight reports with photos, which he uploads to the Cascade Paragliding Club website (http://www.cascade paraglidingclub.org), or his own website (http://www.ancilnance.com).

I. Pete Reagan launching his first flight ojfthesummitofMt. Hood, OR.

2. Cape Lookout State Park, OR. Comistent NW wind site with launch at 300; altitude gains to 2,000'.

3. A lone pilot shares space with an approaching cloud. Toutle, WA.

PARAGLIDING ADV1SORY: Used paragliders should always be thoroughly inspected before flying for the first rime. 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. PARAGLIDERS

- - - - - - - . - -· - - - - :,,/OVA X-RAY - Size 27, w/Edel harness, 2 years old, 150 hours $600. (970) 948-9214, pmousten@hormail.com 20 TO 50% OFF - Brand new paragliders & accessories, most of brands.newgliders@hotmail.com POWERED PARAGLIDERS

----------------3 ORIGINAL PARAMOTORS - Moving, must sell, never used $4,000. 50 hours $2,500. 150 hours $1,500.

Extra props, canopies, trike. (302) 654-2498, kadapo@aol.com

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 videos "Starting Paragliding", "Weather to Fly" and the "Art of Kiting". The perfect beginner training 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 invento1y, specializing in Windtech Paragliding Gear and M2 Harnesses, repair center, and superb customer service. In ARIZONA or WASHINGTON appointments are required.

PO Box 2626 Flagstaff, AZ 86003. (928) 526-4579 www.paraglide.com or dixon@paraglide.com ----------

CALIFORNIA

Our advertising has a twomonth lead time - plan ahead.

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

Handling the latest equipment. Call (760) 753-2664 for information, airjunkies@att.net

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

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

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

HIGH ADVENTURE - Paragliding, hang gliding school. Equipment, sales, service at world famous Marshal Peak. USHGA tandem instructor: Rob McKenzie. By appointment year round (909) 883-8488, www.flytandem.com OJAI PARAGLIDING - Ojai is Southern California's best kept secret. Year-round, great soaring in this beautiful 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

r------------------------------------------------------------------------------------------------, USHGA CLASSIFIED ADVERTISING ORDER FORM

Number of months:

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:

Begin with

----·------------

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

- · - - - - - - · - - - - - - - - - - - - - - -..- - - -

SECTION

D Paragliders D Emergency Parachutes O Parts & Accessories D Business & Employment 0 Miscellaneous O Powered Paragliders O Videos

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

_20 _ _ issue and run for _ __

ADDRESS: CITY: _ _ _ _ _ _ _ _ _ _ _ _ STATE: _ _ __ PHONE: _ _ _ __

@$.50 =

Number of words:

Number of words: ________ @$1.00 = _ _ _ _ _

DECEMBER

2001

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

43

LEARNTO~ PARAGLIDET at Kitty Hawk Kites

TORREY PINES GLIDERPORT - Come soar in San Diego! This family owned and .operated flying site offers USHGA certified instruction, equipment sales, .tandem flight instruction, motorized pg/hg instruction, parachute repacks, repairs, and site tours. We also have an extensive pg/hg outfirting shop and dining with a view when you eat at our own Cliflhanger Cafe. Importers for ADVANCE, PARATECH, AVA Sport Accessories, Crispi Boots, Center of Gravity Helmets, Fly Mike Flight Suits, Gut Stuff Gloves, and AustriAlpin Carabiners; and dealers for most other brands. Check us out online for sales and questions at: www.flytorrey.com, or call toll free at 1-877-FLY-TEAM. Also, rune in to the Internet Paragliding Talk Show at www.wsradio.ws eve1y Thursday 5-7:00 pm (PST).

HAWAII MAUI WOW WEE - Proflyght Hawaii, first school in Hawaii, located on Maui, is now under new ownership.

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

Team Proflyght sports an incredible training facility, wonderful year-round weather, 1,000' training slope, 100' to 7'000 vertical descents off Haleakala Crater (10,023'). Toll Free 877-GO-FLY-HI. Visit our website WWW.PARAGLIDEHAWAII.COM MEXICO MEXICO - Year-round, summer in Monterrey, winter in Valle de Bravo. 1-800-861-7198, www.flymexico.com

Outer Banks, NC Lessons Daily Towing & Foot Launch Year Round Sales & Service CALL TODAY! 800-334-4777 252-441-4124 - Put your knees in our breeze and soar our 450' sand dunes. FULL-TIME SHOP. Certified instruction, beginner to advanced, foot launch and tow. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. 1509 E 8th, Traverse City MI 49684. Offering POWERED PARAGLIDING lessons & dealer for the Explorer & used units. Call Bill at (231) 922-2844, tchangglider@chartermi.net. Visit our paragliding school in Jackson, Wyoming. Call Tracie at (307) 739-8620.

HIGH PLAINS PARAGLIDING - HAPPY HOLIDAYS AND THANKS FOR A GREAT YEAR TO AIL OF OUR CUSTOMERS. http://hometown.aol.com/hiplainz NEVADA

44

--------·---------OREGON

ADVENTURE SPORTS - Sierra soaring at its best.

Tours and tandems available. Instruction from certified USHGA instructors with 25 years experience. Sales, service and instruction by appointment Carson City/Lake Tahoe NV. (775) 883-7070 http://home.pyrarnid.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

Sell your unused equipment here.

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

E-Mail Address info@kitryhawk.com

PARACLIDINC SUNSPORTS PARAGLIDING- Hood River, Oregon.

Beginner lessons, sales, service, repacks, tandem flights.

APCO, SUP'AIR, FLYTEC, HANWAG, IN STOCK! We have a complete shop with EVERYTHING that you need in stock! Rick Higgins, SunSportsPG@aol.com, (541) 387-2112; Mark Telep thatspec@hotmail.com, (541) 308-0101 Web: http://homecown.aol.com/ rsunsports/myhomepage/index.htrnl TEXAS HILL COUNTRY PARAGLIDING INC - Learn complete pilot skills. Personalized USHGA certified training, ridge soaring, foot & tow launching in central Texas. MOTORIZED PARAGLIDING INSTRUCTION & EQUIPMENT AVAILABLE. (915) 3791185. 1475 CR220, TowTx:78672.

SOUTHERN SKIES - MOUNTAIN FLYING and POWERED PARAGLIDING instruction, sales and service with full-time shop, I hour north of Charlotte. 7 beautiful flying sites nearby. (828) 632-6000 WWW.SOUTHERN SKIES.NET

KITE ENTERPRISES - Foot launch, payout winch tow and powered paraglider instruction too. Training, sales, rentals and repair. Edel, Airwave, Wills Wing, UP and DK Whisper. Dallas, Fort Worth and north Texas area. 211 Ellis, Allen TX 75002. (972) 390-9090 nights, weekends. www.kite-enterprises .corn

PARAGLIDING

*NEW* 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 much more. 140 pages packed with illustrations. $15.00 +$5 s/h. USHGA, PO Box 1330, Colorado Springs CO 80901. (719) 6328300, fax your MC/Visa/Amex to (719) 632-6417, www.ushga.org, ushga@ushga.org

UTAH SUPER FLY PARAGLIDING ACADEMY - The Paragliding Academy is the nation's foremost paragliding center offering comprehensive pilot training programs, powered paragliding instruction, tandem flights, maneuvers training, rowing training/ certification, and tandem pilot training. The Paragliding Academy is the closest shop to Point of the Mountain, open year round and is supported by the Super Fly, Inc. distribution and service center just minutes away. Instructors: Ken Hudonjorgensen, Scotty Marion, Kevin Biernacki, Dale Covington, Bo Criss, Ryan Swan, Jeff Farrell and Chris Santacroce. (801) 816-1372 www.paraglidingacademy.com.

VIRGINIA KITIYHAWKKITES-SeeNorthCarolina.

------WASHINGTON

Windsok. Made of l.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.

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.

VIDEOS

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

MINI VARJO - 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.

• ORDER ONLINE AND SAVE ' Water/Dust Resistant Push Button ' Field Replaceable Finger Switch • Heavier Gauge Wire/Improved Plugs • Increased Strain Relief at ALL Joints

PUBLICATIONS & ORGANIZATIONS

*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

Price $119.95. Extra finger switch $19.95 w/purchase.

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

MC/Visa. Visit our website at www.flightconn.com HAVE EXTRA EQUIPMENT - That you don't know what to do with. Advertise in the Paragliding classifieds, $.50 per word, $5 minimum. Call USHGA for details (719) 632-8300, ushga@ushga.org or fax your ad with a Visa/MC, fax (719) 632-6417.

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

DECEMBER

2001

*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

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 8090 I. (719) 632-8300, fax your MC/Visa/Amex to (719) 632-6417, www.ushga.org, ushga@ushga.org

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.

45

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

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 full of paragliders. Outrageous flying at several west coast flying sires. Meet HG aerobatics champion Mitch McAleer along the way. Excellent rock soundtrack, professionally filmed & edited, 35 minutes $35.95.

Call or fax USHGA (719) 632-8300, fax (719) 6326417, please add +$5 domestic s/h for 1-2 videos, add $6 for 3-4 videos (Inc'! orders, email us at ushga@ushga.org for shipping charges.) Great to impress your friends or for chose socl<ed-in days. Order online at www.ushga.org!

--------------------MISCELLANEOUS ------------ - - - - - -----

FLIGHT GUIDANCE AND XC -- In the Sierra Nevada, Spain: Horizon re Vertical, www.granadainfo.com/hv/, hv@granadainfo.com, Tel/Fax: 011 34 958763408

Sell your unused equipment here.

STOLEN WINGS & THINGS ---- ----------

Pin2gdu Ausfrid 1999

1999 WORLD TEAM T-SHIRTS - We still have a few left. Commemorating the world championships held at Pinzgau, Austria. Soon to become collectors items!

Sall that's left is size 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 Shire, PO Box 1330, Colorado Springs C080901-1330. 1-800-616-6888.

VIDEOS, BOOKS & APPAREL - Call USHGA for your Merchandise order form (719) 632-8300, fax (719) 632-6417, email: ushga@ushga.org,www.ushga.org DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE CLASSIFIEDS.

ADVANCE EPSILON 3 - Lost along Hwy 395 jusr outside VICTORVILLE, CA on August 14, 2001. Has a gold leading edge wirh a small (3-4") patch near the center; also blue SupAir Eva top harness, helmet, vario, etc. Contact Jason Gilbert (530) 318-7288, jgllberc@hocmail.com 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, 2001. Blue, serial #0764, w/blue SupAir harness.

Contact Matthew Sill (646)528-4569, mwsill@hotmail.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, chis listing will be purged.

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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 arr logo and $25.00 for each photo. LINEART & PHOTO SIZE NO IARGER THAN 1.75" X 2.25". Please underline words to be in bold print. Special layouts of cabs are $25.00 per column inch. AD DEADLINES: December 20th is the deadline for the February 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, Amex or MasterCard.

INDEX TO ADVERTISERS Adventure Productions ........................... 23 Aerolight USA. ....................................... 21 Apco ............................................ 11,13,15 Critter Mountain Wear .......................... 19 Dixon's Airplay ........................................ 7 Flytec ....................................................... 9 Hall Brothers ......................................... 23 Mojo's Gear ............................................. 9 Skyco Sports .......................................... 29 Sport Aviation Publications .................... 21

United States Hang Gliding Association, Inc .. w e b s t e rnernR,benew Your

WWW.US h g a. 0 rg

ersh;p ReoJJy; 0 n-t;ne.

Super Fly, Inc ........................ 2,Back Cover Thermal Tracker .................................... 37 Torrey Pines Gliderport ......................... 10 USHGA ................ 5, 12,26,27,28,29,38,47 Wills Wing .......................................... 8,20

46

PARAGLIDING