USHGA Paragliding Vol13/Iss1 January 2002

go

furt her

it'sobootfollowi,gyoo,d~ams challenging yourself... finding your way... reaching your goals... flying new skies... it's about GOING FURTHER.

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g GI N SUPER FLY, INC. · EXCLUSI VE NORTHAMERICANIMPORTER/OISTRIBUTOR · [801 j 255-9595 · info@4superfly.com · www.4superfly.com · 552 W. 8360 S. ........,,UT 84070

INCIDENT REPQRTS

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.. rusHGA -,&PORTS

COVER: David Prentice gliding with Kevin Biernacki at the 200 I Snowbird, Utah X-C Paragliding Competition. Photo by Kevin Biernacki. See story on page 24.

JANUARY

2002

3

Gil Dodgen, Managing Editor/Editor-in-Chief Steve Roti, Contributing Editor Dave Pounds, Art Director Will Gadd, Dennis Pagen Staff Writers Jayne Depanfills, Executive Director, jayne@ushga.org Jeff Elgart, Advert1sing, je/f@ushga.org Paul Defranco, IT Administrator, paull!Jiushg11.org Sandra Hewitt, Member Services, sandra@ushga.org Natalie Hinsley, Member Services, natalie@ushga.org USHGA}Jfficers and Executive Committee;

Jim leiset, Presidentj1mzgreen@aol.com Mark Ferg11st;1n1 Vice'Preslden~ mark@ba/lvarios,com Russ Locke, Secretary,russfocke@Juno.com Bill Bolosky; Treasurer, .bolosky@microsoft.com REGION 1: Bill Bolosky, Mark Forbes. REGION'..:i:.

Jamie Shelden, Ray Leonard, Scott Casparian. REGlqN 3: David Jebb, John Greynald, Gregg Lawless. R~GION 4: Mark Ferguson, Jim Zeiset. REGION 5: Frank Gillette.

REGION 6: Jeff Sinason, REGION 7: Bill Bryd1ui.

REGION 8: Doug Sharpe. REGION 9: Randy Leggett, Geoff Mumford, FeVipe Amum)tegui. REGl()N 1.0: David Glover, Matt 1'11l?er. REGION 11: Kent Robinson.

REGION 12: Paul Voight. DIRECTORS AT LARGE: Jan Johnson, Dennis Pagen, :Russ Locke, Stev1;1 Kr.oop, 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 Mattlie.ws,: Ken Brown, Rob Kells, Liz Sharp, Dan Johnson. EXOFFICIO DIRECTORS: Art Greenfield (NAA); The United States Hang Gliding Assodatlon Inc. is i\11 air sports organization aff11iated with the National Aeronautic Association (NAAJ .which is the official representative Qf the Fede.ration Aemn11utlque lnternation.ale (FA!), of the world governing body for sport aviat1on, The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA sypervision of FAHelated paragliding activities suc.h a& record attempts and competition sanctions.

PARAGLIDING magazine is published for paragliding sport enthusiasts to create further interestln the sport, and to provide an educational forum ti;> ,advat:lCe paragliding methods and safety. Contributlo.ns are wel; come. Anyone is invited to contribute articles, photos and illustrations concerning paragliding activities. If the material is to be returned, a stamped, self-.addressed return envelope must be enclosed. Notification mustbe rnade of submission to other paragliding publications.

PARAGLIDING magazine reserves the. rightto edit contributions where necessary. The Association and publi, cation do not assume responsibility for the ma(erial or opinions of contributors. PARAGl:lDING editotial offices: 31441 Santa Margarita Pkwy,, Suite A-259, Rancho Santa Margarita, CA 92688, phone (949) ~887363, fa\< (9,49) 688-7464, Nnail: GilOodglin@aol.com.

The USHGA is a member-controlled sport orgi:\nization dedicated to the exploration and promotion of all facets of unpowered ultr<1l1ght flight, and to the education, training and safety of its membership. Membership is open to anyone Interested in this realm of flight, Oues for full membership are $S9.00 per year (of whi.ch $15 goes to the publication of Paragliding), ($70 non-U.S.); subscription rates only are $35.0.0 ($46 non-U,S,); CIJanges of address should be sent.six 'A'.ee~s in advance! including name, l,JSHQA nwrni:).er, previoµs and new ad.d,ess, and a mailing label from a r1;1cr;mtjssue. · PARAGUOING (ISSN1069-1846) is pubHshedmonthly

by the U.nited States Hang Gliding Asso%i11tlon, Inc., 219 W. Colorado Ave,, Suite 104, Color~do Springs, C0.80903 (719) 632-8300, FAX (719) 632-!5417. PERIODICAL POSTAGE is paid at Colorado Springs; CO and at additi9rn;1I rnaillng.offices.

POSTM.4,STH; S!;:ND CHANGE OF ADDRijSS TO: PARAGLIDING, P.O. BOX 1330, Colorado Springs, CO 80901-1330. .

JANUARY

2002

VOLUME

THERMAL COMMENTS Dear Editor, The insightful article about thermal superstitions by Peter Gray finally gave me some insight as to what happened to me a few years back during spring flying in Sequatchie Valley, Tennessee.

It was just before noon when I chose to be the wind dummy. The sun was bright and the cycles were starting to trickle up the northeast site. Twenty minutes later, instead of skying out, I was a few hundred feet above the church that sits next to the LZ. The church roof is black shingle and the surrounding parking lot is black asphalt. I was thinking that at any moment a big bubble should break off sending me skyward. But with every circle I made I would first gain 50 feet and then lose 50 feet.

Twenty-five minutes later, feeling dizzy and still only a few hundred feet AGL, I began to realize that the bouyant air would just be fed to me slowly and constantly and not as a bubble that just ripped off.

Fortunately, a pilot drove over to the LZ with his truck and I quickly landed, packed up and got a ride back up.

Peter's theory seems to be supported by the anecdotal events that day, although I'm not convinced that it explains all of thermal theory. I'll concede that warm air doesn't remain stuck to the earth's surface by surface tension, but I have a feeling that the air being heated by the earth is often (but not always) being pushed down by forces above and to the sides until a critical point is reached (energy level), and then released suddenly (quantum packet). Theories are great until we either try to apply them everywhere or until another petal of the universe unfolds to reveal its secrets.

MORE THERMAL COMMENTS Dear Editor, Peter Gray's article on thermal triggering contained lots of interesting food for thought, but it seemed a tad short on actual observations. This summer I spent an hour watching a tractor work a very dry field. The entire area was covered by a dust cloud and all the movement of the air over the entire field was very visible.

The tractor was often completely hidden by the thick, turbulent dust clouds thrown up from the plow as it lifted and overturned the ground.

It was very clear chat most of the strong, defined columns of rising air coalesced from the turbulent eddies in the immediate vicinity of the tractor and plough. The columns would then break away from the tractor and drift slowly downwind, remaining attached to the ground at the base while increasing rapidly in height. Some columns became very tall and lasted many minutes, while others faded out quickly. I can send Peter some photos if he would like.

It was also very clear that the air was not "slowly rising into a dome" and gradually increasing in vertical velocity, as would be expected if buoyancy were the only force at work. Some process, something vaguely analogous to surface tension, was allowing a hot layer to form within a few feet or a few tens of feet of the surface. There was nothing gradual about the escape of that hot air mass into the churning, rising thermal columns!

Steve Seibel Corvallis, OR

Daniel Spier Fulton, NY

13, ISSUE #l

PARAGLIDING

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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 financ::ial injury sustained by Pilotas a result of Pilot~ 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 fimmdal injury sustained by Pilot-sparents or legal guardians, as a result of l!ilot6s PARTICIPATION IN THE SPORTand/or as a result of the administration of any USHGA programs. l "RELEASED PARTIES' means the following, including their owners, officers, directors, agents, spouses, employees, officials (elected or otherwise), members, independent contractors, sub-contractors, lessors and lessees: a) The United States Hang Gliding Association, a California Non-profit Corporation (USHGA); b) Each of the person(s) sponsoring and/or participating in the administration of Pi/ot~proficiency rating(s); c) Each of the hang gliding and/or paragliding organizations which are chapters of the USHGA; d) The United States Of America and each of the city(ies), town(s), county(ies), State(s) and/or other political subdivisions or governmental agencies within whose jurisdictions Pi/otlaunches, flies and/or lands; e) Each of the property owners on or over whose property Pilotmay launch, fly and/or land; D All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where Pilot PARTICIPATES IN THE SPORl "All persons involved" include, but are not limited to, spectators, hang glider and/or paraglider pilots, assistants, drivers, instructors, observers, and owners of hang gliding and/or paragliding equipment; and g) All other persons lawfully present at the site(s) during Pilot~ PARTICIPATION IN THE SPORT. B, I FOREVER RIELWE AND DISCHARGE the RELEASED PARTIESfrom any and all liabilities, claims, demands, or causes of action that I may hereafter have for SPORTS INJURIES. however caused, even if caused by the negligence (whether active or passive) of any of the RELEASED PARTIES, to the fullest extent allowed by law.

C. I 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 ail, in and before a Court located in the State of California, U.S.A. to the exclusion of the Courts of any other State or Country.

E. SEVERAIBUUTY. 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 I am the parent or legal guardian of Pilot, I AGREE TO INDEMNIFY AND REIMBURSE the RELEASED PARTIES for their defense and indemnity from any daim or liability in the event that Pilot suffers SPORTS INJURIES as a result of Pilot6s PARTICIPATION IN THE even if caused in whole or in part by the negligence (whether active or passive) of any of the RELEASED PARTIES.

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

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--~-_.....,/ Adult Pilot'! Jifnatun

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Jifnatun offiloti Parent or lepl Guardian ifPilot under /8 yearr Ofaft.

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MMR 12-97

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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 Springs co 80901-1330 l-800-616-6888 www.ushga.org

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since its introduction as the new performance-class glider. The notorious Rodriguez brothers, Felix and Raul, have proven this rime and again on the worldwide ACRO scene. In addition, coming soon is a completely new line of harnesses. In addition, a new rebate plan and affordable pricing have been implemented co attract new pilots to the Edel family. Edel is committed co excellence and pilot safecy. Wacch for their ad in che next issue of Paragliding. Dealer inquiries are welcome. For more information contact: Air Action, (530) 945-5866 or (530) 604 2765.

del is back in che U.S. Michael Nesler, Amon Christian, and a ream from Seoul are working hard co design new produces. The Excel has been a huge success

VELODROM SPORTS GLASSES "'\ felodrom USA is proud to announce Y the incroduccion ofVelodrom Sports Glasses. Velodrom is a line of sunglasses and protective eyewear designed uniquely for high-speed oucdoor sports such as hang gliding and paragliding.

Velodrom is the perfect solution for pilots and ochers who are cired of dusc in cheir eyes, overly dark lenses, poor peripheral vision, headaches caused by thick frames pinching under a helmet, and running eyes. And the price won't make you lose any sleep over sitting on a pair.

Velodrom offers 11 different models, all reseed for strength, comfort and function, and all used by paraglider and hang glider pilots. All scyles have a matt black, superlight nylon frame, are UVNUVB-safe, and have anti-fog polycarbonate lenses. All models suitable for pilots (wrap-around or regular scyle co accommodate all helmet cypes) come with a choice of smoke or colored high-definition lens that increase contrast and lee you see even che tiniest wisp of cloud development without sacrificing UV procecaon.

Velodrom Sports Glasses are being introduced in the U.S. in 2002 by Velodrom USA. For more information call a dealer or contact: Velodrom USA, (732)

PARAGLIDING SERVICE &REPAIR RISING AIR GLIDER REPAIR ill Anderson has moved co King Mountain and sec up an independent repair facilicy. He is one of the mosc experienced technicians in the country, offers fair pricing, and has all the proper equipment co do annuals and repairs.

Rising Air is a full-service shop dedicated exclusively co paragliding repairs and service, harness repair and mods, reserve repacks, DHV qualicy inspection, line secs and replacements, and cuscom sewing. The company is located in the Big Lose River Valley of eastern Idaho. This site boascs prime X-C flying wich one of che best glass-offs in the country. Big Lose River Valley is close co Sun Valley, Idaho, Jackson Hole, Wyoming, and Sale Lake Cicy, Utah - a truly exceptional location.

Pilots hare co pan with their equipment for even a few days, so Bill makes the process as smooth as possible. You may ship your wing by UPS or U.S. mail, insured. Include your e-mail address or phone number and he will notify you when ic arrives, keep you posted on the progress, and notify you when it is returned. You will be sent or called wich a tracking number. UPS ground is about $12-$15 for a glider, and transit time is normally rwo co three days. U.S. mail is about the same. A complete annual inspection is $85, hourly shop races are $35 per hour, and repacks are $35.

Con race: Bill Anderson, Rising Air Glider Repair, badbones@risingair.biz, www.risingair.biz, (208) 554-2243, P.O. Box 620, 3171 North/3370 West, Moore, IO 83255.

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JANUARY

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2001 ~2002 USHGA AWARDS

T

he USHGA is pleased to announce the nominees and recipients of the 20012002 USHGAAwards. A presentation is scheduled to take place during the spring Board of Directors meeting in Ontario, California.

Commendations and Special Commendations are given to USHGA members and to individuals or groups in the community at large, respectively. The award is given to those who have made significant volunteer contributions at the local, regional, or national levels that enhance the sports of hang gliding and paragliding.

Recipients were members Mark Forbes, Ken Baier, Davis Straub and Belinda Boulter, Gary Osoba, Malcolm Jones, JJ LaMarche, Steve Kroop and Peter Perrone.

Special Commendations were awarded to Bob McVey, Charles Averitt, Joe and Karen

Gorrie, and Lawrence and Fay Kopp.

Our Hang Gliding Instructor of the Year is Pat Denevan. For Paragliding Instructor of the Year, nominees included George Ridgett, Rob Sparrer, Steve Mayer and Kevin Bernacki. The recipient is Chris Santacroce.

Newsletter of the Year: This is the first year that Web newsletters were included for consideration. Nominees included Fly Paper and the newsletter of the SAH GA. The recipient is The Oz Report.

No nominations were received for the Bettina Gray Award (photography), for the NAA Safety Award, the CIVL Diploma, or the USHGA Chapter of the Year.

In the course of selection for the Exceptional Service and Presidential Citation awards, the Committee noted that those who have served as president of the Association have long gone unnoticed.

Serving in this leadership position is frequently thankless. A perpetual award noting past presidents will be created for display in the USHGA home office.

Steve Roti will receive the Exceptional Service Award. We have seen numerous changes and issues arise in the Association over the last year. Steve has acted as a key player in addressing operational needs, volunteering his expertise, time and support during this critical time in our organizational development. Other nominees included Nathan Whechel, Gary Osoba and David Glover.

We were fortunate to have several nominees for the Presidential Citation. Paul Rikert will receive this award. In the past, Paul has been nominated and selected for this award, however, as a BOD member he routinely declined the Association's attempts to recognize the work he has done to ensure that the Association remains focused on its original mission and support of its members. As longtime chairman of the Bylaws Committee, he created a structure and process that remains in place, despite changing membership on the Board. The Association relies heavily on the body of work that Paul provided dur-

The Art of Paragliding

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ing his more than 20-year tenure on the Board as a Regional Director and then Director at Large. This award is the highest and most prestigious, and is given to Paul with much appreciation, thanks and respect.

I would like to recognize the participants of this committee for their collective efforts. The mechanism for recognizing achievements continues to evolve. We look forward to the awards presentation, and encourage members to continue to provide us with a pool of exceptional nominations for future consideration.

- submitted by Jan Johnson

REGION NINE YEARLONG X-C CONTEST: PAIRAGUDER CLASS

T

he longest paraglider flight of the year was made by Jim Maze who enjoys that honor for the second year in a row. His best flight of 50 miles was made on May 19 from Little Gap, Pennsylvania and took him to near Princeton, New Jersey.

Dwayne McCourt produced a fine 25.9-mile flight from Big Walker, Virginia to take second place. His flight was a ridge run to the southwest on the same day that gave Tim Donovan his overall contest-winning 110-mile flight along a nearby ridge.

Dwayne's account of his flight drives home to the reader how much more difficult ridge-running and gap-jumping is on a paraglider than on a topless hang glider.

He's to be commended for the flight!

FREE POROSITY CHECKS FROM P&K INDUSTRIES

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This service is offered free to improve the safety the paragliding community. P&K will also evaluate trade-in value toward any new wing from Advance, Pro-Design, and now Independence, guaranteeing at least $500 for any wing. Feel free to take advantage of both offers and start flying safely. For more information contact: P&K Industries, pandkindustries@aol.com, www. pandkindus tries.com, (917) 687-3748.

JOSH COHN RECORD IS OFFICIAL osh Cohn's Declared Goal distance record of 192.3 miles is a confirmed official world record. Josh actually flew farther than the goal, landing 200 miles from his launch point in Zapata, Texas this past summer.

Had Josh flown another eight miles he would have also set a world straight-distance record. A.W Greenfield, Director of Contests and Records for the National Aeronautic Association, made this announcement on December 3, 2001.

Josh has consistently been our top U.S. pilot in both international competitions and in X-C challenges. Way to go! Dixon's Airplay Paragliding School and Windtech, proud sponsors of Josh, are obviously very excited about this incredible event, and on an intermediate glider, the Windtech Quarx!

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ATTENTION U.S. APCO COMPETITION PILOTS

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n order to support U.S. pilots flying Apco gliders and provide incentives (detailed on Apco's website) for these pilots to improve their performance, Apco Aviation Ltd. and

Aerolight International, LLC now require a signed "Paraglider Pilot Sponsorship Agreement" for the 2002 competition flying season which can be obtained by calling the offices of Aerolight in Miami, FL at (305) 256-5650.

Please note that the rules have changed for the upcoming season. Apco/Aero light will only cover competition entry fees for those who have signed the Sponsorship Agreement and have obtained approval.

The Sponsorship Agreement should be received by Aerolight no later than March 30, 2002. Please call (305) 256-5650 or email Aerolight at info@aerolight.com for further information.

FLY PRODUCTS POWER JET

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ly Products is pleased to announce the release of a new super-light (only 45 lbs., ready to fly) powered paraglider called the Power Jet. This "almost noiseless" machine uses the well-known Italian Top 80 engine with a centrifugal clutch. It is designed for pilot weights up to 210 lbs. at sea level and produces 105 lbs. of static thrust. It is fully dismountable and may be carried in a paraglider bag (assembly time, 10 minutes).

The strong aluminum cage makes forward launches possible. The unit comes with a deluxe throttle with cruise control and start/stop switch, super-comfortable Apco Aviation harness with press gate carabiners and quick-release buckles, tune pipe exhaust with silencer, and a 4.6-gallon gas tank for four hours of flying time.

For further information contact: Aerolight International, LLC, (305) 2565650, info@aerolight.com, www.aerolight.com. Ill

HAND-HELD WIND METER Monitor changing wind conditions. Responsive to slightest variation In wind velocity.

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$34.95 $19.95 $15.00 $29.95 $24.95 $19.95 $ 6.50 $ 2.95

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t<USHGA 2002 PARAGLIDING CALENDAR - First ever! Spectacular photography.............

$_ __

PUBLICATIONS

VI DEQS

All our videos are in USA/VHS NTSC format only. t<SPEED TO FLY World tour instructional video on XC flying techniques & tips. (70 min)......... 11b $39.95 $_ __ t<GROUND HANDLING & The Art of Kiting Instructional. Learn techniques & tips (44 min) ... .. 1lb $36.95 $_ __ t<A HIGHER CALLING Superb paragliding XC adventure in Nepal. Excellent editing. (45min). 11b $32.95 $_ __ $_ __ t<THE PERFECT MOUNTAIN Spans the globe in search for the quintessential site. (44 min) . . 1lb $36.95 t<BAU HIGH An exotic PG adventure on the island of Bali, Indonesia. (38 min) ...................... 11b $29.95 $_ __ t<WEATHER TO FLY Dixon White educates us on this very important subject. (50 min)..... ...1/b $39.95 $_ __ TO FLY: DISCOVER HANG GLIDING TODAY Special promotional video. (10 min) ................ .. 1lb $ 9.95 $_ __ $_ __ STARTING PARAGLIDING Covers the basics of your first flights. (30min).... ........ 1/b $29.95 $_ __ MASTERS AT CLOUDBASE A paragliding music video, set to hard hitting music. (20 min) .. .... 1/b $19.95 FLY HARD Rob Whittal & C. Santacroce paraglide the westcoast. Rock soundtrack. (36 min) ... 11b $35.95 $_ __ CLOUDBASE PARAGLIDING Great intro. video. Meet the hot pilots, fly the hot sites. (36 min) .1lb $34.95 $_ __

MISC. WINDSOK™ 1.5 oz. ripstop nylon, 5'4" long w/11" throat. Pink/yellow or pink/white (circle one) .. 2lb $39.95 PG POLO SHIRT- Red/White/Blue embroidered NavyO White O; MedO Large0 XLO . ..... 1lb $29.95 PG POLO SHIRT XXL - Red/White/Blue embroidered Navy0 White 0; XXL . ...................... 1lb $32.95 PG DENIM SHIRT - Long sleeve, Red/white/Blue embroidered MedO LargeO XLO ............. 2lb $34.95 PG DENIM SHIRT XXL- Long sleeve RedM/hite/Blue embroidered XXL ................................. 1lb $37.95 PARAGLIDING LAPEL PIN Two color enamel. ........................... 2oz $ 2.95 .. ..................... ..... Boz $ 2.50 ZING WING Flying toy. Launch it skyward and watch is soar.

LICENSE PLATE FRAME Chrome plated. I'd Rather Be Paragliding ........................ 1lb $ 6.50 PAYMENT must be included with your order.

NON-USA orders must be in U.S. FUNDS drawn on a U.S. BANK! SUBTOTAL WEIGHT (for shipping) _ _

SHIPPING (USA)

CHARGE MY VISA /MC/AME.X

Up to 2 LBS ADD $5.00 Acct#_ _ _ _ _ _ _ _ __ 2.1-4 LBS .. ADD $6.00 4.1-6 LBS .. ADD $6.50 expires _ _ _ _ _ _ _ __ 6.1-8 LBS .. ADD $7.00 8.1-10 LBS .ADD $8.00 Over 10 LB .. Call/fax/email signature_ _ _ _ _ _ _ __ NON-USA SHIPPING-Ca/I/fax/email

$_ __ $_ __ $_ __ $_ __ $_ __ $_ __ $_ __ $_ __

SUBTOTAL$~~~~ Colorado residents add 3% tax $_ _ _ __ Shipping (see chart) $_ _ _ __

TOTAL y - - - Email _ _ _ _ _ _ _ __

Send to: Name_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ USHGA#_ _ _ _ _ Phone_ _ _ _ _ _ _ __ Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

United States Hang Gliding Assn., PO Box 1330, Colorado Springs CO 80901-1330 (719) 632-8300 1-800-616-6888 fax (719) 632-6417 email: ushga@ushga.org

BE SURE TO CHECK OUT OUR WEBSITE AT WWW.USHGA.ORG

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.

complete training in weather, flight dynamics, kiting and much more.

Learn at a private flight park, no crowds, perfect grassy slopes, driveup 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.

COMPETITION JAN. 28-FEB. 2: 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: Ol l-00-52-726-23279, eneva67@hotmail.com.

FEB. 2-9: Lucky Montana's 2002 NZ National Paragliding Championships. Lucky Montana's Flying Circus is organizing and sponsoring the 2002 NZ National PG Champs. The competition will be "open" and FAJ Cat 2. Maximum number of pilots is 120. Number of overseas pilots is limited. They must have temporary membership in the NZHGPA which will be available at registration for $45 (includes liabiliry insurance). Entry fee of NZ $200 includes maps, comp levy, limited transportation, film, gourmet barbecue, prize dinner, prizes and a T-shirt if you' re lucky! Contact: Rob Darby, lucky_montana@hotmail.com, tel: 011 64 (3) 443 1680, fax: 011 64 (3) 443 1681.

APRIL 12-14: 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: 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: 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 party 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, 1-858-ZULU (9858), Toll Free: 1-877-FLY-TEAM (359-8326), www.flyrorrey.com.

FUN FLYING FEB. 16-17: February Frostbite Festival at Cliffside or Bingen in the beautiful state of Washington. Party at Rick Higgins' house in Hood River, Oregon that Saturday night. For more information call John Sargent at (503) 639-2284. Bring warm clothes!

CLINICS/MEETINGS/TOURS THROUGH OCT.: Dixon'sAirp/,ay 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

14

THROUGH DEC.: Dixon'sAirp/,ayArizonaopen 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. Wide-open, 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 JAN. 27-FEB. 3, FEB. 3-10: 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.

FEB. 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.

FEB.-MARCH: 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) 8837070, advspts@pyramid.net, www.pyramid.net/ advspts/brazil.htm.

UNTIL MARCH/APRIL: 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 to reserve space: Scott Harris, (307) 690-TRAM (8726), www.jacksonholeparagliding.com.

PARAGLIDING

MARCH 1-8, 9-16, 17-24: Fly Brazil with U.S. National Champion Scotty Alan Marion and highly ranked U.S. pilots and instructors Dale Covington and Kevin Hintze. $ 1,000 is almost half the cost of ocher tours, and we have a 3/ l student-to-instructor ratio. Gee yourself there, and we take care of the rest. Nicest hotel in town, the best thermaling and X-C insrruction, all rides and retrievals. Join us at Governador Valadares, which is quickly becoming the premier thermal and X-C site in the world for beginners co advanced pilocs. Space is limited. Contact: 801-Fly-Away, scorcy@pointofthemountain.com.

1HE Ntr OF INISLllil8

t,f 0 . - Fag8rl $34.9& Covers all aspects of paiggllcl~ Equipment, ground handing, J ment, techni~es. froubleshootlng, soanng &more 2 74 pages, 248 illustrations, 86 phOtOS. 2/bs

PARAGLIDING-A PILOl'S TRAINING MANUAL MARCH 1-10: Super Fly Brazil Tqur, Governador Valadarez, Brazil.

Fly in a T-shirt and shores at cloudbase. One of the most consistent sites in the world. Known for super-smooth thermals and easy X-C. Book a ticket co Governador and we handle the rest. Comprehensive thermal and X-C clinics, thorough inscruction in active flying and basic maneuvers. Conditions appropriate for many levels of experience (P2 rating wich 50 flights minimum). Come for one week or more.

Space limited, make reservations soon. Guides Jeff Farrell and Chris Samacroce promise co help you co have the best flying crip of your life.

Trips include transportation, lodging, guiding, X-C and thermal coaching, and retrieval. Contact: info@4superfly.com, (801) 2559595.

i1,MllaaM1l1dWIIIWlng $19.95

rs. all aspects of paragliding.

, beginner skills, lechnlques & more. 2/bs.

SKY

APRIL 1-8: First-ever Super Fly Powered Paraglider Conversion Session, Tampa, FL. This session is designed to introduce pilocs to the new lightweight, dutch-equipped, weight-shift and super-reliable paramotors. Most participants will have no motor experience. No minimum experience level. The session will enable participants to learn to fly powered paragliders just in time to enjoy the largest paramotor fly-in of the year. Parricipancs will have the opportunity co participate in record arcempcs, attend informative sessions, and test-fly gliders and motor un.its. Plan on bringing your reserve and your glider. Attend the whole week or only a few days. Bring the family, as Oisneyworld, the beach, etc. are close by. Contact: Super Fly, info@4superfly.com, (801) 255-9595.

APRIL 13-14: ITP with Dixon White. Comprehensive Instructor Training Program for first-time instructors and recertification.

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

APRIL 18-21, 25-28: Texas Towing, From Tandems to Tumbl.eswich Jackson Hole Paragliding. The Wyoming Cowboys are heading south to sunny Austin co do maneuvers training courses.Train with the Jackson Hole Aerobatic Team, featuring world-class aero pilocs Matt Combs and Ranyon D'Arge. Let us coach you co a breakthrough in your flying skills. Progress at your own pace and gain confidence in a safe and fun atmosphere. Clinics begin Thursday evening with syllabus and simulator work. Towing on Friday, Saturday and Sunday.

Weather day Monday. Tuesday and Wednesday are team practice days, inventing new tricks and perfecting routines. Space is limited to provide the best possible learning experience. Contact: Scott Harris, scharris@wyorning.com, (307) 690-8726, www.jhvisionquest.com.

J ANUARY

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An Opportunity For Change

100% precision 100% reliability 100% high tech

Combining Hang Gliding and Paragliding Magazines

by Aaron Swepston, with Gil Dodgen

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othing is more exciting than change, if that change is for the better. But then again, nothing is more comfortable than the same old thing, day in and day out. For some reason people generally resist change in order to maintain a level of security and comfort co which they have grown accustomed. Bue there's always che possibility of excitement just around che corner - a great unknown chat could be a tremendous reward or a terrible disappoincmenc.

Not knowing what the outcome will be does nothing to entice a person to cake chat risk, and even knowing chat the outcome will be a good one often provides only a marginally persuasive argument co cake the plunge. Bue we are pilots, and we are used co risks, disappointments and rewards. We eat risk for breakfast and then ask for a second helping, don't we?

But we begin a discussion of combining Hang Gliding and Paragliding magazines into one really good publication, and for some pilots the sense of adventure withers like a snail in the sun. The barriers fly up and the heels dig in, and we make up our minds before even hearing the first of many reasons char we should combine the magazines.

The idea d id come up several years ago, was initially accepted and embraced, but was finally shot down. Why should we revisit chis proposal since it was rejected once before? The purpose of chis article is to explain why we should combine the magazines, and why you wiU probably be far happier with chis than you would be with the status quo that our magazines have been delivering for many years.

Will a combined magazine save che Association money? According to the best projections, it won't have a direct financial impact. It should be about a break-even proposition in terms of money spent or saved. However, finances aren't the only thing to consider. There is a lot more.

Delivery time is something to consider

seriously. The magazines vary in their delivery times, and generally they aren't getting co us any earlier chan they have in the past. Although recent delays (which are being ironed out) have involved a move to a new printer and mailing location, two magazines muse be produced every month, and crying co meet two deadlines, one every two weeks, with a very limited staff is extremely difficult. In addition, because of overlap in the advertising and editorial content, there is a lot of duplicated efforc, which cakes an additional toll on production schedules.

Producing one, complece, combined magazine would go a long way coward reestablishing a solid publishing schedule, so watching the mailbox every monch would be a lot less painful.

Duplicate publication of editorial content would be eliminated. Much material chat is relevant co both hang gliding and paragliding is being published twice. This includes news and calendar of events items, letters co the editor, USHGA reporcs and ocher business, safety-related articles, and much more. In addition, we are all interested in soaring, flying X-C, meteorology, flying sites and events, etc.

There are so many more similarities than differences that all pilots would genuinely benefit from a combined magazine.

The primary concern some pilots have abouc a combined magazine is losing space to the "ocher side." This a great concern for many, and a valid one. However, your editor is commitced to not letting chis happen, and there really are ways co make it work so char we will all get plenty of macerial each month to satisfy our needs and desires.

Those who refer to the previous attempt at a combined magazine count pages and do comparisons, bur there is a lot going on right now to restructure how the magazine is produced, how it is designed, and how it is presented to the members. You simply can't compare chat

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original attempt with what is on the drawing board now. Instead of simply shuffling the two magazines together, tossing our any pages that exceed the permitted page count, and calling it good, we're talking about a whole new format that will compress some of the more mundane material, allowing for the more interesting and exciting material to shine through. Ir's a lot of work, but the Association is dedicated to the task. The goal is to provide a better magazine overall, in a way that will eliminate any fears members might have about sacrificing either the quality or quantity of the content for each sport.

The truth of the matter is simply this: It would be better for the USHGA if the magazines were combined into a single monthly publication - better for the office, for the magazine production team, for the long-term financial picture, and for the members. The change would be good for business. There is no question about that. The change would be good for our members, and there is no question in my mind about that either.

Convincing the membership at large to accept this idea may be a difficult prospect, bur hopefully our members will understand that this is something that is really needed for many reasons, and something chat can and will be extraordinarily good. We hope you will place your trust in those who have been working hard to provide an excellent magazine up to chis point, and crust that they will not only continue co do so, bur aim even higher.

There are organizational and production issues driving the fundamental need to combine the magazines. If our readers say no co a single publication, these issues

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will nor just go away. Ir is something that really needs to be faced. In addition, there are philosophical, educational and journalistic reasons co support this project, as well as public-relations considerations.

Our magazine is nor only one of our most valued membership benefits, it is one of our best potential marketing tools. Ir needs to be strong, it needs to be powerful, and it needs to be of the highest possible quality. All of these issues could be addressed more effectively if the Association were to publish one and not two magazines every month, and if the editorial staff were not under constant and exueme pressure to meet two deadlines every month.

We have the opportunity within our immediate grasp to make a significant change for the better. This change is exciting, and there are many tangible benefits that can be realized. But it is a change, and the membership needs to understand it and be supportive of it. We may each have our own reasons to be fearful of this kind of change, bur I think that everyone who really understands what is going on behind the scenes will hope that we will all be as courageous about this issue as we are when we decide to launch our gliders.

We know how exciting it is to cake those seeps to launch into the air, yet we are not without at least a little bit of caution or fear when we do so. It is the same with this issue. No one is suggesting that there should be no concern or that we should be cavalier about combining Hang Gliding and Paragliding magazines. We just hope you will crust that it will fly, and help the Association and its hardworking people to power through this launch. •

A Publishing Perspective

by Jayne DePanfilis, USHGA Executive Director your Executive Director and a hang glider pilot I also share the ole of Managing Editor of your magazines in some ways, because I help to make many of the business decisions related to the publishing of both magazines. I claim some expertise in this area because I was the Managing Editor of an annual publication and, in essence, this job repreJ ANUA R Y

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sented more of a labor oflove than anything else. Anyone who has become inri· mately acquainted with publishing a magazine can tell you chat you will inevitably develop an emotional attachment to chat publication . le becomes a living, breathing thing by the time you go to press with it. I am chis passionate about publishing our magaztnes.

See all the new Airwa11e paragliders at

www.willswing.com

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

I have been focusing on managing the business of the United States Hang Gliding Association since January of last year. I don't make the business decisions related to the magazines in a vacuum. I consult Gil Dodgen, our very capable Managing Editor/Editor, Jeff Elgart, our Advertising Account Administrator, Dan Johnson, Chairman of the Publications Committee, and Aaron Swepston, whom many of us already know as a talented hang glider pilot dedicated to perfecting the art of hang gliding. Aaron has a tremendous amount of experience in many areas of magazine publishing, and since the beginning of my tenure as Executive Director he has dedicated himself to helping me understand some of the nuances associated with the production and graphic design aspects of magazine publishing. Each one of these individuals, and others, provide tremendous insight and good judgment with respect to their individual contributions to our publications.

I believe that, as a group dedicated to improving the quality and timeliness of our magazines, each one of us believes that there are compelling reasons to reconsider combining Hang Gliding and Paragliding. While our reasons for doing so may differ in their order of importance, we agree that the net effect, or the outcome of our decision, would be the same. I believe that Kent Robinson, USHGA Regional Director and hang glider pilot, expresses my sentiments best when we enthusiastically discussed the possibility of a single, terrific magazine not too long ago.

One of the first really momentous decisions I made was to seriously entertain the idea of moving the printing of our magazines from a very capable and reputable firm in Denver to an unknown company (unknown to us, at least) in Ottawa, Ontario, Canada. I spent a great deal of time talking with the folks at Printbridge and consulting with Gil on this matter, and beginning with the May issue, Paragliding magazine was printed in Canada. We decided to move Paragliding first because we print about 5,000 copies per month, and this is an ideal number to print on a sheet-fed press. This is how both magazines are now printed. The

18

transition was a fairly straightforward one, thanks to the efforts of Gil, Jeff and Printbridge. The change went unnoticed by the membership. We immediately began to save $2,700 per month printing Paragliding magazine with this change.

We closely monitored the printing of Paragliding each month for the next few months, and decided that we would also move Hang Gliding magazine. We print about 7,500 copies of Hang Gliding every month and are saving about $1,500 per issue. USHGA now saves about $4,500 on the printing of both magazines every month as a result of this change. We had a cash-flow issue to address in January, and this was just one of the cost-cutting measures implemented at that time. I think you will agree that this was an important step to take.

While it was my desire to take full advantage of the cost savings to the Association, I had decided early on in this process to reinvest a portion of the savings back into both magazines. I am committed to assisting Gil in his efforts to improve or enhance the photographic and editorial content of both magazines. The Publications Committee increased his budget for doing so at the fall Board of Directors meeting in Salt Lake City, Utah.

I expect this budget to grow over time, however, our magazines definitely do not pay for themselves. There is a false economy associated with publishing them every month, and in order to provide a larger editorial budget, I think we need to be more proactive about taking our magazines to market and selling advertising to outside-our-industry advertisers. Our membership provides a small but valuable, captive market for the mainstream.

It is my desire to begin selling advertising, and as Dan Johnson has pointed out, I believe that one "improved" magazine will allow me to sell more ads to mainstream companies, which will in turn generate more revenue to facilitate a further increase in the quality of the magazine.

It is also important to note that we maintain a very limited exposure of both magazines on the newsstands. While newsstand sales are often not as profitable as we might like, it is important to consider a wider newsstand distribution for marketing purposes. Aaron likes to use

the phrase "eye candy" when we talk about newsstand appeal, and Dan Johnson aptly points out that a single, thicker magazine would be more appealing to those of us who find ourselves flipping through the magazines at our favorite newsstand or book store.

I have also developed a keen interest in solving some of the unique problems associated with publishing two magazines every month, and I believe it would be much easier to address these issues and properly manage them if we produced just one publication. It would be easier for the entire USHGA staff. It is much more efficient to manage one production cycle per month than it is to manage two - plain and simple.

The USHGA office would be able to establish cutoff dates for renewals every month to eliminate mailing 50 to 300 magazines directly from the office every month because a member renewed after the mailing labels were generated and sent to the printing company. This initiative would provide a cost and time savings. If we publish one magazine, it will be easier to standardize the schedule, members will begin to receive their magazines by the seventh of every month, and they will be encouraged to renew their memberships before the 15th of the month to ensure uninterrupted receipt of their magazines. This would be one of the widely-agreed-upon, desired outcomes of combining our two magazines into one. It should be clear by now that it would be very difficult to provide the same kind of delivery service without this kind of standardization. Experience has demonstrated repeatedly that a production schedule built upon one magazine may be the only way for us to achieve this goal. Tremendous inefficiencies are inherent in the current production system.

Printbridge assisted me in developing a series of spreadsheets detailing the income and expenses associated with publishing both magazines every month. I provided a comparative analysis of these budgets, and the proposed budget for publishing a single, 80-page magazine revealed no compelling financial reasons to combine the magazines. This was not news to Gil Dodgen, who drew the same conclusion a PARAGLIDING

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few years ago when we first considered the possibility of combining the magazines.

The increase in the printing cost would be negligible, although we would be printing about 300,000 additional pages per month. We would realize some savings associated with producing one, 80-page magazine rather than two magazines totaling 104 pages, and we would lose a small but manageable amount of advertising revenue from those advertisers who currently advertise in both magazines, and from those members who currently subscribe to both magazines.

While there are no compelling financial reasons to produce a single, 80-page magazine, rather than two smaller magazines every month, it is my opinion that we would not be able to afford to produce a larger publication at this time. We can expect an increase in the cost of producing this one magazine because we propose to address some of the quality issues during the process of transitioning to one magazine, and it would be cost prohibitive to address these quality issues on a larger scale with a bigger magazine at this time. Revenue-generating strategies for the magazine would go a long way in enabling us to perhaps one day produce an even bigger publication to serve as an even more effective marketing tool for our sports.

I was hesitant to write this article in support of combining the magazines because I was concerned that members would consider these "dullish" reasons to be not-so-compelling business reasons to consider a single publication. While these reasons may not be as exciting as the

prospect of one magazine with more photos, new departments, etc., they represent some of the behind-the-scenes considerations that Aaron and Gil refer to in the accompanying article. When I discussed most of these issues with the members who attended the Publications Committee meeting in October, I was encouraged to discover that the members do care about the implications of producing two magazines every month. Once they fully understood some of these behind-the-scenes reasons for the desire to produce one magazine, they were quite empathetic. This is the real reason I decided to write this article. You have a right to know about some of the disadvantages associated with producing two monthly magazines.

We can afford to combine our magazines, so we need to ask ourselves if a single monthly publication will create a better magazine experience for us. Will combining the magazines facilitate a more manageable production schedule? Will combining the magazines provide a more appealing marketing tool for our sports on the newsstand? Will combining the magazines make it easier to deliver the magazine at the same time every month?

Will combining the magazines enable the USHGA staff to sell more ads to generate more revenue, enabling us to continue to improve the quality of the magazine, and to perhaps one day provide an even bigger publication for our members?

My conclusion is that publishing a single monthly magazine represents the best opportunity to improve our magazine experience. II

THE LONG AWAITED

Plus $5 S/H in the USA L~ARNING, 'ro TEACIJ T~ACf,..IING TO I EARN A SCHOOL 01,GANIZATION ' TEACHING Bli:@INNERS ' fEAC~IING; f\lOVICE' SKll IS ' WHATI-IEI< CON!51Dl!lr!ATIONS ' 11 I~ WING, IN THt AIR ' INTrnMmlArn TO ADVANCm INSHWCTION

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

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JANUARY

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

19

See And Avoid

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Slowly I turned, step by step, inch by inch. I chwed my way aloft in a weak thermal 10 miles southwest ofDover AFB, Dehware.

While circling at 3,000 feet AGL I looked for signs oflift, potential LZ's, signs of the two pilots who had left hours earlier and were now on the ground somewhere nearby anything but an approaching C-5 Gal.axy.

heard the traffic before acquiring ir visually, ar a distance estimated co be less than three stature miles. Three standard-rate turns lacer, the jet passed d irectly beneath and 500 feet below me. I looked down with glee, the proverbial flyon-rhe-wall, silent and unseen, spying on a C-5 crew flying past, blissfully unaware that they were nor alone. Or, so I thought.

As I strained to make our the cockpit crew directly below me, the C-5 made a 45° heading change co proceed direct co Dover AFB. Hmmm, perhaps they had seen me after all.

Ir had always been my assumption char the average hang glider or paraglider was essentially invisible to a heavy jec. This experience made me wonder, and the results of a recent Navy study provided the hard information needed co verify my assumption. Why is chis important? As hang glider and paraglider pilots we are increasingly at risk for mid-air collisions, and nor just with another hang glider or paraglider. Cross-country flying is rapidly gaining in populariry. Glider performance and piloting skills have increased co the point where multi-decade flights and significant altitude gains are becoming routine, even under marginal conditions. This

I

20

places us well away from areas in which fixed-wing pilots are expecting co see an aircraft like ours. Compounding the problem is the face char airspace on the East Coast is becoming more and more crowded every year. This article was written co educate pilots as co the true nature of the situation, and co outline the best course of action for a hang glider or paraglider pilot faced with a near-miss scenario.

I should begin by poiming our the "secret" of safe VFR flight operations. The reason planes don'r plow into one another on an hourly basis, the reason char the seeand-avoid principle works so well, is simply chis: Ir's a BIG SKY. That's righr, the real reason we don'r routinely knock each ocher our of the sky is most ofcen jusc dumb luck; it's extremely difficult to hit a moving objecr. For confirmation simply examine the scacistics on mid-air collisions.

Consider as partial proof the fact chat the vase majoriry of midairs occur where the sky is getting smaller: while entering, transiting, or leaving the airport traffic area.

Granted chat chance is acting in our favor, what can we do to farther increase the odds against becoming bug splatter on the leading-edge slats of a 737? Well, ler's see. First, we must see and recognize the

rraffic conflict, and the earlier the better.

How early is early enough? Accordin g co a Navy study a well-trained fixed-wing p ilot needs 12.5 seconds: 0 .1 second co see the object and recognize it as an aircraft, 5 seconds co become aware of the collision course, 4 seconds co decide on a course of action, 0.4 second co apply control input co implement the avoidance maneuver, and 2 seconds for the aircraft to respond. This may seem excessively long, but I urge you nor co discount the information. It is based on hard data, and is almost certainly closer to the mark than any "gee whiz, ir seems to me" rype assessment we might come up with.

It goes without saying chat in order ro see the traffic early enough co do anything about ir, you muse fuse be looking for it. I suspect that we as hang glider and paraglider pilots do a pretty lousy job in chis regard. I cake chis from a critical assessment of my own behavior. When piloting a light aircraft I spend most of my time scanning for other traffic. When piloting my hang glider I find myself spending mosr of my time looking for thermal indicacors and LZ's. Scanning for traffic is one of the subjeers treated wirh mind-numbing thoroughness in general aviation training pro-

P A RA GLIDI N G

grams, and I'll not bore you with che derails except co highlight three basic principles. In order co maximize your chances of seeing and recognizing a uaffic conllicc you must know where to look, you muse know how co look, and you must know what to look for.

Where co look is easy. Conflicting uaffic wiU most likely be co-altitude, as general and civil aviation aircraft tend not co climb or descend very steeply. So, the further off the horizon a contact appears, the less likely it is to be in conflict. This means that you should emphasize scanning at or near the horizon throughout your flight. How many of us do chat, really? Very few lift indicators or LZ's are right on the horizon, after all. But chat is almost certainly where your next mid-air will come from.

That covers elevation, but what about azimuth? Since hang gliders fly so slowly compared co fixed-wing uaffic, a collision can come from virtually any quadrant, even from behind To summarize, then: Where to

wok is all quadrants near to the horizon.

How to look is complicated by a biological quirk rhac illustrates the importance of underscanding your equipmenc. When scanning a featureless sky the human eye wiJI move in discrete seeps called saccades, jumping from one fixed point to the next.

Srudies show that there is only a 35% probability of detecting a target while scanning the sky, even if the cargec position is generally known. Often, the eye simply hops over the area occupied by the object.

What can be done to mitigate this problem?

One of the first things you learn in flight school is to develop a crosscheck.

Pilots will check one instrument inside the cockpit, look outside co clear one area for traffic, check another instrument, clear another area outside, check another instrument, clear another area outside, and so on uncil all pertinent insuuments and quadrants of airspace have been checked. Then they do it all over again. With time and practice it becomes automatic. As hang glid-

er piwts we should devewp andfoLww a similar procedure. Check your vario, scan for traf fie, look for sources ofLift, scan for other traf fie, evaluate potential LZ's, and scan for other traffic.

It is also important to fly with the sharpest vision possible. I began my Air Force career with 20/15 vision in both eyes.

Six years lacer as an AWACS pilot I was J ANUARY

20 0 2

routinely the lase person in the cockpit to acquire traffic called out by ATC. The AWACS cockpit crew complement is four plus a jumpseat. When it goc to the point chat several seconds would pass between the time chat everyone else had the traffic and the time chat I finally saw it, I decided co go see the flight surgeon. It turned out chat I was now 20/25 in one eye and 20/30 in the ocher. A slight degradation in vision, unnoticed in everyday life, proved co be a significant handicap in the cockpit. Srudies show chat people with 20/20 vision are twice as likely co spot a target as chose with 20/40 vision. Statistics showed chat WWII pilots with 20/ 15 vision lived longer than those with 20/20. I believe it. A good pair of glasses can do a lot more than just keep the bugs our of your eyes. Ir may help keep a Cessna out of your face as well.

So, now you know where to look and how co look. Just what are you looking for?

What should you expect to see when faced with a uaffic conflict? It rums out that an aircraft on a direct course for your eyebaJls will appear rn be stationary. In this case a picture is worth a thousand words. The figure shows rwo aircraft on different headings but on a collision course with one another. Notice char as the two aircraft approach one another, the angle between the conflict aircraft: remains consranr. This means char rhe bearing ro the ocher aircraft: will remain the same throughout the encounrer. If the relative bearing is changing, making the other aircraft: appear co move across your field of view, you are not on a collision course. So, stationary targets,

the ones least likely to attract your attention, are the most dangerous.

Since hang gliders and paragliders fly so much more slowly than just about anything else in the sky, and since we spend the vast majority of our rime spinning around in right licrle circles, essentially stationary in space, most aircraft: on an intercept course will be heading pretty much directly coward us. This means char che

most dangerous traffic will appear co be stationary in an aspect char presents the smaJlest possible cross-section. Viewed end-on from a distance, all char you wil l see is a stationary object about the diameter of the aircraft's fuselage.

Now ac some point even an aircraft heading dead on for you will gain apparent motion via what is called the "blooming effect." Basically, the object appears smaU until it gets very close and then, in rhe lase moments, explodes co life-size. As an illustration, rake the case of a Cessna 172 on a direct collision course. Flying at a cypicaJ cruising speed of 100 mph, and assuming chat your glider is essentially stationary, you will have approximately eight seconds between the time you are first able ro see the traffic and the time of impact. During the first six seconds the aircraft: will grow from a barely visible speck co an object the size of an automobile seen from 340 feet away. One second later, the aircraft looks like char same automobile viewed from 170 feet away. One more second and you're bug splatter. Chilling, eh?

Where did the eight seconds come from? The Navy study, of course, which determined chat an object needed ro occupy a solid angle of at lease 0.2° co be visible co a person with 20/20 vision. This same calculation for larger aircraft: types is summarized in the cable.

HANG GLIDER OR PARAGLIDER SP01TING FlxEo-WING TRAFFIC

Cross-Section [ft. 2 ] Average Speed [mph] Distance [ft.]

Distance [miles) Time to Collision:

Cessna 172 or Light Twin 12.5

100 - 140 1,150 0.2 5-8 s

Small Airliner

115 200-288 3,400 0.7

9-13 s

Large Airliner 315 200-288 5,700 1.0 13-18 s

Jumbo

960 200-288 10,000 2.0 25-36 s

21

Now, this is admittedly a worst-case scenario. If you are cruising with the bar stuffed on a collision course with a light aircraft it is conceivable that you could see a significant portion of the wings (if the aircraft is in a turn) and/ or fuselage. You would have more time to react in this case. But we spend an awful lot of our time thermaling, essentially fixed in space.

While thermaling, an aircraft would have to approach us pretty much head-on in order to be in conflict. An intuitive feel for the situation can be obtained by considering how many circles we get in the time we have to spot and avoid a traffic conflict. The other table, computed using well-known formulas found in Pagen's Performance Flying, gives the time and approximate turn radius for a 360° turn performed by typical entry-level and highperformance flex-wing hang gliders. It is

apparent that, at normal bank angles, you would have at most one to three turns between the time the other aircraft first becomes visible and the time ofcollision.

Recall that you have at most eight seconds to see and avoid a light airplane. Unless you are diligently clearing all quadrants at all times it is conceivable that you may never even see it coming.

At this point it's natural to ask: What are the odds that the other guy will see us in time? Calculating the maximum amount of undersurface that a 150 ft. 2 glider would display to an oncoming aircraft, and applying the 0.2° rule from the

Navy study yields best-case distances of between 0.5 and 1.5 miles, depending on bank angle and aspect. The distance would be virtually zero when the glider is pointed directly coward or away from the oncoming aircraft. Based on this analysis, a fixed-wing could not be expected to see a hang glider in time to avoid a collision.

But we have one very significant thing going for us - motion. One reason that conflicting traffic is so difficult to spot is that it appears stationary. The human eye is drawn to motion. The blooming effect will impart motion to the object as it grows in apparent size, but only seconds before the collision - too late to take effective action. But as hang glider and paraglider pilots we spend much of our time spinning around, and this dramatically increases our visibility. How much?

I considered this problem too difficult to solve analytically, so I decided to collect some data instead. Flying a Cessna 172 to a local aerotow operation one soarable day, I found that I could easily spot hang gliders thermaling three to four statute miles out (as measured by Loran-C). Now, I knew what to look for and where to look for it, but even so, this is much farther than the physical cross-section calculations led me to believe. And it is in agreement with the 0.2° rule of the Navy study if we take the turn radius of the thermaling glider as the size of the object to be spotted. The results for various aircraft types using the turn radius of the glider in

place of the span are summarized in the accompanying table.

There is, in fact, not enough information to state with certainty that our visibility truly correlates with bank angle. This is a crude estimate at best. But it does appear that the visibility of a thermaling hang glider is much greater than its physical size would seem to indicate. It also means that in a near-miss scenario, the other aircraft is likely to spot us first. Taking our visibility to be three miles, a Cessna pilot would have 75 to 110 seconds to accomplish a 12.5-second job. A 737 pilot would have 35 to 55 seconds, assuming that he is clearing diligently. This gives us three to twelve turns between the time we first become visible and the time the other pilot must actually clamp eyes on us in time to react and avoid a collision.

While reassuring, this does not mean that we are relieved of our obligation to see and avoid other traffic, an obligation imposed upon us by common sense and FM regulations. Given that we are likely to be the last ones to know, it behooves us to take steps to avoid the likelihood of a traffic conflict in the first place. How can we best discharge this duty?

1)

2)

Don't be there in the first place. This is probably the most effective remedy available to us. Since we are less likely to spot other traffic in time to take corrective action, we are obligated to stay well clear of areas where traffic conflicts might occur. This means remaining well clear of busy airports, be they towered or not, and any known departure, arrival, and typical sightseeing routes.

Make yourselfas visible as possible.

Spinning is good, but you can't spin 100% of the time. You should also

22

PARAGLIDING

take steps to increase your visibility during straight-line travel, when you may be nearly invisible to other aircraft. Use a dingle ball. Better yet, obtain a battery operated emergency beacon (available at Sporty's Pilot Shop) and mount it to your glider to serve as an anti-collision beacon. The regular pulsation is far less likely to be mistaken for a random ground-based reflection.

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Clear, clear, clear. Develop a crosscheck and make it an unbreakable habit. Spend at least 50% or your time scanning for conflicting traffic.

Clear all quadrants from just above to just below the horizon. Look specifically for stationary targets, as these are the most dangerous.

~PT,t\JN:;'\T~a:ft1~,~\t~h1i!t'.[ APP: "Okay, sir, mruntraj:~.~ismu,:separt~ tion, cen1;aqt.Un:d~t:1rgµi.1;0\lli'et1 ~3~.:B:,, haV'<;1 a,n,:ite da}' now. 1!. •· ' (',

4)

Take immediate evasive action. Realize that by the time you see the other traffic it is almost certainly too late for them to take effective evasive action. They must have already spotted you in order to avoid collision.

Instead, you should take immediate action to get out of the way. Dive away on a heading perpendicular to the oncoming aircraft. A hang glider or paraglider can turn 90 degrees in a second or two. Moving perpendicular to the oncoming aircraft's flight path can get you out of the way at the rate of 66 fps (45 mph). Two to three seconds may be all you need to clear a small aircraft. If you have time to pick a direction, dive off to the right of the oncoming traffic. General aviation pilots are trained to deviate to their right to avoid oncoming traffic.

They will be expecting you to do the same. Note that 66 fps is equivalent to nearly 4,000 fpm. Diving is fine, it helps, but you will increase separation much faster by getting out of the way horizontally.

5) Beware ofwake turbulence. If you chose to dive, recognize that passing closely below another aircraft may put you into the other aircraft's wake turbulence. Even under the most favorable conditions I suspect the result would be an unrecoverable tumble. Be prepared to throw your chute once well clear of the other aircraft.

JANUARY

2002

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The best remedy, in my mind, is to stay well clear of areas ripe for potential traffic conflicts. Just barely outside of the dashed line won't necessarily cut it, as the Japanese fishing vessel Ehime Maru recently learned at great cost. Nine people lost their lives due to a collision that occurred 1,000 yards outside of the Navy equivalent of an aviation MOA. The fact that they were operating legally is cold comfort to the families of those lost.

Today we recognize the need to regulate our personal flying habits at many local sites in order to keep those sites open to hang gliding and paragliding. We must realize that soon the same principle will apply to the big sky. Commercial pilots are becoming increasingly reliant on onboard systems to provide traffic avoidance. As more and more aircraft are equipped with those systems, we will increasingly become an unpleasant sur-

prise when we show up unregistered just outside of the windscreen. It may only take one collision between a hang glider or paraglider and a passenger plane to significantly change our regulatory status. If you don't do it for yourself, do it for the sport, or for the men, women and children onboard that other aircraft.

foe Gregor has been flying hang gliders regularly since 1994 or so. He is a Hang IV with approximately 200 hours total time in hang gliders and is currently flying a Wills Wing Fusion. He holds an Airline Transport Pilot certificate with a Lear-35 type rating and has approximately 3,000 hours fixed-wing time in both military and civilian aircraft, including the E-3A AWACS, Lear-35, Sabreliner, T- 38, T- 3 7, ]-3 cub, Piper Cherokee- I 80, and Cessna- I 72. Ill

23

T HE 2001

Snowbird, Utah CROSS-COUNTRY PARAGLIDING COMPETITION

by Tom Webster

Ifwe're ever able to paraglide on other planets I think it would be like flying at Snowbird Flying Snowbird is big-air flying at its finest, with a few handfuls ofmoon dust thrown in for good measure. f you're talented or lucky you could expect to go 100 miles on a good day.

On a bad day you'll land in the bombour LZ at the bottom of the 3,000fooc canyon, or alone in a rugged wilderness area. On certain days you'll blast your way into the srracosphere. Of course, it's often a mellow, pleasant place to fly, but Snowbird will always be known as the place of extremes, where advanced pilots can experience a1I char cross-country paragliding has to offer.

I

Snowbird is one of the few ski resorts in America where paragliding is aJlowed. The steep terrain attracts some of the world's mosc aggressive skiers and snowboarders who like its deep snowfall and death-defying cliff jumps. Ir sics near the head of Utah's Lierle Cottonwood Canyon at 8,000 feet, with the launch near the cop cram station at 11,000 feet. T he launch is in the heart of the Wasatch Range, roughly 20 miles wide and over 100 miles long. To the west is Sale Lake City and the 4,000-foochigh Sale Lake VaJley, co the ease, wide-open vaJleys, the 90-rnile-long Uinta Range, and the windy hills of Wyoming, where hang glider pilocs have been making 200-mile flights for many years. Sailplane pilots cell me they have flown co the Grand Canyon and back from this area, over 300 miles each way. I believe chem!

SNOWBIRD HISTORY The earliest flying at Snowbird was probably done in 1976, when a hang glider pilot aJJegedly crashed in the rrees after launching

off a ski slope. In the mid I 980's, hang gliding pros Larry Tudor and Lori Judy were allowed to fly by special permission for the benefit of the summer courists. The modern era of paragliding at Snowbird began when local instrucror and visionary Ken Hudonjorgensen approached the resort in 1993 with a proposal to explore the possibilities of chis new, crazy spore, and luckily they said yes. At first Ken was the only person aJlowed ro fly there and as he learned more about the flying he worked on opening the proposal up co ocher pilocs. After extensive meetings, walks and ralks, flight demos and negotiation, they decided co aJlow paragliding with two launch areas and two landing zones. They are very happy with the program now. The tourists love co see paragliding, and so fu.r the safety record has been excellent: only one reserve coss and no injuries, ever!

To protect chis fragile sire, management requires many layers of insurance, including the regular USHGA liability insurance, USHGA site insurance, and more. Anyone flying there must be a current P4 pilot and be accompanied by one of the eight local guide pilots. On a good day, finding a guide who wanes co fly is not a problem.

THE CONTEST D AY J, S EPTEMBER 1

We hope for clear skies and lighr winds ar altitude when we fly Snowbird, and Day 1 looked okay. Calm wind and overcast greeted us on cop at 10:45 AM, bur many locals thought the wind would pick up coo suong

................ 25

Brad Smith heads up at Snowbird Photo by Stacy Bigelow. before the sky cleared. By 11: 15 the sun appeared, winds were still light, and we started to open our bags. There was no launch window, since there were no tasks at this meet besides go-for-it open distance.

Simple! Just launch when you think you need to, to fly the farthest in any direction.

AB the first contestants launched, we saw some clouds popping up into giant columns and dropping virga off in the distance. The more conservative pilots got concerned and the aggressive ones got anxious to get on task and away. Wispy clouds were thickening over launch and it was decision time; a handful of pilots elected to wait a few hours until the dark stuff passed.

Those who could not fly away from the weather chose to land at the LZ, chased from the sky by lowering cloudbases, mild cloud suck and hail. AB I flew down, I heard a soft tapping sound on my wing as my lap filled with pea-sized hail stones. We waited in the LZ for a gust front to blast down the canyon, but it never came. Meanwhile, a small group of pilots flying west from launch over the Lone Peak wilderness got to chase a large herd of deer while they were skimming the high scree slopes, escaping from some surprise rotor.

It was a great day for some of us. Ryan Swan used the only sensible strategy: "run away from the clouds." He got up quickly and made haste for the west face of the Wasatch Range where he was able to find good sustaining lift while cruising north up the range, next to but not under the dark stuff. Todd Bibler took a similar route and

26

flew 89 miles north to win the day, literally off the map at comp headquarters.

DAY2 At 10:45 AM the sky was clear but started to develop fast. A dust-devil appeared on launch unlike any other I have seen. It was about six feet across, snaked upward hundreds of feet toward a growing cloud, and had well-defined edges with a clear center. I wanted to walk inside it to see if I would be transported to another dimension. A few pilots jumped to beat the development, but the sun quickly vanished and they sank. It hailed and we left Snowbird at 1:30 PM for the alternate site, Inspiration Point.

Inspiration is a favorite site of the locals, a southwest-facing, 1,800-foot vertical drive-up site in the foothills of the Wasatch above suburban Provo. Inspo is challenging because lift is often very light at launch, and it's a fair glide to the LZ, so timing is everything. The development that threatened us at Snowbird was far away when we got to Inspo and the thermals were pumping.

Once everyone arrived we began launching, most of us climbing easily to 11,000 feet from the 6,800-foot launch.

The winds aloft were hard to figure. It looked southwest, but an hour after launching, Dan Olsen managed to park his glider into a strong east wind coming over the top of 10,000-foot Cascade Mountain, just behind launch. A few headed south but the lead gaggle decided to fly north into the foothills of majestic Mount Timpanogos, some pilots making a heroic low save, some PARAGLIDING

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not. Even though many drifted back to the south while climbing, it became obvious that the winds aloft were from the south.

Eventually a group of about 10 pressed north past Point of the Mountain and Snowbird and landed just northeast of Salt Lake City. Brad Smith won the day with a 36.7-mile flight to the foothills north of the city.

DAY3 At the Snowbird launch the next morning we saw light winds, dissipating overcast, and some big development off in the dis-

JANUARY

2002

tance. A cell started to form east of us, and about 10 launched early to outrun the development. Lift was weak under the darkening cloud but several escaped to the northeast toward Park City and Wyoming.

The rest of us got stuck on launch by weak conditions: Even though there are six possible directions to launch, they are cliffy and extremely committing in calm wind. When thermals started coming again, the Park City route was closed off by the growing cell so those who launched pushed west toward the sunny Salt Lake Valley. Those who made it out scattered along the

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Dale Covington, who had launched with the first group, made it 74 miles northnortheast behind the Wasatch, past Evanston, Wyoming, to win the day. As on Day 1, several of us declined to go X-C or even launch before the overdevelopment shut down soaring conditions. The stragglers enjoyed a Bavarian holiday when they flew down to the oompah music of Snowbird's Oktoberfest. Jeff Farrell and I spent a few hours in the beer garden there, subjecting the tourists to our tales of adventure among the clouds.

27

DAY.S' 4, 5, 6AND 7 All called due to weather. After the pilot meeting on Day 4 Ken called an impromptu classroom session where each competitor was to share any nuggets of wisdom they learned at the comp. Dale Covington and Todd enjoyed watching non-local pilots fly their home sire in ways they hadn't thought of. Zach, who lose his GPS one day just after launch, advised us to always tie our equipment on. Ryan said he was uncomfortable with the strong development, but ran away from it and did well anyway.

Chad Bastian said that he had never flown in chis much cloud development. David Prentice agreed and vowed to follow the top pilots more. The rest of us agreed that we had been pushing ourselves to fly in heavy development, with cu-nims, hail, virga and the possibility of gust fronts nearby, and the only reason we were up there is that so many others were coo.

Our luck was probably helped by the light winds on the flying days and the judgment of the top pilots who knew when to run away from trouble. When you fly you should always have many options for safety's sake, and bad weather can take some away. We often found ourse.lves pinched between a rock and a stormy place while trying to get out of the canyon, but ended up making decisions chat worked. Two pilots did get forced down in sink before escaping the canyon on Days 1 and 3 but landed safely in clearings.

DAY8 The forecast called for moderate winds up to 12,000 feet with an increase to 41 knots at 18,000 feet, so we decided to play it safe and go ro Inspiration Point. By 2:30 PM the windy launch conditions had mellowed and five pilots launched, chermaled up high and parked into the northwest wind. They disappeared down range behind the foothills, and by 4:00 nearly everyone was off. The race was on!

Lift was sporadic for many of us, so we hugged the terrain going south toward Spanish Fork. Several pilots snuck up on a gang ofBYU students hiking on the mountainside above Provo. Some of chem were so inspired by the sight that they later approached local instructors about learning to fly!

Ten miles south of launch the range veers sharply east in a semicircular gap, and

28

rather than jump the gap most of us followed the mountains around, staying up on the 9,000-foot peaks in the lightening wind. A few of the top pilots bombed out on this day because of the tricky, blownapart thermals, and several others kept pushing down the range until dusk. Len Szafaryn won the day by working down the range and staying high, scraping competitors off one by one as he glided to 45 miles.

THE PARTY Local pilot and competitor Lou Cappelli hosted the awards ceremony on the evening of Day 8 in the backyard of his home in Draper. Ken's wife Janet organized a fabulous dinner spread, and local filmmaker Jeff "Sporty'' Salyer premiered his video documentary of the event, which is still available through Two Can Fly. After the awards were handed out a fire-walking contest broke out at the bonfire, with predictable results.

The top five: Todd Bibler flew his Nova Argon C to victory (yet again) with a total of 224.4 miles flown during the comp.

Ryan Swan came in second with 190.9 miles on his Gin Boomerang 2, Len Szafaryn went 173.8 on his Argon, Bill Belcourt went 149.9 on his Gin Nomad, and Chip Hildebrand cruised his Gin Bandit 150.2 miles to round out fifth place.

The pilot scores don't exactly match the miles flown because each day had a different validiry. All in all, the 32 competitors flew a total of2,717 miles without incident.

For complete results, check out twocanfly.com. Zack Hoisington was the winner of the 1-2 Class.

We left the event with great memories of flying far over spectacular terrain, some regrets about the bad weather, and a feeling of pride at being involved in an injury-free meet. We also learned what happens when talented people fly together in gaggles: They are bound to achieve higher goals, but may be willing to risk more than they would alone. The lack of course lines and physical goals in this meet allowed us to put ourselves in plenty of danger, but also allowed us to avoid it. Unlike a race-to-goal comp, the Snowbird meet makes the pilots responsible for every aspect of the flight.

This meet may not be the ideal training ground for a race pilot with aspirations to join the PWC, but it still offers a wild adventure and first-class learning experience.

I recommend it to anyone with strong skills, a mature attitude, and an open mind! Im

30

PARAGLIDING

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j; wing traveling north ea:rU!ilr ia thh a:f:t¢ri UOOtl,: l(evin :(l)dowski Wl:ts .Olii theie\).a;se :f llpWind Jadp Li [ fot ~ll~ J~~bJ!H<!>t.1 eajled [l<¢vin sevet~l · : : : f: :Wdst/fo: : .: . ' . fl i,. ~lmi:!'s•oiteJ: the: next houri ' Mee1~ !:allfnw . .·:j ii1 ! on tht radio/· I said. . After•a wijil¢ I . . ' l hjavJng to:pµ ! ! 11emembered th.it somef it1c!al :p;Hots:ehqse · q;ofltlt;tle:~citton~ :;: ! ·to u~e::atiodier fre . . K.eviri :ctl¢d 1i:rµp)i for.,th~ W~a / l. that al'ld :a vel'}' hei:te od~:FiepJitd to· i: MouAtaH1~ t~ :ovel ; ! the call, ''tes. Y¢s. tm over Will~rd. :! iaie KraateYdieiil~d .• • ! Peak/''Todd.~oµldn'.tbelieve he bad his . ·!.wWi abilnda:nt afte i l own personal chase crew so late in the .

JJJ?i~h~v,rest~fici~gl·~ '.: ·:.: ! d,i;y. Kevin l~a4 'been driving for ho.urs :t ·..·• :A:wc:rl:~~d, hia.vy . .,tihe•• I and was,Sotill 30 mile$ out:from Todd's on t e grl!>un 1 radio: "[static] I'm going own[statfo] i loca.tion, '.Iuvin followed for over another mission·came ia.kwa& from Oale i Lonepeak [static] Canypn [statfo]:I'm .· l hour, witching Tod.cl hop from pe~ to Covtngrton. somewher¢ overhead, flying i going down:!" I wasn't t0,o:sur~ Vl,flliat to do j peak µ,ntil finally landing a few miiles shy through a !itttak offaUing; .. something. [ with such little in:formai:i:on: so I: waited j ·of the .Idaµo bofder at ,<!usk,. spJ1Ier~ ~.4, "Heri I'm getting hailed on up here;'; he ! before sending up the Bat:T;:;ight; The ciill' l miles frort)..~he;Snowb~rd 1au,nch. lbS.d reported. M6st pilots who chose to fly ! sounded truly distressed, li~e a: flghteti · l tookidist;ance on Pli!M .L · that day e:!i:petien~ed the Jox.s .of overdevel~ !.pilot careeniag thro.qgh ~he sky 1~ i twift:-. 1: . The shadows: fti:>m . the:.ridge taps o· illus. tf >t9,in, hi.an; a little l ed .ball of .smoke and £lames beMrfd ·. : •. l: wetei :sttet{;hiµg, icr,oss 1tih¢' c;a~yoni and: ~ll. ¢([~[:ghte · · g off some~ i enemy lines: A mo aj.~kly coi:i!ing:~tt;· !: · wJlere stay);.. .· of ¢o~tse1 ctoud ; remrned, tJiis time :'.ta~o unit:and heac!r· sui~; . ~dices 9a1lte oier ~he .radio l Yeih. Ev~rything>s . ·., e Snbi'lbird l'laia and co ' ed tbatpHol:s \\'er~.very ;w<ilt or 1 bottom of the .Fa;nyo · of O!btobei.,feij1: bately escapiug goff.:ba;ll~~ized hail. Some ! up to Snowbird. I do e>o~a.tw:u*i, i;ili1;1:e't,;; trieq to. slqrt .the da;11k: cloud edges,' deter~ j Over.'' pleted 'the. 4\Y· mineq tQifqep theit/e~ter:ly c~urse direc~ j . O;nce,estab!ished,o~ cj,itjy!:in :Md got don i~to iWyoJ1J.Jng, while 13 o~hers spi~ • J Belcourt, Ryan Swani day. The f¢irecak raledd9¥{rt<toland.at.th.e.:destgnated · i deciqed to follow the., ${.mllat,conditfori.s. ·.· Sno:w;bprd1'.Z;(~o.,tlylocaLpUots who i the ~outh, whileTod',f · . ' . y and gJa;¢Iqusir kuew that conditions were likely to get 1opp.osite direction; qheit ~ar.d wqtk . muc;h wot~,eibefi,r¢ th~y lmproved). Two [ Silvent and Dari: 01 the 2001 chi:ise not:•to launch that dity. ! to the g~ound so.ut titioh; "B.e ~en,t : ~he c~ase ci;ew,statted down the j Valley, while Chad i ijiffl.r;u(t to · can:yop;i.tO•folllDW pilot~ wh@.had disip~ i and Chip Hildebra lp:Qf <Nery;one.. pea;red:ea:sHnto the stot:om, (;QndJtkins ! Cio/ to continue a r 1tp)kink theirnti~. . wereg\1ltdng worsei whichme~ntthat ( Wyoming border. ·~Jot color in. the Stiaut.i~ some wecld be forced:to· fand soon. ; ·Chase crew:s wer 7'~~~f~ou. ii . .. . ..... : . .

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31

Although the preceding days were the most physically challenging of my life, the actual pinnacle of this prolonged exertion came on the summit. Where most would be posing for photos with ice axes raised triumphandy overhead, I was getting my butt kicked as my out-of-control glider dragged me across the icy snow. Struggling as if my life depended on it (which it may have) I hauled on the C-risers until I managed to de-power the wing and slow my wild skid.

Eventually I dug my crampon-less boots into the hard snow and stopped myself completely. Lying on the snow, my heart pounded and I panted as hard as the wind was blowing. Gasping for air, I laid my head on the snow and waited for the gust to pass. It did. I stood up, and with no finesse whatsoever launched from the summit of the highest mountain in the Peruvian Andes.

It had been more than a month since we first arrived in the Callejon de Huaylas and were first intimidated by the imposing bulk ofHuascaran. Its two peaks make up the centerpiece of the Cordillera Blanca, a mountain climber's delight of icy challenges that run north to south in central Peru. OfHuascaran's two summits, the southern one, at 22,205 feet (6,768 meters) is the highest. The mountain cowers some 14,000 feet over the valley below.

Look up from just about anywhere and it's hard to miss. And even harder to get used to.

As we prepared for our climb we made long treks, climbed smaller mountains, practiced hauling each ocher out of crevasses, and made many memorable flights in different parts of the huge valley. Slowly but surely we acclimatized to the altitude, but the sight of Huascaran was something we would not get used to. In fact, it just looked bigger every ame we looked at it.

After the fuse couple of weeks at altitude I no longer experienced the headaches or the nauseating sensation of impending vomit. After four weeks I could blow up my air mamess at 18,000 feet without feeling as ifl had been inhaling nitrous. When I

32

could finally keep up with Stefanie we decided that it was time for the big one.

Never before did the mountain look so huge as during the approach hike. The thought of the day was, "What the heck are we thinking?" The walk co Base Camp was just that, a walk. With burros carrying our packs we strolled up to 14,000 feet and made camp. That night I enjoyed my only sleep of the climb.

In the morning, Jaime, our porter, arrived co help us with our loads to Camp One. With all our climbing gear, food for I 0 days, our gliders, and photo and video gear, we had a ton of stuff Huascaran is nor-

mally a four- or five-day affair, but we had supplies for 10. We wanted to be able to wait ouc bad weather if need be, hence the big loads, hence Jaime.

Geeting co Camp One at 16,500 feet was an acceptable day's work, but Stefanie and I turned ic into a grueling one by making a carry up to 19,200 feet. Even after the long day, sleep was not for me and I did not need the alarm to know it was 3:00 AM .

We made an early start because there was a dangerous avalanche zone that, due co our extra load, we would have to cross not just once but twice. Our hope was that everything would be solidly frozen during the cold early hours. The roar of an avalanche ripping through the dark night, just after we scarred, proved chat our plan was not

faiJsafe.

Despite the lack of Z's and Stefanie's worsening cold we made good time, and by l 0:00 AM we were pitching our tent under an overhanging serac chat protected us from the wind bur shadowed us from the sun. Ir also looked Like it might topple over, but this is where everyone else camped so we

PARAGLIDING

did as well.

Ar 19,500 feet, Camp Two was a harsh place to be. The cold was incredible and the chin, dry air had us wheezing and coughing. Resting heart races were near 90.

Sleep was scarce for Stefanie and impossible for me.

The next morning's wakeup call was actually char night, as we planned on leaving before midnight. Ocher climbers had been reporting five to seven hours to the summit. We wanted to arrive at dawn when our chances for light wind would be the best. At 11 :30 PM we were roped up and crunching across the frozen snow.

The wind had come up in the night, exacerbating the cold. Stefanie, normally the scrong one at altitude, was losing her voice because of her cold. Separated by 30 meters of rope we could not spe.ak, and the wind and our crampons on the ice was all we heard. We were climbing the most popular route on a popular mountain, so we had a good trail to follow. The snow conditions were excellent and we were making good time but the cold was getting to us.

J ANU ARY 2002

The higher we climbed the worse the wind became. We needed to stop co drink and eat, bur as soon as we did so, our feet would immediately grow numb. We pushed on, denying our bodies what they so desperately needed.

At 4:00 AM I lost the ro ute and we found ourselves wading through thighdeep snow. We knew we were near the summit, but in the moonless night the way there was a mystery. We cried to find a place protected from the wind where we could wait for the sunrise, but the wind and cold were everywhere. Stefanie's voice was completely gone. We were done.

A spectacular sunrise did nothing to lift our spirics. Shortly after, we climbed into our cent and, fully clothed, into our sleeping bags. Ir wasn't until noon when the sun hit our camp chat we discussed our options. Stefanie's voice had returned bur her cough was much worse. It was obvious to both of us chat we needed co descend, but chis was our lase chance at something we had worked so hard for. I wanted to try again. Stefanie said chat she felt she could handle another night at 19,500 feet, but going for the top again was out of the question. She did feel chac she could descend alone in the morning.

We knew chis was a bad plan. It was crazy for Stefanie to descend alone through the crevasse-ridden "Canaleca" and it was downright stupid for me to go solo to the summit. Hardly anyone solos in this pan of the Andes. There are just way too many crevasses. I went co the tent of some local porters and guides looking for support of my plan to go alone. le wasn't there.

My desire co reach the summit was far greater than my common sense. Stefanie was happy with having climbed so high, close to 22,000 feet, bur I felt as though we had completely failed.

I made up my Stefanie carrying a mind co try again wad.from Camp I in the morning.

Sref coughed all to High Camp. night. Neither of us slepr.

I left camp and my beloved edemic girlfriend at 1:30 AM. Like che day before, the snow was frozen hard and the sky clear. A sliver of

moon soon set and the night was as black as the previous. Unlike the night before, there was no wind - absolutely no wind.

Ir took a little while to find my pace, but when I did, I was amazed at how strong I felc. Despite no sleep in nearly 72 hours I felt better than I did on the unburdened hike to Base Camp. My lightly loaded pack (I had brought just the bare minimum) definitely had m uch to do with chis, but the real reason for my strength was the potpourri of emotions ragging through me. First and foremost came guilt.

With every step I thought of Stefanie, alone and sick with a tough descent ahead of her. (I know - what a jerk!) Right behind guilt came fear. The route, as often as not, seemed to run right along the edge of a bottomless crevasse and there were more snow bridges than I could count.

Roped up, it had been scary. Alone, it was terrifying. Following fear came excitement.

An excitement chat had not been there the first time, when we had been fai rly certain chat we wo uld not be able co fly because of the wind. This time the weather was perfectly still and cl imbing higher did not bring an increase in the wind. I was positive chat if I could make the summit I would be able to fly, and I was positive chat I could make the summit. This was my day - I knew it!

The hours passed quickly. No wind meant much less cold. Although I did not wane to slow down, I forced myself to stop and drink and eat every half hour. W ith regular nourishment I did not weaken and kept up my fast pace. I could not believe how great I felt. I had fully expected chis to be the hardest effort of my life. The days before had been, yet now, at over 20,000 feet, I was climbing at almost 1,000 feet an hour. I had rapped into deep-down

reserves that I had never known existed. fn less than three hours I reached the point where I had chosen poorly the day before. The reason for my mistake was obvious. The route splir. One way slanted sensibly upward in the di rection of the summit. The ocher

33

way dropped down imo a dreadful crevasse. Everyone must have made the same miscake, as there were an equal number of tracks in both direccions.

Knowing not co go left, I went right, into the crevasse. I did not gee far when the tracks scopped. I searched hard but the cracks vanished. Th_inking that chis could not be right, I climbed back out of the crevasse and looked for a third option. I could not find one and went back co the crevasse. I found the route. And it made me gasp.

On one side of the crevasse was a hanging serac chat came within a couple of feet of the botcom where the trail ended. My hean jumped when I saw rhe steps cut into the 80-degree ice wall. For most climbers, chis 20-foot wall would not have been as big an obstacle. Bue for me, unroped, alone, in the dark, and with my limited experience, ir was something. Igor our my second ice axe and made the big step omo the wall. With the front poinrs of one foot in, I sank in both axes and scarred climbing. Five minutes lacer I was on cop. Piece of cake.

This was the crux of the climb. After char it was easy snow slopes, and half an hour lacer I was on the summit. Stefanie and I had been so close. I hoped she was alive. I mean okay.

As I had neared the summit the wind began. Now it was blowing quire strong bur I believed launcrung would be possible.

It was 5:00 AM. I had made it from the high camp co che summit in three and a

34

half hours. The sky was jusc starting co lighten. I scarred getting ready. le cook more than an hour before I was ready co launch. Everything took so long since I could only expose my hands co the cold for shore moments. By the time my glider was laid out and covered with snow co keep it from blowing away, the sun was just popping over the mountains co the east. I burned off a roll of film and clipped in. One of the last things I had done in my preparations was change from the big gloves I had been wearing co a pair of fleece mittens. These mittens, although not as warm, had removable fingers, so I could easily work the camera. Since I expected co soon be at warmer altitudes I thought they would suffice. Small mistake.

As I was preparing co cake off, I had assumed chat launcning from the gently sloping snow would be simple, and I had nor worried about laying the glider out perfectly. When I was ready co go, I waited for a lull in the wind and cried co inflate the glider. Unbelievably, che lines caught on the frozen ice and the glider would not come up. As I fussed with the lines, a gust hie and knocked me on my bun in the aforementioned struggle. On my second cry the lines near the tip of the wing hung up, and the glider came up, standing on a wingtip. In an act of desperacion I kept crying co make it work. Amazingly, the glider flew forward, then came over my head.

Sometime during the process I left the ground.

My first thought after taking co the air

PARAGLIDI NG

was, "Holy mackerel, I am going up!" I don't know why it came as such a surprise.

A 25-mile-an-hour wind blowing straight into the 6,000-foot, nearly vertical east face should create a bit of lift. I guess I just thought ridge soaring at over 22,000 feet wouldn't be possible. I was obviously wrong, and was soon higher than the summit. Unfortunately, I could not enjoy this unique flight for long, as my second thought was, "Damn, my fingers are frozen!"

Just before launching I had pulled back the tips of my mitts, exposing my bare fingers so that I could easily handle the lines and risers. I had not expected to flail on the snow for such a long time and, in doing so, all the fingers of my left hand had frozen. It was a shocking discovery to find them with absolutely no feeling and as hard as blocks of wood. To thaw the frozen digits I shoved them into the warmest place I could think of, my mouth, then got back to my flight.

Since my LZ was on the west side of the mountain and I was now on the east side, I had some traveling to do. Thinking how spectacular it would be to fly through the col between the two peaks of Huascaran, I flew to the north. After 10 minutes or so I had to abandon this plan, as I was flying into a headwind and didn't know ifI would have enough altitude to make it through the col when I finally reached it. I did a 180 and made for the south side while I still had plenty of height.

Flying back in close to the east face I found the lift again and was soon almost as high as the summit. The entire time my fingers had not left my mouth, and they wouldn't until landing. The scenery below helped me forget them, but I could not forget my camera. With my left hand in my mouth it was one-handed shooting not too tricky since I often didn't even bother looking through the camera. I figured that with such awesome surroundings it didn't really matter where the camera was pointed.

Flying around into the lee side had me a bit concerned. The ride had its rough moments but for the most part was peaceful, a good thing considering that at most there was just one hand with a brake in it.

Once on the west side of Huascaran I could see all the camps but was too high to see if anyone was watching. I really wanted Stefanie to know I was okay, since I knew she was as worried about me as I was about

JANUARY

2002

her. Either that or she was wishing I would die, which would have been understandable.

I arrived over the town of Musho with thousands of feet of altitude. By then some feeling was coming back to my fingers. The feeling was pain, but nevertheless it was welcome. I could have continued on and covered even more ground but I chose Musho as my LZ since it was where the trail back up the mountain started.

Although I had planned to wait a day before heading back up to recover the gear left at the high camp, my feelings of guilt and invincibility during the climb and flight had been the source of a new plan.

I crashed into a soccer field after nearly an hour in the air. I was completely out of sorts after the exertion and 12,000-foot descent. I could hardly fold my glider despite (or maybe because of) the entire town's help. As fast as I could, I gathered my wits and gear, stashed what I didn't need, and started back up the mountain. I was not just going to meet Stef, but once I knew she was okay I would continue all the way to the high camp where I would spend the night, then bring the gear down in the morning. This meant that I would be climbing another 9,000 feet after having been on the go since 1:30 AM, and follow-

V

ing three sleepless nights. It sounds absurd now, but at the time it seemed totally plausible.

Shortly after I started hiking, my power started to drain and it wasn't long before I was really suffering. The distances seemed triple what I remembered, and what had been a stroll to Base Camp was now an extremely painful ordeal. Still I pushed on.

Devoted to my love, I would not rest until I knew she was okay, and had forgiven me for abandoning her at nearly 20,000 feet as she fought for breath in the sub-zero temperatures.

After climbing 5,000 feet, new energy surged through my veins when I saw Stefanie walking toward me. An enormous weight of worry disappeared and I was able to run the final steps to be in her arms, so thankful that she was okay. That moment was the true highlight of the entire climb.

At least that is what I am telling her. ml

EQUIPMENT INFORMATION 2) Mountain Harness- We used the very

olumes of informatfo.o. have been written aboui:: mountaineering equipment, so I will just mention a few items essential to para~alpinism.

1) Mountain Glider-Agooi'1:mountain glider must be lightweight,. safo, and easy to launch. We used the Edel 8,000 for most of our flights in the And.es. At 4.2 kilos it met the rec;i1,drementfor lightness, and its ease of handling made it a.good glider for the difficult conditions. Several manufactm;ers are makit1g mpuntain gliders, and when choosing one I would consider the above-mentioned.factors over things like glide angle or aspect ratio when considering which glider to buy. Visit http://www;hispo.com.

lightweight Thin Red Line "Vapor" for both our climbing and flying harnesses.

Coupled with the mountain glider, our complete rigs weighed in at less than 10 pounds, Visit http://www.thin-red-line.ci;m1.

3) Bai:kpack- Wi.th the added weight and volume of a glider, a good, high-volume pack is essential. The Cloud 6500 from Kelty ls by far the best we have ever seen. The pack is made out of spectra, is super light, super strong, and carries heaps.

It also costs heaps but you definitely get what you pay for here. Visit http://www.kelty.com. 8

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by Tim Pfeiffer MOUNTAIN SITE, MIDDAY THERMALS relatively new pilot with less than two years of experience and over 75 hours of airtime was obviously enthusiastic, so on a beautiful fall day it didn't take much temptation to get him out to the local flying site. During the walk to launch he observed a friend experience a full frontal collapse. The pilot swung back under his glider and then experienced a recovery that involved a turn and a secondary deflation. After this exciting maneuver the pilot headed straight out to the LZ and landed. Watching this pilot experience these deflations was unnerving, but after discussing the conditions with others pilots, it sounded like a freak occurrence and the flying was nice in general.

The pilot laid out his DHV 1-2 wing, waited for a cycle, pulled up and lifted into the air. After a few minutes of looking around, he found a thermal with good lift and climbed above the peak. The trees in the high country were in full fall color. The idea that there are invisible, giant air masses climbing straight into the sky, and that if one is experienced enough he can ride them miles into the sky, was so amazing that he reported having trouble thinking about anything else. After climbing to 14,600 feet he decided to go land in town. At 6,000 feet above the ground the air was full of yellow aspen leaves. They were fluttering around like snowflakes and seemed to be going somewhere in a big hurry.

Below 1,000 feet AGL the pilot reported hitting punchy little thermals and having a hard time getting lower. He went out over the grassy areas and the ponds of a golf course and found some sink, but decided to land closer to home to avoid the walk. He chose to land in a large soccer field where he had landed in many times before. The winds were light and variable and the pilot reported standing up in his harness so he would be ready to land if something unexpected happened.

All was looking good when the left side of the wing collapsed about 80 feet above the ground. He wasn't overly concerned, knowing that he would just have to fly it, keeping it straight and under control. When

36

the wing reinflated it surged forward. The attempt to dampen the surge was probably a little late and not enough. The pilot swung under the wing and hit the ground. An observer later said his feet never touched the ground and he hit hard on his butt. The back protection did a good job of protecting his hips and pelvis area, but apparently the force of impact folded his upper body over his front-mounted reserve chute. An observer said he skipped and then slid about 10 feet.

Instantly he felt extreme pain in his back. When he came to a stop he was curled up, laying on his left side and knew that he had broken his back. He knew he shouldn't move but he couldn't breathe and felt like he was going to suffocate.

The pilot had been on the ground less then 30 seconds when three people arrived.

He was wheezing, "Get it off, get it off," and they decided to forget the emergency first-aid rule of not letting the victim move.

They got the harness and helmet off to help the pilot breathe, and then cried to keep him from moving. The ambulance was there in 15 minutes. He was in extreme pain and his breathing was very labored.

There was a lot more drama during the four-day stay at the hospital, and still more after getting home. The pilot had a burst fracture of the Tl O vertebrae, and the T9 and TlO's both had fractures of the transverse processes. The main part of the vertebrae was smashed by nearly 50%.

Fortunately, it burst out, away from the spinal cord, so there was no damage to the nervous system. The pilot received a custom-fit, clamshell-type brace that he had to wear continuously for 12 weeks. Good health insurance should pay for most of the hospital bills, but he feels that if he spends less then $8,000 he will have done well.

The pilot concludes that the crash could have been avoided by landing at the golf course or with better active piloting.

Keeping his feet clown and ready for a PLF landing could have greatly reduced the injury to his back at the possible cost of leg injury, but you are still better off with your legs down.

There is an old saying that goes, "It's okay to fly midday; just don't land."

Landing in light and variable midday conditions is a serious matter. There is little room to sort out problems, and active piloting

procedures change when close to the ground. In chis pilot's situation, the surge experienced when the wing reinflaced would probably not have required much damping with adequate altitude, but close to the ground the surge must be stopped to prevent getting swung into the ground. A more controversial method of landing in these conditions is the big-ears approach. By holding big ears from several hundred feet off the ground to within a few feet of the ground, the pilot reduces the chances of a major collapse close to the ground. On the other hand, the pilot gives up some of his control and ability to actively pilot his wing.

One advantage of the big-ears approach is a faster descent through the critical, final 100 feet. However, in extreme turbulence, big ears will not prevent all collapses. Possibly, the big-ears approach is a lower-risk option for newer pilots whose active piloting skill may not be enough for a midday landing.

As I said, it is a controversial topic.

This accident report is unique in chat the pilot shares not only the trauma of his crash but the reasons he was flying to begin with. The experience of flight and lure of big air are difficult to explain to non-pilots and to our families, especially after a serious injury. The pilot goes on to say that he will probably not return to flying. He concludes that his interest in flying isn't in safe ridgelift winds, and flying giant air involves excessive risk. While the risks involved in big air are obvious to most, many accidents still happen in mild ridge-lift conditions.

While you may not be exposed to the risks of landing in light and variable conditions, ridge lift in light conditions has its own set of risks. Read on.

COASTAL RIDGE SOARING SITE IN LIGHT CONDITIONS A relatively experienced pilot was flying due north on a west-facing sand dune beach site in 15-mph winds that were becoming slightly lighter and more cross. He was flying a DHV 1/1-2 wing with a full-face helmet. In an attempt to slow down and gain elevation above the cliff face, he applied too much brake and stalled his wing only 8-10 feet from the face of the sand cliff. The pilot was violently slammed into the cliffside in a pendulum motion, landing back first and remaining unconscious for approximately 30 seconds.

PARAGLIDING

He suffered from severe back pain and a chipped front tooth. He cracked his helmet, which probably saved his head, and was fortunate to have crashed on a soft sand dune. According to the hospital x-rays he only sustained bruises to his spinal cord and back muscles, and was fortunate not to have fractured any vertebrae.

The pilot's own assessment of the accident concluded that it was a direct result of intermediate syndrome. During three flights on the previous day he sank out while other, less-experienced pilots soared.

He felt that he should have been able to outperform the newer pilots, so instead of concentrating on safe flying techniques he let his P3 rating overrule good judgment

and is now suffering from both a sore back and a bruised ego.

Other factors to note are that the pilot was flying very slow and very close to the ground. While it may feel intuitively safer to fly slow and low, altitude and speed both provide a safety margin. Remember that nearly all injuries result from impacting the ground, and nearly all stalls result from flying too slow. There is no advantage to flying a modern wing near stall speed, since minimum sink is achieved well above stall speed.

It is interesting to note that this pilot had over 250 hours of airtime and over 400 flights, which is far more experience than the pilot in the first scenario. While the

risks associated with ridge lift initially appear more manageable, flying ridge lift often involves flying very close to the ground, and the complacency caused by flying in smooth air can be as dangerous as the turbulence of thermal flying. In the end, it is the decisions we make as pilots that determine the success and safety of our flights.

Thanks to all the pilots who have reported their accidents and incidents. These reports are teaching us how to fly more safely. Your report doesn't need to be dramatic to be informative. The story of an incident that turned out okay or an ankle that was twisted in a gofer hole also provide valuable lessons, so keep the reports coming. R

THE PERFECT MOUNTAIN Spcmnlng the globe In search of the ulllmate paraglldlng site.

44mln.1 lb. ~36.95 USHGA, PO Box 1330

1·800-6

-1330 9) 632-641

ulhga@l.lflhga.org www.l.lflhga.org .OO; 3-4 lbs add $6.00; 5-6 lbs add $6.50; 7-8 lbs add $7.00: Int'/ orders ema/1 us for s/h charges.

JANUARY

2002

37

First Annu~ Intermountain League Meet, King Mountain, Idaho Cheap and Fun!

by Nate Scales he 14th Annual Intermountain League Meet was held at King Mountain, Idaho September 14-16. The idea was to get the local pilots from Idaho, Utah and Wyoming together in a low-cost, minimal-rules contest, in which everyone could learn a little and have a lot of fun.

About 20 pilots showed up, and 15 chose to pay the $25 entry fee, all of which went to prize money. The meet format was simple: Friday and Saturday, open distance; Sunday, race-to-goal. The scoring system was basic: The pilot who flew the farthest would get 15 points (equal to the number of participants), the next would get 14, and on down the line. For the raceto-goal, the first pilot to land would receive the maximum number of points, the second would receive one less, and so on. This eliminated the need for a computer to run the scoring system.

Friday morning we arrived at King.

Cloudbase was below the top of the mountain, but cycles were rolling up the hill at a perfect 5-12 mph. Although conditions were perfect, we had a new challenge when it came to getting airborne the aviation closure. We called Flight Services several times, and they finally put in a call to the FM in Washington, DC, and they gave us the green light. Upon hearing this we all quickly suited up and jumped off the hill.

The flying was beautiful - no wind, and big smooth thermals at about 400 fpm lifting us all the way to base. With the clouds below the top of the peaks and slowly growing, everyone decided to stay

38

at King and land in the regular LZ. All the pilots went back up the hill at 5:00 PM for an epic glass-off. There were still fat, lazy thermals rolling through, in which to turn circles, and super-smooth air in which to do our same old tricks. As the sun set the sky turned into a patchwork of beautiful colors, as we were all flying around with our buddies.

Saturday morning everyone was really fired up for a good day of cross-country flying. At 10:00 AM base was still below the peaks, but there were many fewer clouds than the day before. We all hung out in the dirt in the LZ until about 11:00, when everyone decided it was time to go up the hill. The first pilots off the hill managed to soar nicely without trying very hard. As soon as we saw it was on, the rest of us quickly suited up and bucked in the next cycle to roll up. It took a while to get above launch as the thermals seemed a little unorganized. The more we climbed the stronger they were, all the way to base.

Most of the field made the first crossing to Ramshorn in mass. In usual form, it was strong and rough. Gliders were being bounced all over the place, but if you were willing to stick with it, you would definitely go up. As we made our way north the flying continued to improve. There was no real wind or drift to the thermals.

The air was just stoking up any face in the sun, and every cloud seemed to be working. Jon Patterson won the day flying almost to Challis, and everyone had a real big time. Saturday evening, Bill Anderson had everyone over to his new glider repair shop in Moore for a barbecue. Bill can be

reached at (208) 554-2243 for glider repairs or King info.

Winds aloft on Sunday were similar to Saturday (light), and the clouds were not moving at all. Initially we called a race to Mackay Airport about 20 miles away. I did not have the coordinates, and tried to explain that it was the only airport in the valley, but several pilots decided to drive to get them. The window opened at 12:30 PM and Todd Bibler was the first off the hill. As he climbed out he radioed back that it was already raining on Pass Creek. I changed the race to Carolls Travel Plaza in Arco, about eight miles (but Todd never heard), and we all got off the hill as quickly as possible.

The lift was abundant but very light, and it seemed more efficient to fly straight and only change direction in the stronger pockets than try to circle. As we climbed above launch, the lift steadily improved.

When I got to 9,000 feet it looked like I could glide to a cloud over Coyote, and since it was a race I took off with Bill Belcourt and Jason Kerrick in pursuit. On the glide to Coyote we gained about 1,000 feet, so we kept going. Flying down the ridge toward Arco I encountered some of the strongest air I have ever flown in. Dust devils were ripping off the ridge below, and clouds were popping above. Full speed bar (whenever possible) and straight flight gained us another 1,000 feet during the five-mile glide. Jason was able to pull ahead to win, and Bill couldn't resist stopping for a circle or two in the great lift.

Seven pilots in all made goal, and everyone was safely on the ground when the whole valley decided to O.D. I won the meet, taking home $190, Bill Belcourt and Martin Orlik tied for second, and Jon Patterson, who flew over the goal line and kept going, placed third. Everyone said they had a blast.

Next year I'm going to try to organize three meets: King, Jackson and Salt Lake.

Instead of spending all the money on prizes I will try to hire some drivers and get a bowling trophy for the winner.

The whole event took about 45 minutes and $10 in postage and phone calls to organize. Everyone loves a contest. Maybe you can organize one in your area! Ill

PARAGLIDING

Jeff Diener moved to Jackson, Wyoming 10 years ago to completely immerse himself in the ski bum lifestyle. After a few years of gluttony in the mountains spent skiing, hiking and biking, his hedonism found new homes in paragliding and photography.

By slowly merging his fixation on outdoor spores and a talent for creating beautiful images, he began working as a professional outdoor photographer and writer five years ago. Jeff's work now covers the full gamut of advenrure/exrreme sports for major outdoor magazines including Skiing and Bike, as well as companies like Patagonia, Kavu and Cloudveil.

Paragliding still remains one of his favorite photo subjects. The threedimensional realm of in-flight photography allows truly dynamic shooting with access to some outrageously beautiful scenes. (Plus, ic's a good excuse to fly!) You can see more ofJeff's work on his website at www.jeffdiener.com. •

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

PRO DESIGN RELAX-- Small (65-90kg) Crispy! Less than 20 hours, includes Pro Design Jam harness w/ side mounted reserve (never thrown), backpack & stuffsack, Kiwi helmet w/ installed radio earpiece and PTT system.

Everything in excellent shape-$2,000 for the whole package. Erika (307) 734-4450, erikaboggs@yahoo.com.

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

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

20 TO 50% OFF - Brand new paragliders & accessories, most of brands. newgliders@hotmail.com

---------·-·-PARAGLIDERS

POWERED PARAGLIDERS

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

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

APCO BAGHERA- Small $1,800. Octane M DHV 1-2, 05/01 $1,830. Nova Carbon M, 04/01 $1,995.

Booster M, 65-95kg $1,750. Super Space II, medium, reserve, harness $1,700. Bolero, small, like new $1,900.

(808) 968-6856, tofly@excite.com

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

APCO SIMBA - Medium, 35 hours, several small repairs, new line set $1,900. APCO BAGHEERAmedium, 250+ hours $500. GIN BONANZA-large, good condition, <200 hours $1,000. (970) 728-6843, neal@dawntreaderfilms.com EDEL CONFIDENCE - Almost new, large, yellow, 11 flight hours, 5 hours kiting, properly cared for, protected from UV; Edel Corona harness, large, black and red; SRIII reserve parachute; Charley Insider helmet, large, blue; FlyTec 4005 vario; Tree-kit; Windmeter; glider bags, carabiners. All purchased new July 2000, except vario. Paid -$4,330 asking $2,999 for package.

(703) 676-4637, legalloc@saic.com

DK WHISPER GT - Great shape, <20 hours, XL Humming wing $3,500. (80 I) 523-8173.

EMERGENCY PARACHUTES AUTHORIZED CHUTE REPAIR - And service center for APCO, Elan, Chiron powered parachutes and UP /Perche/Independence patagliders and more! We have a full-time loft available with quick turn around for small to huge repairs and annual inspections. Ship your chute to MoJo's Gear Ltd. Co., 1475 CR 220, Tow, TX 78672 Attn: REPAIR or INSPECTION. Include a note about the service(s) you require as well as a contact phone number and email. We will contact you with an estimate prior to starting the work. Office: (91 5) 3791567, www.mojosgear.com.

PRO DESIGN COMPACT 33 - Excellent condition, 10 hours airtime, w/Pro Design harness $800. (719) 539-0177, books@harvardranch.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 inventory, 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 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 towing instruction and special events. USHGA certified.

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

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

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

Please enter my classified ad as follows:

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

O Towing 0 Schools & Dealers O Ultralights O Publications & Organizations 0 Wanted '.J Harnesses

2002 issue and run for _____

consecutive issue(s). My O check, O money order is enclosed in the amount of$ NAME:----------------·--ADDRESS: _ _ __ CITY: PHONE:_ _ _ _ _ __ Number of words:

_STATE:

_____ @$.50 =_____

Number of words: ______ ._ @$1.00 =---·--

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

I

L------------------------------------------------------------------------------------------------

JANUARY

2002

43

- - - - -------

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 co 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 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 co 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.

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

MEXICO - Year-round, summer in Monterrey, winter in Valle de Bravo. 1-800-861-7198,

44

Tundem•Equlpment•Sales•Service

LEARNTO~ PARAGLIDE~ at Kitty Hawk Kites

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

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

Sell your unused equipment here.

'If\ Powered Paraglldlng•lbwlng•Footlannch

SOUTHERN SKIES - MOUNTAIN FLYING and POWERED PARAGLIDING instruction, sales and service with full-time shop, 1 hour north of Charlotte. 7 beautiful flying sites nearby. (828) 632-6000 WWW.SOUTHERNSKIES.NET

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

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 outfitting shop and dining with a view when you eat at our own Cliffhanger Cafe.

Importers for ADVANCE, PARATECH, AVA Sport Accessories, Crispi boots, Center of Gravity helmets, Fly Mike flight suits, Gue Scuff gloves, and AustriAlpin carabiners and dealers for most other brands. Check us our online for sales and questions at: www.flytorrey.com, or call roll free at 1-877-FLY-TEAM. Also, tune in to the [nternet Paragliding Talk Show at www.wsradio.ws every Thursday 5-7:00 pm (PST).

IL. USHGA CERT

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

E-Mail Address info@ki ttyhawk. com

ADVENTURE SPORTS - Sierra soaring at its best.

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

- - - - ---- ----AIR SPORTS USA -- Lessons, service, equipment.

Paragliding, hang gliding, powered paragliding, trikes.

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

Renew your membership online!

FAX your classified ad, membership renewal or merchandise order:

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

PARAGLIDING

OREGON ------- -------- - . ---

SUNSPORTS PARAGLIDING - Hood River, Oregon. Beginner lessons, sales, service, repacks, randem flights. APCO, SUP'AIR, FLYTEC, HANWAG, IN STOCK! We have a complete shop with EVERYTHING that you need in stock! Rick Higgins, SunSportsPG@aol.com, (541) 387-2112; Mark Telep thatspec@hotmail.com, (541) 308-0101 Web: http://hometown.aol.com/ rsunspo rts/ myhomepage/ inde x.html 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 CR 220, Tow TX 78672.

KITE ENTERPRISES - Slope, stationa,y winch, payout winch training, sales, rentals and repair. Wills Wing, Firebird, Gin, Ozone. Dallas, Fort Worth and north Texas area. (972) 390-9090, www.kite-enterprises.com

• ORDER ONLINE AND SAVE • Water/Dust Resistant Push Button • Field Replaceable Finger Switch ' Heavier Gauge Wire/Improved Plugs ' Increased Strain Relief at ALL Joints Price $119.95. Extra finger switch $19.95 w/purchase.

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

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

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

PUBLICATIONS & ORGANIZATIONS

FOR ALL YOUR FLYING NEEDS - Check out the Aviation Depot at www.mojosgear.com featuring over 1000 items for foot-launched and powered paragliding, hang gliding, stunt and power kiting, and powered parachutes. 24/7 secure online shopping. Books, videos, KITES, gifts, engine parts, harness accessories, electronics, clothing, safety equipment, complete powered paragliding units with training from Hill Country Paragliding Inc. www.hillcountryparagliding.com 800664-1160 fororders only. Office (915) 379-1567.

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, towing 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

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.

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.

*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

VIRGINIA KITTY HAWK KITES -

See North Carolina.

WASHINGTON DIXON'S AIRPLAY PARAGLIDING Please see our classified ad under Arizona. www.paraglide.com PARTS & ACCESSORIES BRAUNIGER IQ BASIS VARIO -- Never used, $300 OBO. Kenwood TH-22AT Radio, like new $200 OBO. Erika or Jeff(307) 734-4450, erikaboggs@yahoo.com

JANUARY

2002

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 ro (719) 632-6417, www.ushga.org, ushga@ushga.org

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

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.

Our advertising has a two-month lead time.

Plan ahead.

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VIDEOS

*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" ar the Banff Mountain Film Festival 2000. A story of six friends attempting to fly cross country together as a group through western Nepal, where finding launches & landings becomes a daily routine. Become immersed into the Nepal culture upon every landing. Superb editing.

45 minutes $32.95 *NEW* PARAGLIDER GROUND HANDLING & THE ART OF KITING, by Adventure Productions.

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

Various wind conditions are covered with the successful and proven industry-standard techniques of Dixon \Vhite-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 IN SFARCH OF THE PERFECT MOUNTAIN By Adventure Productions. Searching for the perfect mountain, perfect flight, and the perfect experience chat challenges our essence and satisfies our quest for adventure.

This paragliding odyssey takes you to St. Anton, Austria; Garmisch-Partenkirchen, Germany; Sun Valley, Idaho; Point of the Mountain, Utah; and Jackson Hole, Wyoming. Features in-air footage, aerial maneuvers, and local pilot tours. 44 minutes $36.95.

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

WEATHER TO FLY, by Adventure Productions. A much needed instructional/educational video on micrometeorology. Dixon White, Master pilot and USHGA Examiner, takes you through a simple step-bystep process showing where to acquire weather data and how to interpret it. For pilots of any aircraft. Learn about regional & local influences and how to determine winds alott and stabiliry. "Weather To Fly" is an over-all view packed with useful details and includes great cloud footage. A straight-fo1ward presentation that is easy to follow. 50 min. $39.95.

46

STARTING PARAGLIDING by Advenrure 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 sites. 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 (Int'! orders, email us at ushga@ushga.org for shipping charges.) Great to impress your friends or for those socked-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 VIDEOS, BOOKS & APPAREL - Call USHGA for your Merchandise order form (719) 632-8300, fax (719) 632-6417, email:ushga@ushga.org,www.ushga.org DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE CLASSIFIEDS. CLASSIFIED ADVERTISING RATES The rate for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps. Phone number=2 words, PO Box=2 words, weight range i.e.

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

MINIMUM AD CHARGE $5.00. A fee of $15.00 is charged for each line art logo and $25.00 for each photo. LINEART & PHOTO SIZE NO LARGER THAN 1.75" X 2.25". Please underline words to be in bold print. Special layouts of tabs are $25.00 per column inch. AD DEADLINES: February 20th is the deadline for the April 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.

STOLEN WINGS & THINGS ADVANCE EPSILON 3 - Lost along Hwy 395 just outside VICTORVILLE, CA on August 14, 2001. Has a gold leading edge with a small (3-4 ") patch near the center; also blue SupAir Eva top harness, helmet, vario, etc. Contact Jason Gilbert (530) 318-7288, jgilbert@hotmail.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, 200 I. Blue, serial #0764, w/blue SupAir harness.

Contact Matthew Sill (646)528-4569, mwsill@hocmail.com STOLEN WINGS are listed as a service to USHGA members. There is no charge for this service and lost and found wings or equipment may be called in (719) 6328300, faxed in (719) 632-6417, or emailed ushga@ushga.org for inclusion in Paragliding & Hang Gliding magazine. Please call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

INDEX TO ADVERTISERS Adventure Productions ........................... 12 Aero light USA ........................................ 11 Apco ........................................................ 9 Brauniger ............................................... 16 Dixon's Airplay ...................................... 47 Flytec ....................................................... 7 Hall Brothers ......................................... 12

Can't afford new

Sport Aviation Publications .................... 11 Super Fly, Inc ........................ 2,Back Cover

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